EP0545984B1 - Vorrichtung zur selbsttätig gesteuerten änderung der relativen drehlage von wellen in einer brennkraftsmaschine - Google Patents

Vorrichtung zur selbsttätig gesteuerten änderung der relativen drehlage von wellen in einer brennkraftsmaschine Download PDF

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Publication number
EP0545984B1
EP0545984B1 EP91914901A EP91914901A EP0545984B1 EP 0545984 B1 EP0545984 B1 EP 0545984B1 EP 91914901 A EP91914901 A EP 91914901A EP 91914901 A EP91914901 A EP 91914901A EP 0545984 B1 EP0545984 B1 EP 0545984B1
Authority
EP
European Patent Office
Prior art keywords
camshaft
control device
gearwheel
teeth
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP91914901A
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German (de)
English (en)
French (fr)
Other versions
EP0545984A1 (de
Inventor
Donatus Wichelhaus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche AG
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Filing date
Publication date
Application filed by Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0545984A1 publication Critical patent/EP0545984A1/de
Application granted granted Critical
Publication of EP0545984B1 publication Critical patent/EP0545984B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F01L1/34403—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F01L1/34406—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • One possibility of changing the valve timing during the operation of the internal combustion engine is to preferably rotate the position of the intake camshaft in relation to the crankshaft driving it with the aid of a so-called phase converter.
  • phase converter such. B. from EP-0 335 083, oil pressure dependent axially displaced a coupling member which is coaxially surrounded by the wheel driving the camshaft.
  • the coupling member has two toothings, at least one of which is helically toothed, which each cooperate with a corresponding toothing on the camshaft or in the wheel.
  • a disadvantage of the design is the high component expenditure for the activation and deactivation of the pressure oil as well as the large construction volume.
  • a camshaft which is coaxially surrounded by a hollow shaft piece which carries a cam for actuating a gas exchange valve.
  • An annular gap formed and sealed between the camshaft and the shaft piece is filled with an electroviscous fluid (EVF).
  • EVF electroviscous fluid
  • the viscosity of the EVF is increased to such an extent that a rigid coupling is created so that the shaft section rotates synchronously with the camshaft.
  • the electroviscous liquid liquefies, causing this Shaft section is decoupled from the camshaft.
  • a gas exchange valve can be switched on or off or the valve overlap between intake and exhaust valves can be varied. With the latter, this arrangement achieves the same effect that can be achieved with a change in the relative rotational position between an intake and an exhaust camshaft.
  • the object of the present invention is to provide a generic device which reduces the component expenditure and the construction volume and is of simple, inexpensive construction.
  • the main advantages achieved with the invention are that the device can change the relative rotational position quickly and has a small number of components, in particular moving components and takes up little space.
  • the coupling member designed as an intermediate wheel is at least partially coaxially surrounded by a fixed intermediate wheel bearing ring, an annular space being delimited between the two parts and being filled with an electroviscous liquid.
  • An output voltage supplied to this liquid by an electronic control device changes the viscosity in such a way that a braking torque acts on the idler gear which, due to the helical toothing, produces an axial force which displaces the idler gear towards a first end position.
  • first and second toothing as oblique toothing on the one hand increases the angle of rotation of the camshaft relative to the shaft driving it, and on the other hand, an unwanted pushing back of the idler gear due to an alternating, non-uniform camshaft drive torque is blocked.
  • An axially oscillating relative movement of the idler gear on the camshaft caused by this drive torque is effectively dampened by a plate spring which is arranged between the camshaft and idler gear and at the same time applies the spring force required for resetting.
  • an electroviscous locking bearing is formed between the camshaft and the idler gear, which is also supplied with an output voltage from the electronic control device and causes a radial compressive force that results in an axial locking force, which counteracts the spring force and compensates it.
  • the annular space and the locking bearing are delimited on both sides by commercially available sealing rings, which are fixed in a simple manner in the idler gear bearing ring or on the camshaft. Electrodes which are in direct contact with the electroviscous fluid are applied in the annular space and on a segment of the camshaft assigned to the locking bearing.
  • the electrodes are arranged insulated, either using an electrically non-conductive intermediate layer or the intermediate wheel bearing ring or the segment being made from non-conductive material.
  • the electrodes are connected by means of electrically conductive connections to a high-voltage module of the control device.
  • B. the screw connection of the plate spring and a connection extending radially from there to the electrode is supplied.
  • a current differential angle of rotation between the camshaft and the crankshaft is detected by sensors and fed to the electronic control device.
  • optimal differential rotation angles are stored in characteristic maps as a function of parameters of the internal combustion engine.
  • the output voltages are stored in lists logically linked with the optimal angles.
  • the device is of simple construction, since it uses components that are also required in known, oil-hydraulic or electrically operated phase converters.
  • the intermediate wheel bearing ring can be designed as a separate component or as part of the cylinder head. The amount of liquid required is small because it does not have to be constantly drained and renewed.
  • a camshaft 2 controlling the gas exchange of intake valves is rotatably mounted in an only indicated cylinder head 1, on the drive-side end 3 of which a device for changing the rotational position is arranged, which drives the camshaft 2 relative to a crankshaft, not shown, which drives it twisted.
  • the device comprises a drive wheel 4 driven by the crankshaft, which carries a first toothing 5 designed as oblique internal toothing, which cooperates with a corresponding external toothing 6 of a coupling member designed as an intermediate wheel 7.
  • the intermediate wheel 7 consists of an annular disk 8 and a hollow cylindrical sleeve 9.
  • the disk 8 carries the external toothing 6 and a second toothing 10 designed as oblique internal toothing, which engages in a corresponding external toothing 11 on the camshaft 2.
  • the meshing teeth 5, 6 and 10, 11 are mutually helical so that self-locking between the camshaft 2 and the drive wheel 4 results.
  • the intermediate wheel 7 is axially displaceable in any position between two end positions E1, E2, the outer circumferential surface 15 of the sleeve 9 sliding in an intermediate wheel bearing ring 16 arranged in a fixed manner in the cylinder head 1.
  • This bearing ring 16 coaxially surrounds the sleeve 9 and includes an annular space 17 formed between the sleeve 9 and the bearing ring 16.
  • a circular gap 19 is formed between an inner surface 18 of the sleeve 9 and the camshaft 2, with two sealing rings 20 arranged at a distance from one another on the camshaft 2 delimiting a locking bearing 21 within the circular gap 9.
  • a plate spring 22 is screwed in the middle in the end face of the camshaft 2 and is located with its outer edge area in resilient contact with the idler gear 7.
  • An electrode 24 which is insulated onto this segment 23 is arranged on a segment 23 of the camshaft 2 lying between the sealing rings 20.
  • a further, also insulated electrode 25 is arranged on the outer surface 26 delimiting the annular space 17 on the intermediate wheel bearing side.
  • the annular space 17 formed in the idler gear bearing ring 16 is sealed on both sides by sealing rings 27 inserted in the bearing ring 16.
  • the annular space 17 and the locking bearing 21 are filled with a liquid F, the viscosity of which can be regulated in a wide range between 'liquid' and 'rigid' by applying an electrical voltage.
  • An electronic control device 30 assigned to the device comprises a high-voltage module 31, which can supply output voltages UA1 or UA2 to the electrodes 24 or 25 via electrically conductive connections 32.
  • a current differential angle of rotation DW between the camshaft 2 and the crankshaft is fed to the high-voltage module 31 by a cam angle sensor 33 and a crank angle sensor 34, respectively, which acts as a sensor.
  • maps K are integrated, in which, depending on the module 31, parameters supplied to the internal combustion engine such. B. speed n, load L and oil temperature TO, the respective operating state, optimal differential rotation angle DW are stored.
  • the output voltages UA1, UA2 are stored in the module 31 in lists B logically linked with the rotation angle DW.
  • the intermediate wheel 7 is, for example, in the end position E1 corresponding to an idling speed.
  • This end position E1 is assigned a certain differential rotation angle DW, which ensures an optimal valve overlap between the inlet valves actuated by the camshaft 2 and the outlet valves actuated by a further camshaft, not shown, for this operating state.
  • the liquid F in the locking bearing 21 or in the annular space 17 is liquid.
  • the locking bearing 21 rotates at the speed of the camshaft 2, while a shear rate gradient occurs in the liquid in the annular space 17, since the idler gear bearing ring 16 is stationary with respect to the idler gear 7.
  • the plate spring 22 is in the position shown in the figure and therefore does not exert any force on the intermediate wheel 7.
  • the z. B. is optimal for a medium engine speed, an output voltage UA2 determined from a list, then changes the viscosity of the liquid F in the due to the electric field acting between the electrode 25 and the intermediate wheel 7 Annulus 17 in the 'rigid' direction.
  • the increased viscosity causes a braking torque MB acting on the intermediate wheel 7, which is determined by the frictional force between the liquid F and the sleeve 9 and the outer radius of this sleeve 9.
  • the braking torque MB causes an axial force FAX which overcomes the self-locking and shifts the intermediate wheel 7 in the direction of the second end position E2 against the spring force FFE applied by the plate spring 22.
  • the cam drive torque transmitted from the crankshaft to the camshaft 2 is non-uniform due to the gas exchange valves to be actuated at different times and the spring forces to be overcome in the process. With a camshaft revolution, this drive torque passes z. B. multiple values between + 20 Nm and - 20 Nm. This non-uniformity causes a slightly oscillating, axial relative movement of the intermediate wheel 7 with respect to the camshaft 2, which is damped by the plate spring 22.
  • the angle sensors 33, 34 report that the desired differential rotation angle DW has been reached, which corresponds to a specific position of the idler gear between the end positions E1 and E2, the change in the relative rotation position is terminated by the voltage UA2 falling and the viscosity of the liquid F in resulting therefrom the annular space 17 is changed in the 'liquid' direction.
  • the braking torque MB and the shifting force FAX decrease.
  • a further output voltage UA1 applied to the electrode 24 causes a change in the viscosity of the locking bearing 21 in the 'rigid' direction, so that an axial locking force FAF arises from a radial compressive force between segment 23 and sleeve 9 due to the surface friction, the direction of which depends on the force acting on the intermediate gear 7 FAX or FFE.
  • the intermediate wheel 7 is shifted into the second end position E2, this position can take place by constant application of the output voltage UA2 or in the manner previously described for any intermediate position.
  • the intermediate wheel 7 is reset in the direction of the end position E1 by switching off the output voltage UA2 and lowering the voltage UA1 to a value which causes the force FAF to drop below the value of the spring force FFE, so that this spring force FFE shifts the intermediate wheel 7. This affects force resulting from the locking bearing 21 damping the oscillating relative movement of the idler gear 7.
  • the geometric design of the device can be adapted to the structural conditions of the internal combustion engine in a wide range.
  • the dimensioning of the device can, for. B. on the tooth angle of the oblique teeth 5, 6 or 10, 11, the required adjustment angle of the camshaft 2, the composition of the liquid F used and the roughness of the surfaces wetted by the liquid F can be influenced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
EP91914901A 1990-08-31 1991-08-16 Vorrichtung zur selbsttätig gesteuerten änderung der relativen drehlage von wellen in einer brennkraftsmaschine Expired - Lifetime EP0545984B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4027631A DE4027631C1 (enExample) 1990-08-31 1990-08-31
DE4027631 1990-08-31
PCT/EP1991/001553 WO1992004530A1 (de) 1990-08-31 1991-08-16 Vorrichtung zur selbsttätig gesteuerten änderung der relativen drehlage von wellen in einer brennkraftsmaschine

Publications (2)

Publication Number Publication Date
EP0545984A1 EP0545984A1 (de) 1993-06-16
EP0545984B1 true EP0545984B1 (de) 1994-07-27

Family

ID=6413342

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91914901A Expired - Lifetime EP0545984B1 (de) 1990-08-31 1991-08-16 Vorrichtung zur selbsttätig gesteuerten änderung der relativen drehlage von wellen in einer brennkraftsmaschine

Country Status (5)

Country Link
US (1) US5305717A (enExample)
EP (1) EP0545984B1 (enExample)
JP (1) JPH06500379A (enExample)
DE (2) DE4027631C1 (enExample)
WO (1) WO1992004530A1 (enExample)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9310327D0 (en) * 1992-06-01 1993-06-30 Atlas Fahrzeugtechnik Gmbh Process for the automatic continuous angular adjustment between two shafts in driving connection
GB2360701B (en) 2000-02-28 2004-02-04 Lear Corp Method and apparatus for adjusting automotive seat mechanisms
GB2382858A (en) * 2001-12-07 2003-06-11 Mechadyne Plc Camshaft phase shifting mechanism
GB2468344B (en) * 2009-03-05 2015-06-03 Ford Global Tech Llc A method and Engine using a Magneto-Rheological Fluid to Reduce the Fuel Consumption of an Engine
US10072537B2 (en) 2015-07-23 2018-09-11 Husco Automotive Holdings Llc Mechanical cam phasing system and methods
US10557383B2 (en) 2017-01-20 2020-02-11 Husco Automotive Holdings Llc Cam phasing systems and methods
JP7055989B2 (ja) * 2017-03-31 2022-04-19 出光興産株式会社 潤滑油組成物、システム、及び潤滑方法
US10900387B2 (en) 2018-12-07 2021-01-26 Husco Automotive Holdings Llc Mechanical cam phasing systems and methods
US12098661B2 (en) 2022-11-02 2024-09-24 Husco Automotive Holdings Llc Cam phase actuator control systems and methods

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3247916A1 (de) * 1982-12-24 1984-06-28 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur steuerung der ventile einer brennkraftmaschine ueber eine nockenwelle
GB2189086A (en) * 1986-04-09 1987-10-14 Ford Motor Co Camshaft drive
US4754727A (en) * 1986-12-09 1988-07-05 Eaton Corporation Device for varying engine valve timing
US4862843A (en) * 1987-06-23 1989-09-05 Honda Giken Kogyo Kabushiki Kaisha Valve timing control device for use in internal combustion engine
GB8726966D0 (en) * 1987-11-18 1987-12-23 Jaguar Cars Cooling systems
DE3810804A1 (de) * 1988-03-30 1989-10-19 Daimler Benz Ag Vorrichtung zur relativen winkelverstellung zwischen zwei in antriebsverbindung stehenden wellen
US4841924A (en) * 1988-08-18 1989-06-27 Eaton Corporation Sealed camshaft phase change device
US4896754A (en) * 1988-08-25 1990-01-30 Lord Corporation Electrorheological fluid force transmission and conversion device
US4930463A (en) * 1989-04-18 1990-06-05 Hare Sr Nicholas S Electro-rheological valve control mechanism
US5090531A (en) * 1990-01-10 1992-02-25 Lord Corporation Electrophoretic fluid differential
US5181486A (en) * 1991-06-26 1993-01-26 Gyurovits John S Timing-range gear
US5152263A (en) * 1991-10-11 1992-10-06 Eaton Corporation Bearing and retention apparatus for a camshaft phase change device

Also Published As

Publication number Publication date
WO1992004530A1 (de) 1992-03-19
DE59102377D1 (de) 1994-09-01
EP0545984A1 (de) 1993-06-16
JPH06500379A (ja) 1994-01-13
DE4027631C1 (enExample) 1991-09-19
US5305717A (en) 1994-04-26

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