EP1336031A1 - Dispositif de reglage de l'angle de rotation de l'arbre a cames d'un moteur a combustion interne par rapport a une roue d'entrainement - Google Patents

Dispositif de reglage de l'angle de rotation de l'arbre a cames d'un moteur a combustion interne par rapport a une roue d'entrainement

Info

Publication number
EP1336031A1
EP1336031A1 EP01984686A EP01984686A EP1336031A1 EP 1336031 A1 EP1336031 A1 EP 1336031A1 EP 01984686 A EP01984686 A EP 01984686A EP 01984686 A EP01984686 A EP 01984686A EP 1336031 A1 EP1336031 A1 EP 1336031A1
Authority
EP
European Patent Office
Prior art keywords
inner part
locking element
camshaft
leading
bore
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
EP01984686A
Other languages
German (de)
English (en)
Other versions
EP1336031B1 (fr
Inventor
Edwin Palesch
Martin Maier
Gordon Rein
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
Application filed by Dr Ing HCF Porsche AG, Hydraulik Ring GmbH filed Critical Dr Ing HCF Porsche AG
Publication of EP1336031A1 publication Critical patent/EP1336031A1/fr
Application granted granted Critical
Publication of EP1336031B1 publication Critical patent/EP1336031B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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

Definitions

  • the invention relates to a device for the relative rotation angle adjustment of a camshaft of an internal combustion engine to a drive wheel according to the preamble of the main claim.
  • camshaft adjuster can be locked in an end position with the aid of a locking element arranged in the rotor of the camshaft adjuster.
  • the locking element can be transferred from its locking position into an unlocked position via hydraulic lines leading to the locking element. If the camshaft adjuster is unlocked, the timing of the intake or
  • Exhaust valves can be changed in the desired manner.
  • the device shown in DE 196 23 818 AI is designed so that the pressurization to the hydraulic chambers, via which the rotor is adjusted relative to the stator of the camshaft adjuster, and the hydraulic pressurization to unlock the locking pin takes place in parallel.
  • this does not always ensure that the locking of the adjustment unit is first released before the rotor is transferred to an adjustment position via the pressure or hydraulic chambers formed in the adjustment unit. This can result in operating states in which the adjustment unit does not function reliably.
  • the locking element is advantageously first transferred to an unlocking position by a first adjustment stroke, but in which both the hydraulic channel controlled by the locking element and the oil supply holes leading to the other pressure chambers are still are closed.
  • the hydraulic channel leading to the pressure chamber of the adjustment unit is released before the oil supply holes leading to the remaining pressure chambers and thus the rotor relative to the stator are released after a short initial adjustment path of the rotor of the adjustment unit the adjustment unit can be adjusted further in the desired manner.
  • the locking element is received in a bore which is arranged in a web or wing of the rotor.
  • the hole is in a hydraulic oil supply line arranged, which leads to a pressure chamber arranged in the adjusting unit. If the locking element is in a locked position, the hydraulic line is closed by the locking element; in an unlocked position, the locking element releases the hydraulic line to the pressure chamber.
  • FIG. 1b shows a section along the line IB-IB in FIG.
  • Fig.lc a section along the line IC-IC in Fig. La,
  • Fig.ld a section along the line ID-ID in Fig. La
  • 2a to 5c show different operating states of the adjustment unit in the adjustment direction.
  • the inner part 4 is provided with three radially arranged webs 8a to 8c which start from a hub 10 of the inner part 4.
  • the inner part 4 is surrounded in the area of its webs 8a to 8c by a cellular wheel 12 which is provided with three inwardly projecting radial webs 14a to 14c.
  • the cellular wheel 12 which represents the stator of the adjusting unit 6, is supported by one on its end facing the camshaft 12 Sprocket 16 completed that is rotatably and sealingly guided on the hub 10 of the inner part 4.
  • the sprocket 16 serves to drive the camshaft, which takes place, for example, via a control or drive chain connected to the crankshaft.
  • the opposite end face of the cellular wheel 12 is closed by a disk 18, the chain wheel 16, the disk 18 and the cellular wheel 12 being firmly connected to one another by screwing means, not shown.
  • the webs 14a to 14c of the cellular wheel 12 form three cells delimited in the axial direction by the chain wheel 16 and the disk 18, which are divided into two pressure spaces 22a to 22c and 24a to 24c by the webs 8a to 8c of the inner part 4 ,
  • the inner part 4 and the cell wheel 12 rotatably guided on it are fastened to the camshaft 2 with the aid of a screw 26.
  • the hub 10 has a central bore 28, which is continued in the camshaft 2 and to which a threaded bore 30 with a smaller diameter is connected, in which the screw 26 is fastened.
  • the pressure chambers 24a to 24c are connected via three bores 32a to 32c arranged in the hub 10 of the inner part 4 and extending radially with an annular space 34 which is located between the fastening screw 26 for the adjusting unit 6 and the wall section in the hub 10 and in the Camshaft 2 provided central bore 28 forms, the annular space 34 is closed at the end by the head 36 of the screw 26.
  • the annular space 34 is connected via a plurality of bores 38 running radially in the camshaft 2 to an annular groove 40 arranged on the outer circumference of the camshaft 2.
  • Three further bores 42a to 42c, which are arranged on the outer circumference of the hub 10 and run radially, are connected on the one hand to one of the three pressure spaces 22a to 22c depending on the rotational position of the inner part 4 relative to the cellular wheel 12 (explained in more detail later); on the other hand, they are connected to an annular groove 44 arranged on the outer circumference of the camshaft 2, which lead via five bores 46a to 46e running axially in the camshaft 2 to a further annular groove 48 also formed on the outer circumference of the camshaft 2.
  • the two annular grooves 40 and 44 are each connected via a camshaft bearing 50 acting as a rotary leadthrough to two control lines 52 and 54, which lead to a control valve 56 designed as a 4/2 proportional control valve.
  • the control line 52 is connected to the output A of the control valve 56, while the control line 54 leads to the output B of the control valve 56.
  • the control valve 56 On the input side, the control valve 56 has a pressure connection P, which is connected to an oil tank 62 via a check valve 58 and a pressure medium pump 60, and via a connection T, which likewise leads to the oil tank 62.
  • a bore 64 is provided in the web 8a, in which a locking element, hereinafter referred to as locking bolt 66, is arranged.
  • the bore 64 is designed as a stepped bore, the head portion of the locking bolt 66 provided with an annular shoulder 66a being guided in the larger bore portion 64a, while the actual locking bolt 66 is guided in the smaller bore portion 64b of the stepped bore 64.
  • the locking bolt 66 has an opening 68 in which a compression spring 70 is arranged, which is clamped between the bottom of the opening 68 and a plastic disk 72 which is supported on the disk 18 and is arranged in the bore section 64a.
  • the plastic disk 72 has a central opening 74 which is connected to the oil tank 62 via a channel (not shown). Leakage oil located in the opening 68 can thus escape when the locking bolt 66 is displaced against the spring force of the compression spring 70.
  • a stepped bore 76 is made in the sprocket 16, the locking bolt 66 engaging in a first bore section 76a for locking the inner part 4 relative to the sprocket 16 or the cellular wheel 12. This is followed in the sprocket 16 by a second bore section 76b, which is made smaller in diameter than the diameter of the locking bolt 66. On the outer circumference of the smaller bore portion 64b, which is used to receive the locking bolt 66 is used, a crescent-shaped groove 78 is arranged which extends into the stepped bore 76 and is thus connected to the second bore section 76b.
  • a radial through bore 80 is arranged in the web 8a, which is connected on the one hand to the 5 axial bore 46a and with the annular groove 44 and leads to the groove 78 on the other side.
  • a bore 82 designed as a connecting channel, which leads from the larger bore section 64a in the radial direction to the pressure chamber 22a.
  • the adjusting unit 6 with its end position shown in FIGS. 1 to 3 is provided for adjusting an intake camshaft, the cellular wheel 12 being driven clockwise and the inner part 4 being adjusted clockwise in the direction of "early" opening of the intake valves can.
  • the inner part 4 is thus in an end position relative to the cellular wheel 12, which corresponds to a “late” opening or closing time of the intake valves of the internal combustion engine actuated via cams and cam followers.
  • the control valve 56 is de-energized, so that via the output A of the control valve 56 , The control line 52, the annular groove 40, the radial bores 38, the annular space 34 and the
  • the control valve 56 is energized and the pressure oil supply is thus switched to output B (see FIG. 2).
  • the pressure oil supply now runs through the Control line 54, the annular groove 48, the axial bores 46a to 46e to the annular groove 44. From the annular groove 44, on the one hand, the three radial bores 42a to 42c and, on the other hand, the bore 80 leading to the locking bolt 66 are charged with pressure oil.
  • the pressure oil supply via the radial bores 42a to 42c to the three pressure chambers 22a to 22c is still blocked, since in the end position of the camshaft adjuster the radial bores 42a to 42c are covered or sealed by the radial webs 14a to 14c of the cellular wheel 12 (see Fig 2c).
  • the oil channel (bore 80) leading to the locking bolt 66 is open, so that it is lifted out of the bore section 76a arranged in the sprocket 16 by the oil pressure below its annular shoulder 66a and by the end face 66b, and thus the adjusting unit 6 is unlocked.
  • the pressure oil supply to the end face 66b of the locking bolt 66 takes place via the groove 78 leading to the bore section 76b.
  • Locking bolt 66 comes to rest on the disk 72 (unlocking stroke b).
  • the hydraulic oil thus passes through the bore 80 into the pressure chamber 22a.
  • the system is designed such that at an adjustment speed of the internal combustion engine, the hydraulic oil supplied to the pressure chamber 22a adjusts the inner part 4 clockwise by the angle a (see FIG. 4b).
  • the radial bores 42a to 42c arranged in the inner part 4 are guided out of their complete overlap with the radial webs 14a to 14c of the cellular wheel 12, so that the hydraulic oil reaches the pressure spaces 22a to 22c via the radial bores 42a to 42c.
  • the inner part 4 of the adjusting unit 6 can be adjusted relative to the cell wheel 12 up to a maximum adjusting angle a ' in the direction of "early" opening of the inlet valves.
  • the control valve 56 is no longer energized. This switches back to output A and supplies the pressure chambers 24a to 24c with pressure oil.
  • the inner part 4 is returned counterclockwise in the direction of its original locked end position.
  • the pressure oil located in the pressure chambers 22a to 22c is fed back into the oil tank 62 via the outlet B of the control valve 56. If the inner part 4 reaches its original end position, then the locking bolt 66, if it is in overlap with the bore section 76a arranged in the chain wheel 16, can fall into the latter and thus lock the camshaft adjuster again.
  • the hydraulic oil located in the bore section 76a can escape through the second bore section 76b and the groove 78.
  • camshaft adjusters that generally have a locking mechanism and to which a clear chronological sequence of unlocking and adjusting should be assigned.
  • camshaft adjusters that generally have a locking mechanism and to which a clear chronological sequence of unlocking and adjusting should be assigned.
  • camshaft adjusters that generally have a locking mechanism and to which a clear chronological sequence of unlocking and adjusting should be assigned.
  • camshaft adjusters that also include, for example, the so-called axial camshaft adjusters, in which a hydraulic piston arranged in the housing part (stator) of the camshaft adjuster is guided so as to be longitudinally displaceable and cooperates via a helical toothing with the part (rotor) of the camshaft adjuster that is non-rotatably connected to the camshaft.
  • the helical toothing converts the axial displacement of the piston into an angle of rotation adjustment of the camshaft.
  • a locking unit locking the piston can simultaneously perform the previously described valve function for supplying the hydraulic oil to the pressure chamber of the Take over the camshaft adjuster.
  • the control for unlocking and adjusting can of course also be used for camshaft adjusters which are arranged on exhaust camshafts of internal combustion engines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L"invention concerne un dispositif pour régler l"angle de rotation d"un arbre à cames d"un moteur à combustion interne par rapport à une roue d"entraînement, lequel comprend une unité de réglage (6), qui présente une partie intérieure (4) solidaire en rotation de l"arbre à cames (2), cette partie intérieure (4) étant entourée d"une roue à alvéoles (12) qui présente plusieurs alvéoles qui sont réparties sur sa périphérie et délimitées par des pièces jointives (14a à 14c). Ces alvéoles sont chacune divisées en deux chambres de pression (22a à 22c ou 24a à 24c) par des pièces jointives ou ailettes (8a à 8c) de la partie intérieure (4) qui sont guidées dans ces alvéoles de façon à pouvoir exécuter un mouvement angulaire. Lorsque ces chambres de pression sont soumises à une pression hydraulique ou libérées de cette pression, l"arbre à cames peut, par l"intermédiaire des pièces jointives ou des ailettes (8a à 8c), tourner par rapport à la roue à alvéoles (12), entre deux positions extrêmes. Un élément de verrouillage (66) mobile coopère avec au moins un contre-élément situé respectivement dans la roue à alvéoles (12) ou dans la partie intérieure (4). Cet élément de verrouillage (66) est placé dans une conduite hydraulique (80, 82) conduisant à une chambre de pression (22a) et ne libère cette conduite hydraulique (80, 82) conduisant à la chambre de pression (22a) que quand il est en position déverrouillée. Dans la partie intérieure (4) se trouve des alésages (42a à 42c) qui conduisent aux chambres de pression (22a, 22c), les ouvertures de ces alésages (42a à 42c) étant fermées par les pièces jointives (14a à 14c) de la roue à alvéoles (12) lorsque l"unité de réglage (6) se trouve en position extrême bloquée. Selon l"invention, il est proposé que l"élément de verrouillage (66) puisse être amené dans une première position de déverrouillage, dans laquelle aussi bien l"alésage (82) de la pièce jointive (8a) dont l"ouverture est commandée par l"élément de verrouillage (66) que les alésages (42a à 42c) de la partie intérieure (4) conduisant aux chambres de pression (22a à 22c) sont encore fermés, et que ledit élément de verrouillage (66) puisse également être amené dans une seconde position de déverrouillage, dans laquelle d"abord l"alésage (82) conduisant à la chambre de pression (22a) est libéré par l"élément de verrouillage (66) et, après une course de réglage initiale (α) de la partie intérieure (4), également les alésages (42a à 42c) conduisant aux chambres de pression (22a à 22c) sont libérés. On obtient ainsi un prolongement de la durée de vie du dispositif de verrouillage et une amélioration de sa fonctionnalité.
EP01984686A 2000-11-08 2001-10-24 Dispositif de reglage de l'angle de rotation de l'arbre a cames d'un moteur a combustion interne par rapport a une roue d'entrainement Expired - Lifetime EP1336031B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10055334 2000-11-08
DE10055334A DE10055334C2 (de) 2000-11-08 2000-11-08 Vorrichtung zur relativen Drehwinkelverstellung einer Nockenwelle einer Brennkraftmaschine zu einem Antriebsrad
PCT/EP2001/012262 WO2002042613A1 (fr) 2000-11-08 2001-10-24 Dispositif de reglage de l"angle de rotation de l"arbre a cames d"un moteur a combustion interne par rapport a une roue d"entrainement

Publications (2)

Publication Number Publication Date
EP1336031A1 true EP1336031A1 (fr) 2003-08-20
EP1336031B1 EP1336031B1 (fr) 2004-04-21

Family

ID=7662561

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01984686A Expired - Lifetime EP1336031B1 (fr) 2000-11-08 2001-10-24 Dispositif de reglage de l'angle de rotation de l'arbre a cames d'un moteur a combustion interne par rapport a une roue d'entrainement

Country Status (5)

Country Link
US (1) US6742486B2 (fr)
EP (1) EP1336031B1 (fr)
JP (1) JP4113430B2 (fr)
DE (2) DE10055334C2 (fr)
WO (1) WO2002042613A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4859451A (en) * 1984-10-04 1989-08-22 Salutar, Inc. Paramagnetic contrast agents for MR imaging

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DE10246838A1 (de) * 2002-10-08 2004-04-29 Daimlerchrysler Ag Verriegelungseinrichtung für einen Nockenwellenversteller
US6772721B1 (en) * 2003-06-11 2004-08-10 Borgwarner Inc. Torsional assist cam phaser for cam in block engines
GB0505497D0 (en) * 2005-03-18 2005-04-20 Mechadyne Plc Camshaft to phaser coupling
DE102005020529A1 (de) 2005-05-03 2006-11-09 Schaeffler Kg Nockenwellenversteller
US7325773B2 (en) * 2005-06-30 2008-02-05 Gregory J. Gorrie Kite winch and method for pulling-in a kite
US7240651B1 (en) * 2006-03-30 2007-07-10 Ford Global Technologies, Llc Variable cam timing damper
FR2906835B1 (fr) * 2006-10-06 2008-12-19 Renault Sas Procede et dispositif commandant un systeme de decalage angulaire et vehicule muni du dispositif
US20100092925A1 (en) * 2008-10-15 2010-04-15 Matvey Lvovskiy Training simulator for sharp shooting
DE102010012652B4 (de) 2010-03-25 2018-05-17 Hilite Germany Gmbh Schwenkmotornockenwellenversteller mit einem Rotor
JP6255777B2 (ja) * 2013-07-31 2018-01-10 アイシン精機株式会社 弁開閉時期制御装置
CN109281724B (zh) * 2017-07-21 2022-07-26 舍弗勒技术股份两合公司 凸轮轴调节器和内燃机

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JPH0192504A (ja) * 1987-09-30 1989-04-11 Aisin Seiki Co Ltd 弁開閉時期制御装置
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
US5836277A (en) * 1996-12-24 1998-11-17 Aisin Seiki Kabushiki Kaisha Valve timing control device
JP3760568B2 (ja) * 1997-06-05 2006-03-29 アイシン精機株式会社 弁開閉時期制御装置
JPH1150820A (ja) * 1997-08-05 1999-02-23 Toyota Motor Corp 内燃機関のバルブタイミング制御装置
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
JP4203703B2 (ja) * 2000-06-14 2009-01-07 アイシン精機株式会社 弁開閉時期制御装置

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4859451A (en) * 1984-10-04 1989-08-22 Salutar, Inc. Paramagnetic contrast agents for MR imaging

Also Published As

Publication number Publication date
DE10055334C2 (de) 2003-10-30
JP2004514818A (ja) 2004-05-20
US6742486B2 (en) 2004-06-01
DE10055334A1 (de) 2002-05-23
EP1336031B1 (fr) 2004-04-21
WO2002042613A1 (fr) 2002-05-30
US20030154944A1 (en) 2003-08-21
DE50102082D1 (de) 2004-05-27
JP4113430B2 (ja) 2008-07-09

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