DE60013549T2 - Variable valve control device with a locking slide - Google Patents

Description

The The present invention generally relates to an internal combustion engine with a hydraulic control system to control the operation an adjustable camshaft timing system (VCT system) of the type in which the position the camshaft relative to the position of a crankshaft in response on oil pressure peripherally changed becomes. In such a VCT system is an electro-hydraulic Control system for execution provided the repositioning of the camshaft, and it is a Locking system provided to allow the electro-hydraulic control system Optionally, this repositioning can make or prevented becomes.

in the In particular, the invention relates to a multi-position exhibiting VCT system powered by engine oil pressure actuated and having a locking piston attached to a rotor, wherein the locking piston, the vibration of the engine in a Feed position, a retraction position and prevents a variety of positions in between.

It is known to be the performance of an internal combustion engine by using two To improve camshafts, the one for operation the intake valves for the different cylinders of the engine and the other to operate the Exhaust valves. Typically, the one of these camshafts from the crankshaft the engine over driven by a sprocket chain drive or a belt drive, and the other of these camshafts is from the first to a second Sprocket chain drive or a second belt drive driven. As an alternative, everyone can Both camshafts from a single, driven by a crankshaft chain drive or belt drive are driven. It is also known that the Performance of an internal combustion engine with two camshafts or but a single camshaft by changing the position ratio a camshaft can be improved relative to the crankshaft.

As well it is known that the power of an engine on a one or more engine Camshafts, in particular with regard to no-load quality, fuel economy, Emission reduction or higher Torque, with the help of a VCT system. For example, can the camshaft "in Be castered, so that the intake valves at idle for the purpose of stability and at high engine speed in order improved performance delayed shut down. As well can the camshaft "in Be brought forward, so that the intake valves close prematurely when operating in the mid-range to a higher volumetric Efficiency with correspondingly higher To achieve degrees of torque. For an engine with two camshafts the caster or the supply of the camshaft comes through change the positional relationship from one of the camshafts, usually the intake valves of the motor Camshaft, relative to the other camshaft and the crankshaft conditions. Accordingly, by the wake or the flow of the camshaft, the clock of the engine in terms of the operation of the intake valves relative to the exhaust valves or regarding the operation of the valves relative to the position the crankshaft changed.

So far had Many VCT systems with built-in hydraulics one within one closed housing secured on a camshaft oscillating rotor, wherein between the rotor and the housing a chamber is formed. The rotor includes from this outwardly projecting Wings to to divide the chamber into separate first and second fluid chambers. Such a VCT system often includes a fluid feeding Configuration for the transfer of Fluid within the housing from one side of the wing to the other or vice versa, thereby the engine in one or the other direction with respect to the housing to swing. These Vibration acts to the position of the camshaft relative to the Advance or retract crankshaft. These VCT systems can either with a hydraulic system that reacts in response to the camshaft flowing torque pulses actuated becomes, "drive yourself" or can directly by oil pressure driven by an oil pump become. Furthermore, mechanical connecting devices are included, around rotor and housing either in fully advanced position or completely retracted Lock position relative to each other.

Unfortunately, the above VCT systems may have several disadvantages. For example, in US 4,858,572 by Shirai et al. taught the use of spring loaded locking pistons in two circumferential positions to lock the rotor and housing in fully advanced as well as fully retracted positions. In Shirai et al. a first pin is disclosed which projects into a radial bore of the housing. The pin is urged radially inward towards the rotor by a spring mounted between the pin and the bore. When the VCT is in the fully retracted position, an upper end of the pin fits into a large radius portion in a radial hole in the rotor. When the VCT changes to the advanced state, the first pin is pulled out of the radial hole by fluid pressure that overcomes the spring. Another pin, positioned opposite the first pin, similarly locks the rotor in place perfectly advanced position. Thus, the rotor is prevented from rotating relative to the housing.

One Disadvantage of Shirai et al. is that the pins act like this, that she the rotor only in two circumferential positions, either in fully advanced or completely withdrawn, relative to the housing lock. Another disadvantage is that the pins either in the fully advanced or completely withdrawn Position can adhere to and thus jamming the VCT. If the VCT from the one position in the other changes, becoming part of the first and the second Chamber transmitted Fluid pressure back directed to one of the pins to pull out the pin. Accordingly, become the fluid chambers and the pin acted upon simultaneously with the fluid pressure. When the fluid pressure in the fluid chambers is sufficient to keep the rotor to turn before the pen completely pulled out is, the side of the rotor loads the pin and causes the pin sticks in the radial hole and thus sets the VCT out of action.

In US 5,836,275 Sato has addressed the above problem with Shirai et al. detected and a solution was tried. At Sato, the use of a hydraulic strategy is taught to pull the pin out before either the first or the second fluid chamber is filled. Accordingly, Sato discloses a fluid pressure delivered to the radial hole in the rotor while simultaneously filling fluid passages communicating with either the first or the second fluid chamber. Since the fluid channels are initially restricted and thus only partially in communication with the first or second fluid chamber, the fluid pressure acts primarily on the pin to pull the pin out before there is a noticeable rotation of the rotor. When the pin is pulled out, the rotor rotates enough to allow the channels. overcome their constriction and communicate fully with the fluid chambers to rotate the rotor. Unfortunately, in the invention, the rotor can only be locked by Sato in the fully retracted position.

In US 5,797,361 by Mikame et al. Another problem with Shirai et al. recognized. That is, the upper end of the pin in the retracted position loads an outer surface of the rotor due to the spring force pushing the pin towards the rotor. As a result, the circumference of the rotor wears off, and there are grooves, which more easily leads to greater leakage between the housing and rotor beyond an acceptable level. The leakage reduces the oil pressure in the chamber, and thus the responsiveness of the VCT deteriorates. Furthermore, the wear state prevents undisturbed relative rotation between the rotor and the housing. Finally, Mikame et al. that in the invention of Shirai et al. difficult to keep the fluid pressure at a certain level, as Shirai et al. based on fluid pressure caused by torque fluctuations in the camshaft. Unfortunately, Mikame et al. at the same disadvantage as Sato. That is, the lock piston locks the rotor only in a circumferential position relative to the housing. Finally, the locking piston of Mikame et al. and the hole with which it is locked, a clearance in between, whereby a free circumferential clearance or slippage between the housing and rotor is possible. This slip condition could result in noise during engine start-up as the lock piston will come around in the hole.

In EP 0799976 , on which the preamble of claim 1 is based, an adjustable valve bottom mechanism is taught in which a piston channel is formed in a housing in which a piston is slidably mounted, and in that in a locking plate which is non-rotatably coupled to a rotor, an opening is trained. The piston is axially displaceable under bias of a spring out of the piston channel toward the lock plate so as to engage the opening formed therein and thereby lock the housing to the lock plate and thus the rotor so as to prevent vibration therebetween. Further, a fluid chamber is provided between the piston and the piston passage into which hydraulic fluid is fed to axially urge the piston against the spring load away from the locking plate and therefore release the rotor relative to the housing for vibration.

Accordingly, at all above-mentioned references according to the prior art, a locking piston included inside a housing and in only one position per locking piston locked with a rotor is. For example, in the reference of Shirai et al. the lock only in completely advanced or completely withdrawn Position possible, where two locking pistons are used. Everyone will continue to do so Locking piston locked to the rotor in diametrical engagement, what the ones explained at Sato liability conditions of the VCT can.

Other adjustable valve timing mechanisms are detailed in EP-A-1065348 . EP-A-0924392 and DE-A-19914767 explained.

Therefore, a VCT system is needed can eliminate the problems associated with adjustable camshaft timing arrangements in prior art locking pistons by providing an adjustable camshaft timing system that locks a rotor and housing together in more than one position per locking piston against unwanted diametrically jammed conditions between the locking piston and a locking piston bore Barrier conditions is unattractive and does not allow rotational slip between the rotor and the housing.

According to the present Invention, a VCT system is provided, which in adjustable camshaft clock arrangements occurring with locking piston according to the prior art Problems by providing an adjustable camshaft timing system It can eliminate a rotor and a housing in more than one position per locking piston locked together against unwanted, by diametrically jamming conditions between the locking piston and a lock piston hole created lock conditions is unaffordable and allows no rotational slip between the rotor and the housing.

Accordingly, lies The present invention is based on the object, an adjustable Camshaft timing system (VCT system) to create at least one overcomes the above-mentioned problems of the prior art or relieves.

A Another object is to provide a VCT system that has a rotor not on a housing only in one or two positions, but in a completely advanced one Position, a completely withdrawn Position and in at least one and preferably in several middle positions can lock in between.

Yet Another object is to provide a VCT system that has a Locking piston, the one end of the piston final locking members which are locked with other locking members, at a latching with the locking piston part are attached so that the Rotor and the housing interlocked with each other without intervening and in such a way that yourself the piston does not jam or lock.

therefore becomes with the present invention an internal combustion engine provided with: a camshaft; a rotationally fixed on the camshaft fixed rotor, wherein the rotor with respect to the camshaft not able to oscillate is; a housing, surrounding the rotor and rotatable with the rotor and the camshaft is and with respect to the rotor and the camshaft between a completely withdrawn Position and a fully advanced position is oscillatory; a piston channel formed in one of the rotor and the housing, wherein in this channel slidably mounted a locking piston is, the respectively and solvable come into engagement with the other of the rotor and the housing can so as to prevent the relative movement between the rotor and the housing; and a means for controlling the vibration of the engine relative to the housing; characterized in that the Locking piston has a piston portion and a shaft, extending radially therefrom, wherein the piston portion is a fluid-actuated piston forms with the channel and the shaft formed thereon locking members wherein the other of the rotor and the housing complementary locking members that faces are arranged on the shaft carried on the locking members, where the complementary Locking members the locking member of the shaft in the perfect withdrawn Position, the fully advanced position and in at least can pick up a middle position in between, so the vibration of the housing to prevent with respect to the camshaft.

Around the invention well understood In the following, some embodiments thereof will be exemplified with reference to the accompanying drawings, in which:

1 Figure 3 is a perspective view of a camshaft and vane phaser according to the present invention;

2 Figure 11 is an exploded perspective view of the camshaft and vane phaser according to the preferred embodiment of the present invention;

3 a right end view of the Flügelphasenstellers according to 2 without the locking plate;

4 a cross-sectional view of parts of the Flügelphasenstellers according to 2 according to the preferred embodiment of the present invention and showing a locking piston in engagement with a locking plate;

5 a cross-sectional view of parts of the Flügelphasenstellers according to 4 is and shows a locking piston out of engagement with the locking plate;

6 Figure 11 is an exploded perspective view of a camshaft and vane phaser according to an alternative embodiment of the present invention;

7 a left cross-sectional end view of the camshaft and the Flügelphasenstellers according to 6 without the end plate is;

8th a cross-sectional view of parts of the vane phaser according to the embodiment in 6 and 7 according to the present invention and showing a locking piston in engagement with a housing;

9 Figure 12 is a schematic view of the hydraulic equipment of the camshaft and vane phaser assembly according to the preferred embodiment of the present invention, illustrating a phase shift in which the position of the camshaft changes from a neutral position to a retracted position;

10 FIG. 4 is a schematic view of the hydraulic equipment of the variable camshaft stroke assembly according to another embodiment of the present invention illustrating a phase shift in which the position of the camshaft changes from a neutral position to a retracted position, where an oil pressure from a retraction port in retraction chambers and through a check valve flows to a locking piston; and

11 is a schematic view of the hydraulic equipment of the arrangement of the adjustable camshaft according to another alternative embodiment of the present invention and represents a phase shift in which the position of the camshaft changes from a neutral position to a retracted position, and further illustrates how oil pressure directly to a locking piston flows to unlock the housing from the camshaft.

in the Generally, a hydraulic timing system is present to complete the phase to change a rotary member relative to another rotary member. in the In particular, with the present invention, a plurality of positions having, adjustable camshaft timing system (VCT) with drive by engine oil pressure provided relative to the timing of a camshaft of an engine to change a crankshaft of an engine to one or more Improve operating parameters of the engine. Although the present Invention described with respect to internal combustion engines, however The VCT system is equally suitable for other environments in which hydraulic timing devices are used. Accordingly, the present invention not limited only to internal combustion engines.

Now will be discussed in detail on the figures, in 1 and 2 a wing phaser 12 and a camshaft 14 according to the preferred embodiment of the present invention are shown. As in 2 is shown, the camshaft has 14 at one end a flange 16 on. At the flange 16 is a flange plate 20 of the wing phaser 12 attached and acts as an axial fixer for a rotor 22 , The rotor 22 is from a housing 68 surrounded, and the rotor 22 and the case 68 be from a locking plate 58 against the flange plate 20 pressed. The rotor 22 is with three (not shown) screws on the flange 16 the camshaft 14 attached so that the rotor 22 with the camshaft 14 is rotatable. Similarly, the locking plate 58 with three other screws (not shown) on the flange plate 20 fastened, eliminating the housing 68 secured in between. Accordingly, both the rotor 22 as well as the case 68 with the camshaft 14 rotatable, and the rotor 22 and the case 68 are independent of each other.

Still in 2 includes the locking plate 58 an arrangement of locking receiving members or notches 60 in this. The arrangement of receiving notches 60 includes a retreat score 62 , a feed notch 64 and a variety of intermediate notches 66 between. The housing 68 contains sprocket teeth 70 which are arranged around the circumference, and includes an inner surface 72 and radially inwardly projecting cams 74 which are circumferentially spaced and in each cam 74 an outwardly extending radial slot 76 exhibit. Every radial slot 76 is to the inner surface 72 towards open and extends from this radially outward. As in 3 is shown contains the housing 68 a drive wing 78 that in every radial slot 76 is arranged radially and slidably. Each drive wing 78 has an inner edge 80 on that in an outer surface 24 of the rotor 22 intervenes. Each drive wing 78 can be spring loaded radially inwardly by a biasing member (not shown) for consistent contact with the outer surface 24 of the rotor 22 sure.

Still in 3 includes the rotor 22 radially outwardly projecting cams 26 on the perimeter around the outside surface 24 are spaced around each other. A cam 26 contains a piston channel 40 for housing a generally T-shaped axial locking piston 42 in this. Every cam 26 Also includes an inwardly extending radial slot 28 ,

The rotor 22 further comprises a driven wing 30 that is radially and slidably in each radial slot 28 is arranged. Every powered wing 30 has an outer edge 32 on that in the inner surface 72 of the housing 68 intervenes. Everyone on driven wings 30 may be biased radially outwardly by a biasing member (not shown) to maintain a consistent contact with the inner surface 72 of the housing 68 sure. This affects every outer edge 32 every powered grand piano 30 of the rotor 22 displaceable with the inner surface 72 of the housing 68 together. Likewise, every inner edge works 80 each drive wing 78 of the housing 68 slidable with the outer surface 24 of the rotor 22 together, to a limited relative movement between the rotor 22 and housing 68 permit. rotor 22 and housing 68 form a fluid chamber 34 caused by the circumferentially alternating drive and driven wings 78 and 30 in feed chambers 36 and retreat chambers 38 are divided. Therefore, the feed and the retreat chamber 36 and 38 also alternately on the circumference between the rotor 22 and the housing 68 inserted. Furthermore, the feed and retraction chambers 36 and 38 fluid-tightly separated.

As in 4 is shown, there is the wing phaser 12 in locked condition. The axial locking piston 42 is with the locking plate 58 locked. The axial locking piston 42 is inside the piston channel 40 of the rotor 22 arranged and has an outer shaft end 44 with locking male members such as wedges 46 on it and also has an opposite inner headboard 48 on. Piston and piston channel are in a fully retracted position, a fully advanced position and in a variety of positions therebetween axially with the receiving notches 60 aligned. These positions correspond accordingly to the retraction notches 62 , the feed notches 64 and the intermediate notches 66 the locking plate 58 , Towards the inner headboard 48 of the piston 42 is a return spring 50 arranged to the piston 42 under a predetermined biasing force into engagement with the locking plate 58 pretension. The engagement wedges 46 come with the recording notches 60 the locking plate 58 engaged. Therefore, this construction is based on an axial locking of links and not on a diametric fit. Furthermore, the wedges 46 and the notches 60 constructed so that there is no margin between them. Accordingly, the wedges 46 and the notches 60 positively interlocked with each other so that no slip between the rotor and the housing is present.

The outer shaft end 44 of the piston 42 is from a bunch 52 Surrounded by the piston 42 in its place, as a stop for the piston 42 works and with the inner head end 48 of the piston 42 connects to a piston chamber 56 to form in between, in which oil pressure to retract the piston 42 can build up. An unlocking channel 54 provides connection from an opening 14P in the camshaft 14 to the piston chamber 56 , 5 shows the piston 42 out of engagement with the locking plate 58 and the return spring 50 completely compressed.

An alternate embodiment of the present invention is exploded in FIG 6 shown. The camshaft 14 has the flange at one end 16 for attaching the flange plate 20 on it. The flange plate 20 acts as an axial fastener for a housing 168 which in turn is a rotor 122 surrounds. The rotor 122 and the case 168 be from an end plate 158 against the flange plate 20 pressed. The end plate 158 , the rotor 122 and the flange plate 20 are with three screws 92 on the flange 16 the camshaft 14 attached, in turn, the housing 168 between the flange plate 20 and the end plate 158 includes. Accordingly, the rotor 122 and the case 168 independent of each other.

The rotor 122 , the case 168 and the propulsion and powered wings 78 and 30 are the same as those of 2 , However, the rotor includes 122 a piston channel 140 that is radially inward of one of a set of cams 126 is arranged. A substantially T-shaped radial locking piston 142 and the covenant 52 are also in the piston channel 140 arranged. Furthermore, the housing has 168 an arrangement of receiving notches 160 on that in an inner surface 172 the same for locking with the piston 142 are arranged. As shown by a cross-sectional end view in FIG 7 is shown, is an outer shaft end 144 of the radial locking piston 142 engaged with one of the receiving notches 160 of the housing 168 shown. The arrangement of receiving notches 160 includes a retreat score 162 , a feed notch 164 and a variety of intermediate notches 166 between. Similar to the cross-sectional view in FIG 8th shown way is the radial locking piston 142 with the housing 168 engaged and similar in structure to the axial locking piston 42 according to 4 ,

In operation, when the engine is off, the vane phaser rotates 12 not, and in the in 4 As shown, there is no oil pressure in the vane phaser 12 available. Accordingly, the return spring biases 50 the axial locking piston 42 in engagement with the locking plate 58 before, around the wing phaser 12 to lock in place and thereby prevent any relative movement of the Flügelphasenstellerteile. However, when the engine is switched on, the arrangement which is the camshaft 14 with the rotor 22 and the housing 68 includes, by the torque, the one in the sprocket teeth 70 one cross-continuous chain or a similar toothed belt (not shown) on the housing 68 applies, in rotation, so that a (not shown) rotating crankshaft of the motor sets the endless chain in motion. The housing 68 turns with the camshaft 14 and is with respect to the camshaft 14 vibrating to the phase of the camshaft 14 to change relative to the crankshaft.

According to the preferred embodiment and now in 9 is the wing phaser 12 the adjustable camshaft clock system in a schematic form available. It starts pressurized engine oil through a camshaft bearing 18 in a three-way on and off control valve 82 and by the three-way on and off control valve 82 into a pulse width modulated (PWM) four-way control valve 84 to flow. An electronic engine control unit 86 Processes input information from sources within the engine and elsewhere and then sends output information to various sources including the three-way on and off control valve 82 and the PWM four-way control valve 84 to the wing phaser 12 to unlock and set the phases.

With the help of pressurized, in the three-way on and off control valve 82 flowing engine oil, a locking and unlocking is activated. When the three-way on and off control valve 82 is turned on, it steers based on the output from the engine control unit 86 Engine oil pressure to the Entriegelungskanal 54 , As in 5 is shown, accumulates oil pressure in the piston chamber 56 and thereby presses the axial locking piston 42 against the force of the return spring 50 , This causes the piston to move 42 in a position in which the axial locking piston 42 the wing phaser 12 releases into an unlocked position, whereby the vane phaser 12 then swing or move the phase. Consequently, the axial locking piston 42 the housing 68 in a fixed circumferential position relative to the camshaft 14 lock at a plurality of relative circumferential positions therebetween. This always occurs when hydraulic pressure in the unlocking channel 54 falls below a predetermined value, which helps to overcome the force of the return spring 50 necessary is. Again in 7 An alternative locking arrangement would be the radial locking piston 142 which is normally disengaged from the housing 168 is biased. The wing phaser 112 would be in one of the circumferential positions above a given rotational speed of the rotor 122 lock. This would be the radial locking piston 142 below a predetermined rotational speed of the rotor 122 triggered centrifugal force in the housing 168 intervention.

Again in 9 becomes as soon as the wing phaser 12 is unlocked, the vibration control of the Flügelphasenstellers 12 activated using pressurized engine oil from the camshaft bearing 18 and under closed-loop control by the three-way on and off control valve 82 into the PWM four-way control valve 84 flows. The PWM four-way control valve 84 is in fluid communication with a feed fluid channel 88 and a return fluid channel 90 in the camshaft 14 , each with the feed and retraction chambers 36 and 38 between rotor 22 and housing 68 communicate. The engine control unit 86 can the PWM four-way control valve 84 instruct oil pressure from a supply port 84S through the withdrawal fluid channel 90 to a retreat 84R and in the retreat chambers 38 to steer. At the same time engine oil from the feed chambers 36 through the feed fluid channel 88 in a feed opening 84A PWM four-way control valve 84 and from a discharge opening 84E escape. Accordingly, the rotor is moving 22 towards a fully retracted position relative to the housing 68 ,

As an alternative, the engine control unit 86 the PWM four-way control valve 84 instruct oil from the feed port 84S through the feed fluid channel 88 to the feed opening 84A and into the feed chambers 36 to steer. At the same time engine oil from the retreat chambers 38 through the withdrawal fluid channel 90 in the retreat 84R PWM four-way control valve 84 and from the exit opening 84E exit out. Accordingly, the rotor is moving 22 towards a fully advanced position relative to the housing 68 ,

Furthermore, the rotor 22 in the fully retracted position, the fully advanced position, or a plurality of positions interlocked therebetween. The rotor 22 is with respect to the housing 68 within a range of at least 30 degrees oscillatable in at least six different circumferential positions. Once the desired phase shift is achieved, the engine control unit points 86 the three-way on and off control valve 82 on, the oil from the piston 42 through the unlocking channel 92 , through a locking opening 82L the three-way on and off control valve 82 and from an exit opening 82E to let out. At the same time, any engine oil flow to and from the feed and retraction chambers 36 and 38 with respect to the PWM four-way control valve 84 completed.

10 provides an alternative wing phaser 212 according to the present invention in schematic form, in which the lock control by dividing the oil pressure from the feed and the retreat chambers 36 and 38 with the unlocking channel 254 he follows. Here, pressurized engine oil flows through the camshaft bearing 18 and directly into the PWM four-way control valve 84 with a closed center. From the PWM four-way control valve 84 In accordance with the phaser control configuration according to the preferred embodiment, the oil flows through the feed and retract passages 88 and 90 to the feed and retreat chambers 36 and 38 , Further, however, engine oil may be through a check valve 94 from the withdrawal channel 90 to the piston 42 flow to the piston 42 withdraw. Therefore, the oil flows with the PWM four-way control valve 84 with closed center, to the piston 42 to the wing phaser 212 only unlock when the wing phaser 212 the phase changes. As an alternative, the PWM four-way control valve could 84 have an open center so that oil to the piston at any time when the engine is in operation 42 can flow, thus allowing a continuous vibration control.

11 makes a wing phaser 312 according to another alternative embodiment of the present invention, in which the locking piston 42 is always disengaged while oil through the camshaft bearing 18 flows. Here, the Entriegelungskanal communicates 54 directly with the camshaft bearing 18 so that engine oil goes directly to the piston 42 can flow. In this configuration, the piston comes 42 (in the in 5 shown) disengaged as soon as the oil pressure is high enough to the force of the return spring 50 to overcome. That's why the piston is 42 disengaged the entire time in which the engine is running and supplying sufficient oil pressure. Accordingly, the Flügelphasensteller 312 at any point during the operation of the engine to move to any position within the accuracy of the Flügelphasensteller control system.

Out From the above it can be seen that one significant advantage of the VCT according to the present invention It is that rotor and housing not only in one or two positions, but in a feed position, a retreat position and a plurality of positions therebetween relative to each other are lockable. Furthermore, only one locking piston required to get the VCT in all Lock positions.

One Another advantage is that the locking piston is not jammed with the part with which he is locked, since at least the preferred embodiment the invention is not based on diametral locking. As well the present invention is not susceptible to free play or slip states between the rotor and the housing, which arise due to a clearance between locking members.

Though The present invention has been described in terms of a preferred embodiment However, it is apparent that the skilled person also other Can apply forms. For example, a strategy could be the controller be applied in the open loop to the phase shift to bring the camshaft. The system of adjustable Valve clocks / variable camshaft clocks according to the present invention can also while operating with either an open loop system or a closed loop control system, which in turn is controlled by the needs or wishes of User depends. In open loop control, there are only two control positions either a position where the rotor is at a fixed speed moved to full feed, or a position in which the rotor with the fixed speed to full retreat moves without trying the speed of movement of the rotor to the perfect feed rate or perfect retreat position, depending on, to modulate or the movement of the rotor in any Position between this perfect feed or perfect return position to stop. In contrast, in a closed-loop control monitors the position of the rotor relative to the housing, and the system becomes at one or the other of a variety of possible relative positions of the rotor and the housing between the perfect ones Feed or complete retraction position locked.

As well can alternative control valve devices for controlling the fluid flow be used. After all can locking receiving members in place of locking male members be attached to the locking piston, and could accordingly the part which is locked with the locking piston, locking male members be installed instead of locking receiving members.

Claims (10)

Internal combustion engine, comprising: a camshaft ( 14 ); a rotationally fixed on the camshaft ( 14 ) fixed rotor ( 22 ), wherein the rotor ( 22 ) with respect to the camshaft ( 14 ) is not capable of oscillating; a housing ( 68 ), the rotor ( 22 ) and with the rotor ( 22 ) and the camshaft ( 14 ) is rotatable and with respect to the rotor ( 22 ) and the cams wave ( 14 ) is oscillatable between a fully retracted position and a fully advanced position; one in one of the rotor ( 22 ) and the housing ( 68 ) formed piston channel ( 40 ), whereas in this channel ( 40 ) slidably a locking piston ( 42 ), which are respectively and releasably engaged with the other of the rotor ( 22 ) and the housing ( 68 ), so the relative movement between the rotor ( 22 ) and the housing ( 68 ) to prevent; and a means for controlling the vibration of the engine ( 22 ) relative to the housing ( 68 ); characterized in that the locking piston ( 42 ) has a piston portion and a shaft extending radially therefrom, the piston portion having a fluid-actuated piston with the channel ( 40 ) and the shaft formed thereon locking members ( 46 ), the other of the rotor and the housing having complementary locking members which are opposite to the locking members carried on the shaft ( 46 ), the complementary locking members being adapted to receive the locking members of the shaft in the fully retracted position, the fully advanced position, and in at least one intermediate position therebetween so as to prevent the vibration of the housing with respect to the camshaft. Internal combustion engine according to claim 1, wherein the locking piston along the axis of rotation of the rotor ( 22 ) is axially movable. Internal combustion engine according to claim 1, wherein the locking piston along the axis of rotation of the rotor ( 22 ) is radially movable. Internal combustion engine according to claim 3, wherein the locking piston by one above a predetermined rotational speed the centrifugal force occurring from the engine is released from engagement. Internal combustion engine according to one of the preceding claims, wherein the locking piston further comprises a means responsive to the engine oil pressure for disengaging the locking piston from the engagement, so that the housing ( 68 ) in response to the engine oil pressure when the engine is in operation, with respect to the camshaft ( 14 ) can swing. Internal combustion engine according to claim 5, wherein the means for engaging one through the camshaft ( 14 ) running channel ( 54 ) for supplying an amount of engine oil pressure from the engine directly to the lock piston, the amount of engine oil pressure acting against the lock piston to disengage the lock piston. Internal combustion engine according to claim 5, wherein the means for engaging comprises: a control valve ( 82 ); and a through the camshaft extending channel ( 54 ) for supplying an amount of engine oil pressure from the engine through the control valve (14) 82 ), wherein the amount of engine oil pressure counteracts the lock piston to disengage the lock piston. Internal combustion engine according to claim 5, wherein the means for engaging one through the camshaft ( 14 ) extending through the means for controlling ( 54 ) for supplying an amount of engine oil pressure from the engine, wherein the amount of engine oil pressure counteracts the lock piston to disengage the lock piston. Internal combustion engine according to one of the preceding claims, wherein the locking piston at least one on one of the rotor ( 22 ) and the housing ( 86 ) mounted element and at least three of the other of the rotor ( 22 ) and the housing ( 68 ), the element being movable into engagement with the openings so as to lock the rotor in the fully retracted position, the advanced position, and at least a midway position therebetween to the housing. Internal combustion engine according to claim 1, wherein the rotor ( 22 ) an outer surface ( 24 ), wherein the rotor ( 22 ) further comprises at least one outwardly projecting cam ( 26 ), one of the inwardly extending, to the outer surface ( 24 ) open radial slot ( 28 ), the housing ( 68 ) an inner surface ( 72 ), wherein the housing ( 68 ) further comprises at least one inwardly projecting cam ( 74 ), one of the outwardly projecting, to the inner surface ( 72 ) open radial slot ( 76 ), wherein the housing ( 68 ) and the rotor ( 22 ) a fluid chamber ( 34 ) form between them; a radially and slidably in the outwardly extending radial slot ( 76 ) of the housing ( 68 ) movable drive wings ( 78 ), wherein the drive wing ( 78 ) one in the outer surface ( 24 ) of the rotor ( 22 ) engaging inner edge ( 80 ) and the drive wing ( 78 ) is spring-loaded radially inwardly to maintain constant contact with the outer surface (Fig. 24 ) of the rotor ( 22 ); a radially and slidably in the inwardly extending radial slot ( 28 ) of the rotor ( 22 ) arranged driven wings ( 30 ), wherein the driven wing ( 30 ) one in the inner surface ( 72 ) of the housing ( 68 ) engaging outer edge ( 32 ) on points and the driven wing ( 30 ) is spring-loaded radially outwardly to maintain constant contact with the inner surface (FIG. 24 ) of the housing ( 68 ); wherein the drive and the driven wing ( 78 and 30 ) at least one feed chamber ( 36 ) and at least one retreat chamber ( 38 ) which alternately in the fluid chamber ( 34 ) are inserted into each other, wherein the feed and the retraction chamber ( 36 / 38 ) are separated from each other in a fluid-tight manner; one on one of the rotor ( 22 ) and the housing ( 68 ) fastened locking plate ( 58 ); the locking piston ( 42 ) is responsive to the engine oil pressure and an inner end ( 48 ) and one towards the inner end ( 48 ) arranged outer end ( 44 ), wherein the locking piston ( 42 ) one of wedges ( 46 ) and recording notches ( 60 ) at the outer end ( 44 ) having; the other of the plug-in wedges ( 46 ) and the receiving notches ( 60 ) in one of the plate ( 58 ) and the housing ( 68 ) is arranged and with the piston channel ( 40 ) in the fully retracted position, in the fully advanced position and in at least one position of the rotor ( 22 ) with respect to the housing ( 68 ) is aligned and the locking member ( 47 ; 60 ) of the locking piston ( 42 ) in the fully retracted position, in the fully forward and in the at least one middle position therebetween, to absorb the vibration of the housing ( 68 ) with respect to the camshaft ( 14 ) to prevent; a covenant ( 52 ), a portion of the locking piston ( 42 ) surrounds to support and fix the locking piston; a means for locking the locking piston ( 42 ) under a predetermined biasing force into engagement with one of the plate ( 58 ) and the housing ( 68 ), when the engine is inoperative, the engaging means being resiliently against the inner end (FIG. 48 ) of the locking piston ( 42 ) acts to the outer end ( 44 ) of the locking piston ( 42 ) from the piston can ( 40 ) to push outward; and a means for locking the locking piston ( 42 ) out of engagement with one of the plate ( 58 ) and the housing ( 68 ), wherein the means for engaging, the piston channel ( 40 ), the engine oil pressure from the means for controlling can receive, wherein the means for engaging the further pressurized engine oil comprises and can overcome the biasing force of the biasing means to the locking piston ( 42 ) in a direction opposite the receiving notches ( 60 ) to allow the engagement between the wedges ( 46 ) and the receiving notches ( 60 ) and the plug-in wedges ( 46 ) out of engagement with the receiving notches ( 60 ), so that the housing ( 68 ) in response to the engine oil pressure with respect to the camshaft ( 14 ) can oscillate when the engine is in operation; wherein the means for controlling the vibration of the rotor ( 22 ) relative to the housing ( 68 ) comprise: a means for opening the feed chamber ( 36 ); and means for opening the retraction chamber ( 38 ); wherein the means for controlling the feed and the retraction chamber ( 36 / 38 ) supply the engine oil pressure or the feed and retraction chambers ( 36 / 38 ) can relieve the engine oil pressure to the drive and the driven wing ( 78 / 30 ) relative to move.