EP1128026A2 - Variable Ventilsteuerungseinrichtung mit einem Verriegelungsschieber - Google Patents

Variable Ventilsteuerungseinrichtung mit einem Verriegelungsschieber Download PDF

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Publication number
EP1128026A2
EP1128026A2 EP00311295A EP00311295A EP1128026A2 EP 1128026 A2 EP1128026 A2 EP 1128026A2 EP 00311295 A EP00311295 A EP 00311295A EP 00311295 A EP00311295 A EP 00311295A EP 1128026 A2 EP1128026 A2 EP 1128026A2
Authority
EP
European Patent Office
Prior art keywords
rotor
housing
camshaft
locking
piston
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.)
Granted
Application number
EP00311295A
Other languages
English (en)
French (fr)
Other versions
EP1128026B1 (de
EP1128026A3 (de
Inventor
Roger T. Simpson
Michael C. Duffield
Marty Gardner
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.)
BorgWarner Inc
Original Assignee
BorgWarner Inc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from US09/488,903 external-priority patent/US6311655B1/en
Application filed by BorgWarner Inc filed Critical BorgWarner Inc
Publication of EP1128026A2 publication Critical patent/EP1128026A2/de
Publication of EP1128026A3 publication Critical patent/EP1128026A3/de
Application granted granted Critical
Publication of EP1128026B1 publication Critical patent/EP1128026B1/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
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34459—Locking in multiple positions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34469—Lock movement parallel to camshaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34473—Lock movement perpendicular to camshaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34479—Sealing of phaser devices
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/02—Camshaft drives characterised by their transmission means the camshaft being driven by chains
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/04—Camshaft drives characterised by their transmission means the camshaft being driven by belts

Definitions

  • the present invention generally relates to an internal combustion engine having a hydraulic control system for controlling the operation of a variable camshaft timing (VCT) system of the type in which the camshaft position is circumferentially varied relative to the position of a crankshaft in reaction to oil pressure.
  • VCT variable camshaft timing
  • an electro-hydraulic control system is provided to effect the repositioning of the camshaft and a locking system is provided to selectively permit or prevent the electro-hydraulic control system from effecting such repositioning.
  • this invention relates to a multi-position VCT system actuated by engine oil pressure and having a locking piston mounted to a rotor, wherein the locking piston prevents oscillation of the rotor in an advance position, a retard position, and multitude of positions therebetween.
  • camshaft performance in an engine having one or more camshafts can be improved, specifically in terms of idle quality, fuel economy, reduced emissions, or increased torque, by way of a VCT system.
  • the camshaft can be "retarded” for delayed closing of intake valves at idle for stability purposes and at high engine speed for enhanced output.
  • the camshaft can be "advanced” for premature closing of intake valves during mid-range operation to achieve higher volumetric efficiency with correspondingly higher levels of torque.
  • retarding or advancing the camshaft is accomplished by changing the positional relationship of one of the camshafts, usually the camshaft that operates the intake valves of the engine, relative to the other camshaft and the crankshaft. Accordingly, retarding or advancing the camshaft varies the timing of the engine in terms of the operation of the intake valves relative to the exhaust valves, or in terms of the operation of the valves relative to the position of the crankshaft.
  • VCT systems incorporating hydraulics included an oscillatable rotor secured to a camshaft within an enclosed housing, where a chamber is defined between the rotor and housing.
  • the rotor includes vanes mounted outwardly therefrom to divide the chamber into separated first and second fluid chambers.
  • Such a VCT system often includes a fluid supplying configuration to transfer fluid within the housing from one side of a vane to the other, or vice versa, to thereby oscillate the rotor with respect to the housing in one direction or the other. Such oscillation is effective to advance or retard the position of the camshaft relative to the crankshaft.
  • VCT systems may either be "self-powered” having a hydraulic system actuated in response to torque pulses flowing through the camshaft, or may be powered directly from oil pressure from an oil pump. Additionally, mechanical connecting devices are included to lock the rotor and housing in either a fully advanced or fully retarded position relative to one another.
  • U.S. 4,858,572 to Shirai et al. teaches use of spring-loaded locking pistons in two circumferential positions to lock the rotor and housing in both a fully advanced and a fully retarded position.
  • Shirai et al. discloses a first pin extending into a radial bore of the housing. The pin is urged radially inwardly toward the rotor by a spring mounted between the pin and the bore. When the VCT is in the fully retarded position, an upper end of the pin fits into a large radius portion of a radial hole in the rotor.
  • the first pin is retracted from the radial hole by fluid pressure overcoming the spring.
  • Another pin positioned opposite the first pin similarly locks the rotor in the fully advanced position.
  • the rotor is prevented from rotary movement relative to the housing.
  • Sato teaches use of hydraulic strategy to retract the pin before charging either the first or second fluid chambers. Accordingly, Sato discloses fluid pressure supplied to the radial hole in the rotor while simultaneously charging fluid passages communicating with either the first or second fluid chambers. Because the fluid passages are initially restricted, and thus only partially in communication with the first or second fluid chambers, the fluid pressure acts primarily on the pin to retract the pin before any appreciable rotation of the rotor occurs. After the pin retracts, the rotor rotates enough to permit the passages to overcome their restriction and fully communicate with the fluid chambers to effect rotation of the rotor. Regrettably, however, the Sato invention permits locking of the rotor in only the fully retarded position.
  • Mikame et al. suffers from the same drawback as Sato. That is, the locking piston locks the rotor relative to the housing in only one circumferential position. Finally, the locking piston of Mikame et al. and the hole with which it interlocks have clearance therebetween that permits circumferential free play or slack between the housing and the rotor. This slack condition could lead to noise at engine startup as the locking piston is knocked about within the hole.
  • VCT system that is designed to overcome the problems associated with prior art variable camshaft timing arrangements using locking pistons, by providing a variable camshaft timing system that locks a rotor and housing together in more than one position per locking piston, is not susceptible to unintended lock-up conditions created by diametral jam conditions between the locking piston and a locking piston hole, and does not permit rotational slack between the rotor and housing.
  • VCT system that is designed to overcome the problems associated with prior art variable camshaft timing arrangements using locking pistons, by providing a variable camshaft timing system that locks a rotor and housing together in more than one position per locking piston, is not susceptible to unintended lock-up conditions created by diametral jam conditions between the locking piston and a locking piston hole, and does not permit rotational slack between the rotor and the housing.
  • an internal combustion engine having a camshaft.
  • a rotor is secured to the camshaft and is rotatable with the camshaft, but non-oscillatable with respect to the camshaft.
  • a housing circumscribes the rotor, is rotatable with both the rotor and the camshaft, and is further oscillatable with respect to both the rotor and the camshaft between a fully retarded position and a fully advanced position.
  • a locking device is also provided for preventing relative motion between the rotor and the housing.
  • the locking device is mounted within either the rotor or the housing and is respectively and releasably engageable with the other of either the rotor and the housing in the fully retarded position, the fully advanced position, and in at least one and preferably a plurality of intermediate positions therebetween.
  • the locking device includes a locking piston having keys terminating one end thereof, and a serrations mounted opposite the keys on the piston for interlocking the rotor to the housing.
  • a controlling device for controlling oscillation of the rotor relative to the housing is provided.
  • a hydraulic timing system for varying the phase of one rotary member relative to another rotary member. More particularly, the present invention provides a multi-position Variable Camshaft Timing (VCT) system powered by engine oil pressure for varying the timing of a camshaft of an engine relative to a crankshaft of an engine to improve one or more operating characteristics of the engine. While the present invention will be described in detail with respect to internal combustion engines, the VCT system is also well suited to other environments using hydraulic timing devices. Accordingly, the present invention is not limited to only internal combustion engines.
  • VCT Variable Camshaft Timing
  • a vane phaser 12 and camshaft 14 according to the preferred embodiment of the present invention.
  • the camshaft 14 has a flange 16 at one end.
  • a flange plate 20 of the vane phaser 12 mounts to the flange 16 and acts as an axial locator for a rotor 22.
  • a housing 68 circumscribes the rotor 22, and the rotor 22 and housing 68 are sandwiched against the flange plate 20 by a locking plate 58.
  • Three bolts (not shown) fasten the rotor 22 to the flange 16 of the camshaft 14 so that the rotor 22 is rotatable with the camshaft 14.
  • both the rotor 22 and the housing 68 are rotatable with the camshaft 14 and the rotor 22 and the housing 68 are oscillatable independently of one another.
  • the locking plate 58 includes an array of female interlocking features or serrations 60 therein.
  • the array of female serrations 60 includes a retard serration 62, an advance serration 64, and a multitude of intermediate serrations 66 therebetween.
  • the housing 68 includes sprocket teeth 70 disposed about its periphery and includes an internal surface 72 and radially inwardly extending lobes 74 circumferentially spaced apart with an outwardly extending radial slot 76 in each lobe 74.
  • Each radial slot 76 is open to the internal surface 72 and extends radially outwardly therefrom. As shown in Fig.
  • the housing 68 includes a driving vane 78 that is radially and slidably disposed in each radial slot 76.
  • Each driving vane 78 has an inner edge 80 that engages an external surface 24 of the rotor 22.
  • Each driving vane 78 may be spring-loaded by a bias member (not shown) radially inwardly to ensure constant contact with the external surface 24 of the rotor 22.
  • the rotor 22 includes radially outwardly extending lobes 26 circumferentially spaced apart, around the external surface 24.
  • One lobe 26 includes a piston passage 40 for housing a generally T-shaped axial locking piston 42 therein.
  • Each lobe 26 also includes an inwardly extending radial slot 28 disposed therein.
  • the rotor 22 further includes a driven vane 30 radially and slidably disposed in each radial slot 28.
  • Each driven vane 30 has an outer edge 32 that engages the internal surface 72 of the housing 68.
  • Each driven vane 30 may be biased radially outwardly by a bias member (not shown) to ensure constant contact with the internal surface 72 of the housing 68.
  • each outer edge 32 of each driven vane 30 of the rotor 22 slidably cooperates with the internal surface 72 of the housing 68.
  • each inner edge 80 of each driving vane 78 of the housing 68 slidably cooperates with the external surface 24 of the rotor 22 to permit limited relative movement between the rotor 22 and the housing 68.
  • the rotor 22 and housing 68 define a fluid chamber 34 that is divided up into advance chambers 36 and retard chambers 38 by the circumferentially alternating driving and driven vanes 78 and 30. Therefore, the advance and retard chambers 36 and 38 are also alternately circumferentially interspersed between the rotor 22 and the housing 68. In addition, the advance and retard chambers 36 and 38 are fluid tightly separated from one another.
  • the vane phaser 12 is in a locked condition.
  • the axial locking piston 42 is interlocked with the locking plate 58.
  • the axial locking piston 42 is disposed within the piston passage 40 of the rotor 22 and has an outer shank end 44 with male interlocking features such as keys 46 thereon and further has an opposite inner head end 48.
  • the piston and piston passage are axially aligned with the female serrations 60 in a fully retarded position, a fully advanced position, and in a multitude of positions therebetween. These positions correspond accordingly with the retard serrations 62, advance serrations 64, and intermediate serrations 66 of the locking plate 58.
  • a return spring 50 is disposed against the inner head end 48 of the piston 42 to bias the piston 42 into engagement with the locking plate 58 under a predetermined biasing force.
  • the male keys 46 engage with the female serrations 60 of the locking plate 58. Therefore, this design relies on axial interlocking of features and not on diametral fit. Furthermore, the keys 46 and serrations 60 are designed such that there is no clearance therebetween. Accordingly, the keys 46 and serrations 60 positively interlock with one another such that there is no slack between the rotor and housing.
  • Circumscribing the outer shank end 44 of the piston 42 is a collar 52 that pilots the piston 42 in place, acts as a stop for the piston 42, and combines with the inner head end 48 of the piston 42 to define a piston chamber 56 therebetween, where oil pressure may build up to retract the piston 42.
  • An unlocking passage 54 provides communication to the piston chamber 56 from a port 14P in the camshaft 14.
  • Fig. 5 shows the piston 42 disengaged from the locking plate 58 and the return spring 50 fully compressed.
  • FIG. 6 An alternative embodiment of the present invention is shown in Fig. 6 in exploded view.
  • the camshaft 14 has the flange 16 at one end for mounting the flange plate 20 thereto.
  • the flange plate 20 acts as an axial locator for a housing 168, which in turn circumscribes a rotor 122.
  • the rotor 122 and housing 168 are sandwiched against the flange plate 20 by an end plate 158.
  • Three bolts 92 fasten the end plate 158, the rotor 122, and the flange plate 20 to the flange 16 of the camshaft 14, in turn trapping the housing 168 between the flange plate 20 and end plate 158. Accordingly, the rotor 122 and housing 168 are oscillatable independently of one another.
  • the rotor 122, housing 168, and driving and driven vanes 78 and 30 are the same as those of Fig. 2.
  • the rotor 122 includes a piston passage 140 radially disposed within one of a set of lobes 126.
  • a generally T-shaped radial locking piston 142 and the collar 52 are likewise disposed in the piston passage 140.
  • the housing 168 has an array of female serrations 160 disposed in an internal surface 172 thereof for interlocking with the piston 142. As illustrated in Fig. 7 by way of a cross-sectional end view, an outer shank end 144 of the radial locking piston 142 is shown in engagement with one of the female serrations 160 of the housing 168.
  • the array of female serrations 160 includes a retard serration 162, an advance serration 164, and a multitude of intermediate serrations 166 therebetween.
  • the radial locking piston 142 is engaged with the housing 168 and is similar in structure to the axial locking piston 42 of Fig. 4.
  • the vane phaser 12 does not rotate and no engine oil pressure is present in the vane phaser 12, as shown in Fig. 4. Accordingly, the return spring 50 biases the axial locking piston 42 into engagement with the locking plate 58 to lock the vane phaser 12 in place thereby preventing any relative motion of the vane phaser components.
  • the assembly that includes the camshaft 14 with the rotor 22 and housing 68 is caused to rotate by torque applied to the housing 68 by an endless chain or toothed belt (not shown) that engages the sprocket teeth 70, so that motion is imparted to the endless chain by a rotating crankshaft (not shown) of the engine.
  • the housing 68 rotates with the camshaft 14 and is oscillatable with respect to the camshaft 14 to change the phase of the camshaft 14 relative to the crankshaft.
  • the vane phaser 12 of the variable camshaft timing system is provided in schematic form.
  • Pressurized engine oil begins to flow through a camshaft bearing 18, into a 3-way on/off control valve 82, and through the 3-way on/off control valve 82 into a 4-way pulse-width-modulated (PWM) control valve 84.
  • An electronic engine control unit 86 processes input information from sources within the engine and elsewhere, then sends output information to various sources including the 3-way on/off control valve 82 and 4-way PWM control valve 84 to effect unlocking and phasing of the vane phaser 12.
  • a locking and unlocking arrangement is enabled using the pressurized engine oil flowing into the 3-way on/off control valve 82.
  • the 3-way on/off control valve 82 When the 3-way on/off control valve 82 is on, it directs engine oil pressure to the unlocking passage 54 based upon output from the engine control unit 86.
  • oil pressure accumulates in the piston chamber 56 and thereby urges the axial locking piston 42 against the force of the return spring 50. This moves the piston 42 to a position where the axial locking piston 42 releases the vane phaser 12 to an unlocked condition, which then allows the vane phaser 12 to oscillate or shift phase. Consequently, the axial locking piston 42 is capable of locking the housing 68 in a fixed circumferential position relative to the camshaft 14 at a multitude of relative circumferential positions therebetween.
  • an alternative locking arrangement would include the radial locking piston 142 normally biased out of engagement with the housing 168.
  • the vane phaser 112 would lock up in one of the circumferential positions above a predetermined rotational speed of the rotor 122.
  • the radial locking piston 142 would engage the housing 168 under a centrifugal force induced above the predetermined speed of the rotor 122.
  • oscillation control of the vane phaser 12 is enabled using pressurized engine oil supplied from the camshaft bearing 18 that flows through the 3-way on/off control valve 82 into the 4-way PWM control valve 84 under closed-loop control.
  • the 4-way PWM control valve 84 is in fluid communication with an advancing fluid passage 88 and a retarding fluid passage 90 in the camshaft 14 that respectively communicate with the advance and retard chambers 36 and 38 between the rotor 22 and housing 68.
  • the engine control unit 86 may signal the 4-way PWM control valve 84 to direct oil pressure from a supply port 84S to a retard port 84R through to the retarding fluid passage 90 and into the retard chambers 38.
  • engine oil is allowed to exhaust from the advance chambers 36 through the advancing fluid passage 88 into an advance port 84A of the 4-way PWM control valve 84 and out an exhaust port 84E. Accordingly, the rotor 22 will move toward a fully retarded position relative to the housing 68.
  • the engine control unit 86 may signal the 4-way PWM control valve 84 to direct oil from the supply port 84S to the advance port 84A through the advancing fluid passage 88 and into the advance chambers 36. Simultaneously, engine oil is allowed to exhaust from the retard chambers 38 through the retarding fluid passage 90 into the retard port 84R of the 4-way PWM control valve 84 and out the exhaust port 84E. Accordingly, the rotor 22 will move toward a fully advance position relative to the housing 68.
  • the rotor 22 is capable of locking in the fully retarded position, the fully advanced position, or a multitude of positions therebetween.
  • the rotor 22 is oscillatable with respect to the housing 68 within a range of at least 30 degrees, in at least six different circumferential positions.
  • the engine control unit 86 will signal the 3-way on/off control valve 82 to permit the oil to exhaust from the piston 42 through the unlocking passage 92 through a locking port 82L of the 3-way on/off control valve 82 and out an exhaust port 82E. Simultaneously, all engine oil flow to and from the advance and retard chambers 36 and 38 with respect to the 4-way PWM control valve 84 will cease.
  • Fig. 10 illustrates an alternative vane phaser 212 of the present invention in schematic form, where locking control is effectuated by sharing oil pressure from the advance and retard passages 36 and 38 with the unlocking passage 254.
  • pressurized engine oil flows through the camshaft bearing 18 and directly into the 4-way PWM control valve 84 having a closed center.
  • oil flows through advance and retard passages 88 and 90 to the advance and retard chambers 36 and 38 as per the phaser control configuration of the preferred embodiment.
  • a check valve 94 permits engine oil to flow from the retard passage 90 to the piston 42 to retract the piston 42.
  • the 4-way PWM control valve 84 could have an open center to permit oil flow to the piston 42 any time the engine is in operation, thus allowing for continuous oscillation control.
  • Fig. 11 illustrates a vane phaser 312 according to another alternative embodiment of the present invention in which the locking piston 42 is always disengaged while oil flows through the camshaft bearing 18.
  • the unlocking passage 54 communicates directly with the camshaft bearing 18 to permit engine oil to flow directly to the piston 42.
  • the piston 42 will disengage (as shown in Fig. 5). Therefore, the piston 42 will be disengaged all the time that the engine is running and supplying sufficient oil pressure. Accordingly, the vane phaser 312 will be able to move to any position within the accuracy of the phaser control scheme any time during engine operation.
  • a significant advantage of the VCT of the present invention is that the rotor and housing are lockable relative to one another in not just one or two positions, but in an advance position, a retard position, and a multitude of positions therebetween. Additionally, only one locking piston is required to effect locking the VCT in all of the positions.
  • An additional advantage is that the locking piston will not jam with the component with which it interlocks, since at least the preferred embodiment of the present invention does not rely on diametral interlocking. Likewise, the present invention will not be susceptible to free play or slack conditions between the rotor and housing arising from clearance between locking members.
  • variable valve timing/variable camshaft timing system of the present invention can also be controlled during operation either by an open loop system or a closed loop system, again depending on the needs or wishes of the user.
  • an open loop control system there are only two control positions, either a position where the rotor moves at a fixed rate to full advance or a position where the rotor moves at the fixed rate to full retard, without any effort to modulate the rate of movement of the rotor to its full advance or full retard position, as the case may be, or to stop the movement of the rotor at any position in between such full advance and full retard positions.
  • a closed loop control system on the other hand, the position of the rotor relative to the housing is monitored and the system is locked at one or another of a multitude of possible relative positions of the rotor and the housing between the full advance and full retard positions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP00311295A 1999-12-28 2000-12-15 Variable Ventilsteuerungseinrichtung mit einem Verriegelungsschieber Expired - Lifetime EP1128026B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US17333099P 1999-12-28 1999-12-28
US173330P 1999-12-28
US09/488,903 US6311655B1 (en) 2000-01-21 2000-01-21 Multi-position variable cam timing system having a vane-mounted locking-piston device
US488903 2000-01-21

Publications (3)

Publication Number Publication Date
EP1128026A2 true EP1128026A2 (de) 2001-08-29
EP1128026A3 EP1128026A3 (de) 2002-08-28
EP1128026B1 EP1128026B1 (de) 2004-09-08

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EP00311295A Expired - Lifetime EP1128026B1 (de) 1999-12-28 2000-12-15 Variable Ventilsteuerungseinrichtung mit einem Verriegelungsschieber

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EP (1) EP1128026B1 (de)
JP (1) JP2001221018A (de)
DE (1) DE60013549T2 (de)

Cited By (12)

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WO2006027131A1 (de) * 2004-09-09 2006-03-16 Daimlerchrysler Ag Vorrichtung zur winkelverstellung zwischen zwei rotierenden, antriebsverbundenen elementen
EP1640568A1 (de) * 2004-09-22 2006-03-29 BorgWarner Inc. Schieberventilsvorrichung zur Verriegelungsstiftsentriegelung eines Nockenwellenverstellers
EP1672185A1 (de) * 2004-12-20 2006-06-21 Borgwarner, Inc. Nockenwellenzeitsteuerungseinrichtung mit räumlich entfertem Kontrollsystem
EP1672184A1 (de) * 2004-12-20 2006-06-21 Borgwarner, Inc. Steuerventilanordnung für eine variable Nockenwelle mit einer Steuerung für einen Verriegelungsstift
WO2007014590A1 (de) * 2005-08-04 2007-02-08 Daimlerchrysler Ag Nockenwellenstellvorrichtung
EP1589198A3 (de) * 2004-04-23 2010-02-17 Bayerische Motoren Werke Aktiengesellschaft Hydraulische Einrichtung zur stufenlos variablen Nockenwellenverstellung
EP2072767A3 (de) * 2007-12-20 2010-05-05 Aisin Seiki Kabushiki Kaisha Nockenwellenversteller
WO2012084284A1 (de) * 2010-12-21 2012-06-28 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102019120152A1 (de) 2019-07-25 2020-06-18 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit ölunabhängiger Verriegelung von außen
DE102019119939A1 (de) * 2019-07-24 2020-09-17 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit temperaturgesteuerter Verriegelung
DE102019131780A1 (de) * 2019-11-25 2021-05-27 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit Pseudo-C-Kanal
WO2021253337A1 (zh) * 2020-06-18 2021-12-23 舍弗勒技术股份两合公司 凸轮轴相位器

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US8171904B2 (en) 2009-02-27 2012-05-08 Hitachi Automotive Systems, Inc. Valve timing control apparatus for internal combustion engine
JP5179405B2 (ja) * 2009-02-27 2013-04-10 日立オートモティブシステムズ株式会社 内燃機関のバルブタイミング制御装置
JP6091277B2 (ja) * 2013-03-21 2017-03-08 日立オートモティブシステムズ株式会社 内燃機関のバルブタイミング制御装置
JP6251778B2 (ja) * 2016-07-04 2017-12-20 日立オートモティブシステムズ株式会社 内燃機関のバルブタイミング制御装置

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JPH11280427A (ja) * 1998-03-31 1999-10-12 Aisin Seiki Co Ltd 弁開閉時期制御装置
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US4858572A (en) 1987-09-30 1989-08-22 Aisin Seiki Kabushiki Kaisha Device for adjusting an angular phase difference between two elements
US5797361A (en) 1996-04-03 1998-08-25 Toyota Jidosha Kabushiki Kaisha Variable valve timing mechanism for internal combustion engine
US5836275A (en) 1996-05-15 1998-11-17 Aisin Seiki Kabushiki Kaisha Valve timing control device

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1589198A3 (de) * 2004-04-23 2010-02-17 Bayerische Motoren Werke Aktiengesellschaft Hydraulische Einrichtung zur stufenlos variablen Nockenwellenverstellung
US7578273B2 (en) 2004-09-09 2009-08-25 Daimler Ag Device for adjusting the phase angle between two rotating, drive-connected element
WO2006027131A1 (de) * 2004-09-09 2006-03-16 Daimlerchrysler Ag Vorrichtung zur winkelverstellung zwischen zwei rotierenden, antriebsverbundenen elementen
EP1640568A1 (de) * 2004-09-22 2006-03-29 BorgWarner Inc. Schieberventilsvorrichung zur Verriegelungsstiftsentriegelung eines Nockenwellenverstellers
EP1672185A1 (de) * 2004-12-20 2006-06-21 Borgwarner, Inc. Nockenwellenzeitsteuerungseinrichtung mit räumlich entfertem Kontrollsystem
EP1672184A1 (de) * 2004-12-20 2006-06-21 Borgwarner, Inc. Steuerventilanordnung für eine variable Nockenwelle mit einer Steuerung für einen Verriegelungsstift
US7124722B2 (en) 2004-12-20 2006-10-24 Borgwarner Inc. Remote variable camshaft timing control valve with lock pin control
US7866290B2 (en) 2005-08-04 2011-01-11 Daimler Ag Camshaft adjuster
WO2007014590A1 (de) * 2005-08-04 2007-02-08 Daimlerchrysler Ag Nockenwellenstellvorrichtung
EP2072767A3 (de) * 2007-12-20 2010-05-05 Aisin Seiki Kabushiki Kaisha Nockenwellenversteller
CN101463738B (zh) * 2007-12-20 2012-10-31 爱信精机株式会社 气门正时控制装置
WO2012084284A1 (de) * 2010-12-21 2012-06-28 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
CN103270258A (zh) * 2010-12-21 2013-08-28 谢夫勒科技股份两合公司 凸轮轴调节器
CN103270258B (zh) * 2010-12-21 2016-08-24 舍弗勒技术股份两合公司 凸轮轴调节器
DE102019119939A1 (de) * 2019-07-24 2020-09-17 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit temperaturgesteuerter Verriegelung
DE102019120152A1 (de) 2019-07-25 2020-06-18 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit ölunabhängiger Verriegelung von außen
DE102019131780A1 (de) * 2019-11-25 2021-05-27 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit Pseudo-C-Kanal
WO2021253337A1 (zh) * 2020-06-18 2021-12-23 舍弗勒技术股份两合公司 凸轮轴相位器

Also Published As

Publication number Publication date
JP2001221018A (ja) 2001-08-17
EP1128026B1 (de) 2004-09-08
DE60013549D1 (de) 2004-10-14
DE60013549T2 (de) 2005-02-03
EP1128026A3 (de) 2002-08-28

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