EP1164255A1 - Appareil pour régler la phase entre un arbre à cames et une roue motrice d'un moteur à combustion interne - Google Patents

Appareil pour régler la phase entre un arbre à cames et une roue motrice d'un moteur à combustion interne Download PDF

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Publication number
EP1164255A1
EP1164255A1 EP01112997A EP01112997A EP1164255A1 EP 1164255 A1 EP1164255 A1 EP 1164255A1 EP 01112997 A EP01112997 A EP 01112997A EP 01112997 A EP01112997 A EP 01112997A EP 1164255 A1 EP1164255 A1 EP 1164255A1
Authority
EP
European Patent Office
Prior art keywords
inner part
pressure
cellular wheel
locking pin
oil
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
EP01112997A
Other languages
German (de)
English (en)
Other versions
EP1164255B1 (fr
Inventor
Gerold Sluka
Edwin Palesch
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
Hilite Germany GmbH
Original Assignee
Dr Ing HCF Porsche AG
Hydraulik Ring GmbH
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 DE10101328A external-priority patent/DE10101328A1/de
Application filed by Dr Ing HCF Porsche AG, Hydraulik Ring GmbH filed Critical Dr Ing HCF Porsche AG
Publication of EP1164255A1 publication Critical patent/EP1164255A1/fr
Application granted granted Critical
Publication of EP1164255B1 publication Critical patent/EP1164255B1/fr
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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2101—Cams
    • Y10T74/2102—Adjustable

Definitions

  • the invention relates to a device for the relative rotation angle adjustment Camshaft of an internal combustion engine to a drive wheel according to the genus of Main claim.
  • Bucket tappets that open and close inlet and outlet valves are placed on the rotor of the camshaft adjuster, since it is connected to the camshaft in a rotationally fixed manner, Transfer alternating torques (rising - running cams).
  • This from the Alternating torques caused by the camshaft lead to periodic changes in the rotational position of the rotor against the stator of the camshaft adjuster, which in certain Operating states of the internal combustion engine, especially in idle mode, to one lead to undesired adjustment of the intake and exhaust times of the camshaft if that Locking element is already unlocked.
  • the locking element of the camshaft adjuster is not present can be locked.
  • the camshaft of an internal combustion engine is shown schematically at 2 indicated, at the free end of the rotor, hereinafter referred to as inner part 4, an adjusting device 6 is arranged in a rotationally fixed manner.
  • the inner part 4 is in this Embodiment provided with five radially arranged webs 8a to 8e, the from a hub 10 of the inner part 4 go out.
  • the web 8a has two on its side faces Control edges 9a and 9b, whose function will be explained in more detail later.
  • the Inner part 4 is surrounded in the region of its webs 8a to 8e by a cellular wheel 12 which is provided with five inwardly projecting radial webs 14a to 14e.
  • the outer circumference of the cellular wheel 12 is, for example, as a chain or toothed belt wheel Trained drive wheel (not shown) for driving the camshaft 2 arranged.
  • the cellular wheel 12 representing the stator of the adjusting unit 6 is opened its end facing the camshaft 2 is closed off by a disk 16, which is rotatably and sealingly guided on the hub 10 of the inner part 4.
  • the opposite end face of the cellular wheel 12 is also from a disk 18th closed, the disks 16 and 18 and the cellular wheel 12 not over screws shown are firmly connected.
  • the in the webs 14a to 14e Through holes 20 provided in the cellular wheel 12 serve for receiving or Guide these mounting screws.
  • the pressure chambers 22a to 22e are in each case via a radial bore 28a to 28e Hub 10 of the inner part 4 connected to an annular space 30 which is between the Fixing screw 25 for the adjustment unit 6 and the wall sections of the in of the hub 10 provided central bore 26, wherein the annular space 30th is closed at the end by the head 31 of the screw 25.
  • the annular space 30 is via a plurality of bores made radially in the camshaft 2 32 connected to an annular groove 34 arranged on the outer circumference of the camshaft 2.
  • the pressure spaces 24a to 24e are connected via radial bores 36a to 36e with an am Outer periphery of the camshaft 2 arranged annular groove 38 connected via an axial in the camshaft 2 arranged bore 40 to another, also on The outer circumference of the camshaft 2 leads the annular groove 42.
  • the two ring grooves 34 and 42 are each via a acting as a rotary union Camshaft bearing 44 connected to a control line A and B.
  • the two Control lines A and B are with, for example, a 4/2 proportional control valve trained control valve 48 connected.
  • This control valve 48 is also with a pressure medium pump 49 and an oil tank 50 connected.
  • a check valve 51 is arranged in the pressure line P.
  • the present exemplary embodiment is the adjusting unit 6 with its in FIGS. 1 to 3 provided end position for the adjustment of an exhaust camshaft, wherein the cellular wheel 12 is driven counterclockwise while the Inner part 4 adjusted clockwise in the direction of "late" opening of the exhaust valves can be.
  • end position of the adjusting unit 6 is a in the web 8a Bore 52 provided in the one locking element, in the following as Designated locking pin 53 is arranged.
  • the bore 52 is as Stepped bore formed, wherein in the larger bore section 54 with a Ring shoulder 55 provided part of the locking pin 53 is guided.
  • the Locking pin 53 has a bore 56 in which a compression spring 57 is arranged between the bottom of the bore 56 and one on the disk 18 supporting plastic disk 58 arranged in the bore section 54 is clamped.
  • the plastic disc 58 has a central opening 59, which with a channel 60 leading back to the tank 50 is connected, via which when moving of the locking pin 53 against the spring force of the compression spring 57 in the bore 52 located leakage oil is returned to the tank 50.
  • the channel 60 is thereby formed by a groove arranged in the web 8a, through the cover 18 except for one Opening 46 is closed.
  • a radial leads from the bottom region of the bore section 54 of the bore 52 Through hole 61 to the end face of the web 8a.
  • an opening formed on the inside of the cellular wheel 12 62 via which, as will be described in more detail later, one by the Ring shoulder 55, the inner wall of the bore 54 and the outer wall of the Locking pin 53 formed annular chamber 100 oil is supplied.
  • an elongated hole 63 is made, in which the locking pin 53 is locked can be.
  • the elongated hole 63 extends in the radial direction, so that at a slightly different from the end position of the adjusting unit 6 rotary position of the inner part 4 a locking of the locking pin 53 is already possible.
  • the internal combustion engine is out of operation, i.e. at standstill.
  • the Locking pin 53 is in the locked position, i.e. he's through that Compression spring 57 locked in the bore 63 of the disc 16.
  • This is the Adjustment unit 6 in its end position, that of an "early" opening or closing time the exhaust valves of the internal combustion engine actuated via cams and cam followers corresponds. Remains during the starting process until the idling speed is reached the engine oil pressure, which is used to adjust the inner part 4 relative to the cellular wheel 12 Adjustment unit 6 is used, below the unlocking minimum pressure.
  • the Control valve 48 is de-energized, so the pressure lines via control line A. 24a to 24e oil supplied.
  • the control valve 48 remains currentless in its basic position.
  • the hydraulic connection of the pressure chamber 24a to the annular chamber 100 is still open, while the web 8a or the right one Control edge 9b further separates the pressure chamber 22a and the pocket 62.
  • the engine oil pressure increases and exceeds the minimum unlocking pressure at which the locking pin 53 via the oil pressure present in the annular chamber 100 his ring shoulder 55 against the spring force of the compression spring 57 in the unlocked Position is transferred.
  • the engine reaches an adjustment speed at which the control valve 48 is energized; thus the oil pressure is supplied via the control line B, which via the Annular groove 34, the radial bores 32, the annular space 30 and the radial bores 28a to 28e the pressure chambers 22a to 22e are supplied with oil. Since the passage from Pressure chamber 24a via pocket 62 and radial bore 61 to annular chamber 100 is still open, but the pressure oil supply via control line A to Annular chamber 100 no longer takes place, the oil pressure present in the annular chamber 100 drops from. The locking pin 53 still remains in its unlocked position simultaneously via the control line B, the channel 65 oil and the blind hole 64 oil End face 66 of the locking pin 53 is supplied.
  • the inner part 4 moves another step in the direction of the adjustment position, whereby the web 8a reaches a position in which it with its left and right Control edge 9a and 9b the pocket 62 both from the pressure chamber 22a and from Pressure chamber 24a closes here, so that in this state neither oil to the annular chamber 100 still reaches the blind hole 64. Nevertheless, the locking pin 53 remains in its unlocked position as it is hydraulically clamped and therefore no oil is over the pressure spaces 22a and 24a can escape.
  • the engine speed continues to increase due to the oil pressure supply to the pressure rooms 22a to 22e, the inner part 4 of the adjustment unit 6 is moved a further step in Moved in the direction of the adjustment position, with the pressure chamber 22a at the same time End face 66 of the locking pin 53 supplied pressure is maintained.
  • the Web 8a assumes a position with respect to pocket 62, in which the right one Control edge 9b of the web 8a of the hydraulic passage to the annular chamber 100 the pressure chamber 22a is released, so that the unlocked position of the Locking pin 53 is maintained.
  • the left control edge 9a hydraulic passage from the pressure chamber 24a to the annular space 100 is kept closed.
  • the motor has reached an adjustment speed at which the webs 8a to 8b are in contact 8e of the inner part 4 on the webs 14a to 14e of the cellular wheel 12 is the maximum Adjustment path is reached.
  • control valve 48 is no longer energized, whereby it returns to its basic position and the oil pressure supply is now restored via the control line A to the pressure chambers 24a to 24e. It is hydraulic passage from the pressure chamber 22a to the pocket 62 open, but not the Transition from the pocket 62 to the radial bore 61 arranged in the web 8a, so that the oil pressure in the annular chamber 100 is maintained and the locking pin 53 remains in the unlocked position.
  • the engine speed continues to decrease, the control valve 48 remains de-energized in its Basic position and the inner part 4 of the adjustment unit 6 moves further in the direction its original locked end position.
  • the one leading to the ring chamber 100 Hydraulic channel (pocket 62, bore 61) is due to the position of the web 8a closed both from the pressure chamber 22a and from the pressure chamber 24a.
  • Both the to the annular chamber 100 leading hydraulic channel and to the end face 66 of the Locking pin 53 leading channel 65 are hydraulically relieved. That leaves the Locking pin 53 in its locked position.
  • the inner part 4 of the adjustment unit 6 has reached its end position, i.e. the webs 8a to 8e of the inner part 4 are again on the webs 14a to 14e of the cellular wheel 12.
  • the hydraulic passage from the pressure chamber 24a to the annular chamber 100 is still open, while the hydraulic connection from the pressure chamber 22a to the annular chamber 100 closed is. If the engine oil pressure drops, e.g. when switching off the engine, below the Unlocking oil pressure from, due to the spring force of the compression spring 57 Locking pin 53 securely transferred back to its locked position. So that is ensures that when the engine restarts from a state assuming that the locking pin 53 is in its locked position located.
  • the inner part 4 of the adjustment unit 6 can however, only move to a position shown in Fig. 8, which is approximately 1 to 1.5 ° Adjustment angle corresponds. Then namely the oil pressure supply via the pressure chamber 24a Annular chamber 100 closed, while the oil pressure in the annular chamber 100 is present is reduced via the pressure chamber 22a and the control line B: Because in this Position of the locking pin 53 still overlapping with the elongated hole 63 is located, the adjustment unit 6 is locked again and the inner part 4 moves again back to its end position. This ensures that despite the alternating torques the camshaft, the inner part 4 of the adjusting unit 6 does not move into an uncontrolled manner undesired adjustment position moved.
  • the inner part 4 becomes due to the expiring moment of the cams moved or pressed in the adjustment direction.
  • the control valve 48 is in a de-energized state its basic position.
  • the movement of the inner part 4 in the direction of adjustment Pressure chamber 24a additionally built up oil pressure; however, the pressure space 24a may be due to of the check valve 51 arranged in the pressure line P is not hydraulically relieved become.
  • the inner part 4 or the web 8a again reaches its one in FIG. 8 position shown, the annular chamber is analogous to the idle operation described 100 hydraulically relieved and the locking pin 53 in the elongated hole 63 locked so that when the engine is restarted it is ensured that the Adjustment unit 6 is in its locked end position.
  • a second embodiment of the invention shown in Figures 15 to 25 differs only in its constructive execution, whereby for the same components, the reference numerals are retained. Opposite the first The embodiment is the opening whose passage to the pressure spaces 22a and 24a in Dependence on the adjustment position of the inner part 4 is controlled as one in the Disc 16 arranged, at the ends closed elongated hole 62 'formed. The Elongated hole 62 'is in turn with a hole radially arranged in the web 8a 61 'connected to the annular chamber 100.
  • the exemplary embodiment is the hydraulic flow from the pressure chamber 24a or 22a the elongated hole 62 'and the hole 61' to the annular chamber 100 depending on controlled the rotational position of the inner part 4.
  • the side surfaces of the web 8a act here again as control edges 9a 'and 9b'.
  • the shown in Figures 15 to 25 Locking and adjustment states correspond to those in FIGS. 4 to 14 shown states according to the first embodiment, with the Description for the first embodiment is expressly made.
  • the device according to the invention is also for the adjustment of an intake camshaft suitable, in addition, the opening 62 or 62 'at other points of the Stator of the adjustment unit 6 may be arranged.
EP01112997A 2000-06-16 2001-06-11 Appareil pour régler la phase entre un arbre à cames et une roue motrice d'un moteur à combustion interne Expired - Lifetime EP1164255B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10029798 2000-06-16
DE10029798 2000-06-16
DE10101328 2001-01-13
DE10101328A DE10101328A1 (de) 2000-06-16 2001-01-13 Vorrichtung zur relativen Drehwinkelverstellung einer Nockenwelle einer Brennkraftmaschine zu einem Antriebsrad

Publications (2)

Publication Number Publication Date
EP1164255A1 true EP1164255A1 (fr) 2001-12-19
EP1164255B1 EP1164255B1 (fr) 2004-03-31

Family

ID=26006113

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01112997A Expired - Lifetime EP1164255B1 (fr) 2000-06-16 2001-06-11 Appareil pour régler la phase entre un arbre à cames et une roue motrice d'un moteur à combustion interne

Country Status (4)

Country Link
US (1) US6742484B2 (fr)
EP (1) EP1164255B1 (fr)
JP (1) JP4756180B2 (fr)
ES (1) ES2214362T3 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6772721B1 (en) * 2003-06-11 2004-08-10 Borgwarner Inc. Torsional assist cam phaser for cam in block engines
DE102004051427A1 (de) * 2004-10-22 2006-05-11 Ina-Schaeffler Kg Verfahren zum Betreiben einer Brennkraftmaschine
DE102005024241B4 (de) * 2005-05-23 2017-08-17 Schaeffler Technologies AG & Co. KG Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
US7527028B2 (en) * 2006-03-09 2009-05-05 Ford Global Technologies, Llc Hybrid vehicle system having engine with variable valve operation
JP5270525B2 (ja) * 2009-12-22 2013-08-21 日立オートモティブシステムズ株式会社 制御弁装置
DE102010060263B4 (de) 2010-10-29 2014-08-21 Hilite Germany Gmbh Schwenkmotorversteller
US8973542B2 (en) 2012-09-21 2015-03-10 Hilite Germany Gmbh Centering slot for internal combustion engine
US9366161B2 (en) 2013-02-14 2016-06-14 Hilite Germany Gmbh Hydraulic valve for an internal combustion engine
US9784143B2 (en) 2014-07-10 2017-10-10 Hilite Germany Gmbh Mid lock directional supply and cam torsional recirculation

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0892155A1 (fr) * 1997-07-17 1999-01-20 Mitsubishi Denki Kabushiki Kaisha Dispositif hydraulique de variation de calage de distribution
EP0916813A2 (fr) * 1997-11-14 1999-05-19 Mitsubishi Denki Kabushiki Kaisha Un dispositif hydraulique pour le réglage des instants d'ouverture et de fermeture d'une soupape d'un moteur à combustion interne
US5937808A (en) * 1997-12-15 1999-08-17 Mitsubishi Denki Kabushiki Kaisha Valve timing control system for internal combustion engine
US5957095A (en) * 1997-10-24 1999-09-28 Mitsubishi Denki Kabushiki Kaisha Valve timing controlling device of internal combustion engine
EP1008729A2 (fr) * 1998-12-07 2000-06-14 Mitsubishi Denki Kabushiki Kaisha Actionneur hydraulique à ailettes

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5823152A (en) * 1995-06-14 1998-10-20 Nippondenso Co., Ltd. Control apparatus for varying a rotational or angular phase between two rotational shafts, preferably applicable to a valve timing control apparatus for an internal combustion engine
JP3116858B2 (ja) * 1996-11-29 2000-12-11 トヨタ自動車株式会社 内燃機関のバルブタイミング可変機構
JP3164007B2 (ja) * 1997-02-14 2001-05-08 トヨタ自動車株式会社 内燃機関のバルブタイミング調整装置
JPH10311208A (ja) * 1997-05-13 1998-11-24 Toyota Motor Corp 内燃機関のバルブタイミング制御装置
JPH1136826A (ja) * 1997-05-19 1999-02-09 Denso Corp バルブタイミング調整装置
JP4081893B2 (ja) * 1997-11-28 2008-04-30 アイシン精機株式会社 弁開閉時期制御装置
JP3473368B2 (ja) * 1998-01-09 2003-12-02 トヨタ自動車株式会社 回転位相差可変機構
JP4147435B2 (ja) * 1998-01-30 2008-09-10 アイシン精機株式会社 弁開閉時期制御装置
DE19819995A1 (de) * 1998-05-05 1999-11-11 Porsche Ag Vorrichtung zur hydraulischen Drehwinkelverstellung einer Welle zu einem Antriebsrad
JP4142204B2 (ja) * 1999-05-19 2008-09-03 本田技研工業株式会社 弁作動特性可変装置
JP2001098908A (ja) * 1999-09-29 2001-04-10 Mitsubishi Electric Corp バルブタイミング調整装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0892155A1 (fr) * 1997-07-17 1999-01-20 Mitsubishi Denki Kabushiki Kaisha Dispositif hydraulique de variation de calage de distribution
US5957095A (en) * 1997-10-24 1999-09-28 Mitsubishi Denki Kabushiki Kaisha Valve timing controlling device of internal combustion engine
EP0916813A2 (fr) * 1997-11-14 1999-05-19 Mitsubishi Denki Kabushiki Kaisha Un dispositif hydraulique pour le réglage des instants d'ouverture et de fermeture d'une soupape d'un moteur à combustion interne
US5937808A (en) * 1997-12-15 1999-08-17 Mitsubishi Denki Kabushiki Kaisha Valve timing control system for internal combustion engine
EP1008729A2 (fr) * 1998-12-07 2000-06-14 Mitsubishi Denki Kabushiki Kaisha Actionneur hydraulique à ailettes

Also Published As

Publication number Publication date
JP4756180B2 (ja) 2011-08-24
JP2002021514A (ja) 2002-01-23
EP1164255B1 (fr) 2004-03-31
US20020020375A1 (en) 2002-02-21
ES2214362T3 (es) 2004-09-16
US6742484B2 (en) 2004-06-01

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