EP1476642B1 - Dispositif permettant de regler l'angle de rotation d'un arbre a cames d'un moteur a combustion interne par rapport a une roue motrice - Google Patents

Dispositif permettant de regler l'angle de rotation d'un arbre a cames d'un moteur a combustion interne par rapport a une roue motrice Download PDF

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Publication number
EP1476642B1
EP1476642B1 EP03706369A EP03706369A EP1476642B1 EP 1476642 B1 EP1476642 B1 EP 1476642B1 EP 03706369 A EP03706369 A EP 03706369A EP 03706369 A EP03706369 A EP 03706369A EP 1476642 B1 EP1476642 B1 EP 1476642B1
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EP
European Patent Office
Prior art keywords
valve
oil
pressure
line
camshaft
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
EP03706369A
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German (de)
English (en)
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EP1476642A1 (fr
Inventor
Edwin Palesch
Gordon NEUDÖRFER
Holger Schwarz
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
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Publication date
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Publication of EP1476642A1 publication Critical patent/EP1476642A1/fr
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Anticipated expiration legal-status Critical
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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
    • 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
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • 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
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves

Definitions

  • the invention relates to a device for relative rotational angle adjustment of a camshaft of an internal combustion engine to a drive wheel according to the features of the preamble of claim 1.
  • a camshaft adjusting device Two different embodiments of a camshaft adjusting device are described in the cited reference.
  • the exhaust camshaft drives the intake camshaft via a chain drive.
  • a chain tensioner By hydraulically adjusting a chain tensioner arranged between the chain drive, the rotational position of the intake camshaft can be adjusted relative to the exhaust camshaft, whereby the valve timing can be changed in the desired manner.
  • a camshaft adjustment is provided, for example, to rotate the intake camshaft relative to the Nockenwellenantriebsrad.
  • a left or right adjustable hydraulic piston is provided, the axial movement causes in a mechanical adjusting unit with helical teeth an adjustment of the camshaft in the direction of "early” or “late”.
  • so-called vane-type camshaft adjusters are known (see, for example, US Pat. EP 1 008 729 A2 ) in which the camshaft is also adjustable relative to the camshaft drive wheel.
  • Allen aforementioned embodiments of a camshaft adjustment is common that the adjustment is carried out hydraulically, leading to two different pressure chambers or pressure chambers leading hydraulic lines are provided, via which the actual control element of the camshaft adjuster with the aid of a control valve is selectively adjustable to the left or to the right.
  • the cylinder charge over a large speed range can be significantly improved.
  • the adjustment of the camshaft adjuster is limited because the time required for the pressurization of the hydraulic chambers oil only an oil tank, z. B. the oil sump of the engine, must be removed. The problem is that at high oil temperatures due to increased leakage in the oil supply a smaller amount of oil is available; This reduces the adjustment speed of the camshaft adjuster.
  • the object of the invention is therefore to improve the hydraulic oil supply of a camshaft adjuster so that faster response and adjustment times for camshaft adjustment can be achieved.
  • connection existing between the two pressure chambers takes place in particular when the oil pressure in the non-activated pressure chamber of the adjusting unit is greater than the oil pressure in the activated pressure chamber, which is supplied with oil for adjusting the camshaft via a hydraulic line.
  • These Pressure conditions may be present when an additional torque acts in the adjustment direction on the camshaft; Such a co-rotating torque is generated, for example, by the closing of the valves by the transmission to the cam and camshaft and thus to the adjusting unit.
  • the bypass connecting the two pressure chambers is integrated directly in the camshaft adjusting unit. It is a so-called. Vane - camshaft adjuster, in which an inner part (rotor) is rotatably connected to the camshaft and at least approximately radially extending wings, which are surrounded by a drive wheel, and a plurality of circumferentially distributed, limited by webs Cells, so that in each case two pressure chambers are formed between the wings of the inner part and the webs of the drive wheel.
  • the hydraulic oil can be promoted on the shortest path from one pressure chamber to the other. This makes extremely short adjustment times feasible.
  • valve bolts required to implement the bypass system integrated in the camshaft adjuster are arranged in the inner part (rotor) of the adjusting unit.
  • a valve pin is simultaneously formed as an effective between the inner part and the drive wheel locking element.
  • valve-monitored bypass between the two pressure chambers in the control valve is integrated.
  • a simple and reliable implementation of the integrated in the magnetic control valve bypass is characterized in that two valve spools are slidably mounted on a valve rod and that the valve spools are provided with annular shoulders, which control leading to the control lines openings.
  • a reversing valve which is connected via a switchable line connection with a second oil tank line, is provided in an oil tank line leading to the control valve. In this way, a controllable bypass between the two leading to the pressure chambers control lines is also made.
  • the inner part of an adjusting unit 4, hereinafter referred to as rotor 2 is attached to the free end of a camshaft 6 shown only schematically.
  • the rotor 2 has a central bore 8, which is continued in the camshaft 6 and to which a provided with a smaller diameter threaded bore (not shown) is connected.
  • a screw 10 is guided, with the help of the rotor 2 at the camshaft 4 is fixed.
  • the rotor 2 is provided in the present embodiment with three radially arranged wings 12 a to 12 c, which emanate from a hub 14 of the rotor 2.
  • the rotor 2 is in the region of its wings 12a to 12c of a cellular wheel 16 which is provided with three inwardly projecting radial webs 18a to 18c.
  • the stator 16 of the adjusting unit 4 forming cellular wheel 16 is limited on its camshaft 6 facing end face of a first sealing disc 20, to which a sprocket 22 for driving the camshaft 6 is connected.
  • the opposite end face of the cellular wheel 16 is bounded by a second sealing disc 24, to which a cover plate 26 connects.
  • Both sealing discs 20, 24 and the sprocket 22 and the cover plate 26 are rotatably and sealingly guided on the hub 14 of the rotor 2 and are connected via screw means not shown firmly together.
  • the line L1 is monitored by a valve pin, hereinafter referred to as a locking pin 42, which is received in a provided in the wing 12a bore 44 recording.
  • the locking bolt 42 is used in addition to the pressure oil control at the same time to lock the rotor 2 relative to the feeder 16.
  • corresponding opening 46 is mounted, in which the locking bolt 42 in a locked position, the later is described in more detail engages.
  • the leading to the pressure chamber 30a line L2 is also monitored by a recorded in a bore 50 of the blade 12a valve pin, hereinafter referred to as a stepped bolt 52 monitored.
  • the line L2 is connected to an annular space 54 which is formed between the adjusting screw 10 for the adjusting unit 4 and the wall portion of the provided in the hub 14 and in the cam shaft 6 central bore 8, wherein the annular space 54 by the head of the screw 10 end is closed.
  • the locking bolt 42 has an inner bore 56 in which a coil spring 58 is receiving.
  • the coil spring 58 is supported at its one end in the blind bore as an inner bore 56 and at its other end to a plastic disc 60 from which rests against the second sealing washer 24.
  • the locking bolt 42 is pressed into the provided in the first sealing washer 20 opening 46 so that the adjusting unit 4 is locked.
  • an annular groove 62 is further provided, whose function will be explained later in more detail.
  • the stepped bolt 52 is similar in construction to the locking bolt 42; it also has an internal bore 64 in which a coil spring 66 is received between the end of the internal bore 64 and a plastic washer 68.
  • the stepped bolt 52 likewise has an annular groove 70 introduced on its outer circumference.
  • a further valve pin 72 is provided to the right of the locking pin 42 in the wing 12a of the rotor 2, which receives in a bore 74 recording.
  • the valve pin 72 has been shown mirrored in Figures 1b to 6b to the rotor axis.
  • the actual position of the valve pin 72 is shown in FIGS. 1d to 1f.
  • the valve pin 72 has on its outer circumference two annular grooves 76 and 78, whose operation is also explained in more detail later. From the annular space 54 leads a radially extending in the web 12a line L3 to the bore 74th
  • two lines L4 and L5 between the pressure chamber 28a and the locking bolt 42 receiving bore 44 are provided.
  • This connection (line L4,5) is monitored by the position of the locking bolt 42.
  • a second, radially away from the annular space 54 line L6 also leads to the bore 74, wherein the passage is also monitored by the sliding valve pin 72.
  • Another provided in the wing 12a line L7 leads from the bore 74 to an arranged in the hub 14 annular groove 80, to which also the bore 44 of the locking bolt 42 leading line L1 is connected.
  • two crescent-shaped recesses 82 and 84 are formed, which, such.
  • form a common overlap region 86 wherein both recesses 82 and 84 are respectively monitored by the locking bolt 42 and the valve pin 72.
  • From the bore 74 continues to lead a line L8 to the pressure chamber 28a.
  • the bore 50 receiving the stepped bolt 52 is connected to the pressure space 30a via two lines L9 and L10.
  • a further valve pin 88 is provided, which is slidably received in a bore 90.
  • the valve pin 90 has two annular grooves 92 and 94 extending on the outer circumference.
  • the bore 90 is connected to a radially extending in the web 12 a line L11 with the annular space 54 in connection.
  • the annular groove 54 is connected via a line, not shown, to an output-side terminal A of a solenoid-controlled 4/2-way valve 102.
  • the annular groove 80 is connected via a line not shown with a second output-side terminal B of the solenoid valve 102.
  • the solenoid valve 102 On the input side, the solenoid valve 102 has a pressure port P, which leads via a check valve 104 and an oil pump 106 to an oil tank T.
  • the oil tank T is, for example, the oil pan of an internal combustion engine, in which a corresponding oil sump is formed.
  • the second input side terminal of the solenoid valve 102 also leads to the oil tank T.
  • FIGS. 7 to 12 A second exemplary embodiment will now be described with reference to FIGS. 7 to 12, in which the basic principle is also implemented that a bypass controlled by a valve element is provided between the two pressure chambers arranged in the adjusting unit of the camshaft adjuster.
  • a bypass controlled by a valve element is provided between the two pressure chambers arranged in the adjusting unit of the camshaft adjuster.
  • the hub 14 of the rotor 2 of the adjusting unit 4 in turn has radially extending wings 12a to 12d, which in cooperation with the radial webs 18a to 18d of the cellular wheel 16 and the not shown axial boundaries (sealing washers) of the adjusting unit 4 two pressure chambers 28a to 28d or 30a to 30d for adjusting the rotor 2 with respect to the cellular wheel 16 form.
  • a central bore 8 is provided which communicates via radially extending bores 108a to 108d with the pressure chambers 30a to 30d.
  • An annular groove 110 provided in the hub 14 communicates via radial bores 112a to 112d with the pressure chambers 28a to 28d.
  • a first, only schematically illustrated control line LST1 is connected on one side with the annular groove 110, while the other side of the control line LST1 leads to an output-side terminal of a solenoid valve 114.
  • a second control line LST2 is connected to the central bore 8 provided in the hub 14, while on the other side leads to a second output-side connection of the solenoid valve 114.
  • the solenoid valve 114 On the input side, the solenoid valve 114 has two leading to an oil tank not shown leading lines LT1 and LT2 and a leading to an oil pump, not shown pressure line LP.
  • the housing 115 of the solenoid valve 114 is a two-piece cylindrical insert 116a, 116b recording, in which in conjunction with valve spreaders 118 and 120 described in more detail below, various hydraulic passages are formed.
  • a central bore is provided, in which a valve rod 122 is receiving.
  • the valve rod 122 is slidably guided in the cylindrical insert 116, wherein a left and right flush stop 124 and 126 limits the axial adjustment of the valve rod 122.
  • Both valve spool 118, 120 are mounted on the valve rod 122 and also guided axially displaceable on this. Both valve spools 118, 120 each have an annular shoulder 128 and 130 which, in conjunction with wall sections 132 and 134 provided in the insert part 116, limit the axial displaceability of the two valve spools 118, 120 in one direction.
  • the annular shoulders 128 and 130 monitor or check openings 131, 133, which establish a connection between the pressure line LP and the control lines LST1 and LST2.
  • a further stop 136 is provided for the valve slide 118, which is also formed like the two stops 124, 126 in the form of an introduced into an annular groove 137 snap ring 138.
  • Both the valve spool 118 and the valve spool 120 have a throttle gap 144 and 146 which, depending on the position of the valve spool 118, 120, connects the control line LST1 or LST2 to the tank line LT1 or LT2.
  • the Threshold gaps 144, 146 are in the form of an axial groove 144a, 146a and an annular groove 144b and 146b connected to the axial groove 144a, 146a.
  • the valve housing 114 is laterally flanged to an electrical housing part 148 in which, in a known manner, an axially displaceable plunger 150 is accommodated, which is surrounded by a magnet and a coil.
  • the plunger 150 is arranged in alignment with the valve rod 122 and can thus displace the valve rod 122 axially in dependence on the energization of the solenoid valve.
  • a check valve 152 is further arranged, which is shown in Figs. 13 and 14 enlarged in a closed and in an open position.
  • the valve body of the check valve 152 is formed as a spring band 154 which is fixed to a housing wall portion 156 and monitors at its free end the opening 158 of the pressure line LP.
  • the check valve 152 ' has as a valve body on a plate member 160 which is pressed at a pressure-free line LP by a spring element 162 against a first valve seat 164 and thus closes the line LP.
  • open Check valve 152 ' the plate member 160 is pressed against a stop surface of an insert 166 and the oil pressure line LP is released.
  • FIGS. 16 and 17 A third and last embodiment is shown in FIGS. 16 and 17 and explained in more detail below.
  • the two pressure chambers 28 and 30, which are again only shown schematically, in turn lead two control lines LST1 and LST2, which are connected to two outputs of a solenoid valve 168.
  • the solenoid valve 168 is designed as a 4/2-way valve and therefore has two inputs, at which two leading to an oil tank T lines, hereinafter referred to as LT1 and LT2, are connected.
  • a check valve 170 and an oil pump 172 are arranged in the tank line LT1.
  • a pressure-controlled 3/2 - way valve hereinafter referred to as switch 174
  • An output of the switch 174 is connected via a line LB, in which a further check valve 176 is arranged, with the oil tank line LT1.
  • the switching position of the switch 174 takes place as a function of the applied in the oil tank lines LT1 and LT2 pressures.
  • branches off from the tank line LT1 a control line LST3, which is connected to an input of the switch 174; a control line LST4 branches off from the tank line LT2 and is connected to a further input of the switch 174.
  • the housing 178 of the switch 174 has a continuous transverse bore 180 to which two holes 182 and 184 extend transversely.
  • the check valve 176 is integrated, wherein the bore 182 is a part of the bypass line LB, which is connected to the tank line LT1.
  • the bore 184 is a part of leading to the oil tank T tank line LT2.
  • a sleeve-shaped insert 186 is inserted, in whose cavity 187 is provided with an inner bore 188 sleeve-shaped valve slide 189 recording.
  • the insert 186 has at its walls 4 bores 190a to d, which are opened or closed depending on the position of the valve spool 189.
  • the valve spool 189 also has a transverse bore 191 and a tapered in the outer diameter portion 192, due to which an annular gap 193 is formed between the insert 186 and the valve spool 189 in this area.

Abstract

L'invention concerne un dispositif permettant de régler l'angle de rotation d'un arbre à cames par rapport au vilebrequin d'un moteur à combustion interne. Ce dispositif comprend des éléments de réglage (2) pouvant être actionnés hydrauliquement et dont le mouvement de réglage peut modifier directement ou indirectement la position de phase de l'arbre à cames. Cet élément de réglage (2) est délimité par deux chambres de pression (de 28a à 29d ou de 30a à 30d) pouvant être déchargées ou actionnées hydrauliquement par l'intermédiaire de conduites de commande (L4, L9, LST1, LST2). Ce dispositif comprend en outre une soupape de commande (102, 114, 168) transportant le flux d'huile fourni par une pompe à huile (106, 172) à partir d'un réservoir de stockage d'huile (T), vers une première chambre de pression (de 28a à 28d ou de 30a à 30d), par l'intermédiaire d'une première conduite de commande, en fonction de l'état de fonctionnement du moteur à combustion interne, tandis que l'huile est reconduite d'une seconde chambre de pression (de 30a à 30d ou de 28a à 28d) vers le réservoir de stockage d'huile (T), par l'intermédiaire d'une seconde conduite de commande, et vice versa. Selon l'invention, au moins une dérivation commandée (L6, L12, LB) est ménagée entre les deux chambres de pression (de 28a à 28d ou de 30a à 30d). Ceci permet d'augmenter de manière avantageuse la vitesse de réglage du dispositif de réglage de l'arbre à cames.

Claims (11)

  1. Dispositif pour régler l'angle de rotation d'un arbre à cames par rapport au vilebrequin d'un moteur à combustion interne, avec un élément de réglage (2) pouvant être sollicité hydrauliquement, par le mouvement d'actionnement duquel la position de phase de l'arbre à cames peut être directement ou indirectement modifiée, sachant que l'élément de réglage (2) est délimité par deux chambres de pression (28a à 28d et 30a à 30d) qui peuvent être hydrauliquement chargées ou déchargées par des conduites de commande (L4, L9, LST1, LST2), et avec un distributeur de commande (102, 114, 168) qui, en fonction de l'état de fonctionnement du moteur à combustion interne, véhicule le flux d'huile, pompé par une pompe à huile (106, 172) à partir d'un réservoir d'huile (T), vers une première chambre de pression (28a à 28d ou 30a à 30d) via une première conduite de commande, tandis que l'huile est renvoyée d'une deuxième chambre de pression (30a à 30d ou 28a à 28d) au réservoir d'huile (T) via une deuxième conduite de commande, et inversement, caractérisé en ce qu'au moins une dérivation asservie (L6, L12, LB) est prévue entre les deux chambres de pression (28a à 28d et 30a à 30d).
  2. Dispositif selon la revendication 1, caractérisé en ce que la dérivation (L6, L12), qui peut être contrôlée par au moins un obturateur, est intégrée dans l'élément de réglage (2), sachant que l'élément de réglage est réalisé sous la forme d'un élément intérieur (4) qui est lié en rotation à l'arbre à cames (6), qui présente des nervures ou ailettes (12a à 12d) s'étendant au moins approximativement radialement et qui est entouré par une roue cellulaire entraînée (16), laquelle présente plusieurs cellules réparties sur le pourtour et délimitées par des nervures (18a à 18d), cellules qui sont respectivement divisées, par les nervures ou ailettes (12a à 12d) de l'élément intérieur (2) qui y sont guidées à déplacement angulaire, en deux chambres de pression (28a à 28d et 30a à 30d).
  3. Dispositif selon la revendication 2, caractérisé en ce que quatre perçages (44, 50, 74, 90) sont prévus dans l'élément intérieur (2), dans lesquels sont disposées à coulissement des broches de soupape (42, 52, 72, 88) surveillant l'apport d'huile aux deux chambres de pression (28a à 28d et 30a à 30d) et la dérivation (L6, L12) entre les deux chambres de pression (28a à 28d et 30a à 30d).
  4. Dispositif selon la revendication 3, caractérisé en ce qu'une broche de soupape (42) contrôlant l'apport d'huile à la chambre de pression (28a à 28d) est simultanément conçue comme élément de verrouillage actif entre l'élément intérieur (2) et la roue cellulaire (16), qui coopère avec au moins un élément complémentaire (20) dans l'autre pièce respective - roue cellulaire (16) ou élément intérieur (2).
  5. Dispositif selon la revendication 3 ou 4, caractérisé en ce que les quatre perçages (44, 50, 74, 90) sont disposés dans une ailette (12a) de l'élément intérieur (2).
  6. Dispositif selon la revendication 1, caractérisé en ce que la dérivation (LB) est intégrée dans le distributeur (114) commandant l'apport d'huile sous pression aux chambres de pression.
  7. Dispositif selon la revendication 6, caractérisé en ce que deux tiroirs de distribution (118, 120) pourvus chacun d'un épaulement annulaire (128, 130) sont disposés dans le distributeur électromagnétique (114), les épaulements annulaires (128, 130) contrôlant des ouvertures (131, 133) menant aux conduites de commande (LST1, LST2).
  8. Dispositif selon la revendication 7, caractérisé en ce qu'un clapet anti-retour (152), qui est relié à une conduite de pression (LP) menant à la pompe à huile, est intégré dans le distributeur électromagnétique (114).
  9. Dispositif selon la revendication 8, caractérisé en ce que le corps du clapet anti-retour (152) est réalisé sous forme de lame de ressort (154).
  10. Dispositif selon la revendication 1, caractérisé en ce qu'un distributeur d'inversion (174) est prévu dans une conduite de réservoir d'huile (LT2) menant au distributeur de commande (168) et est relié via une conduite (LB) à une deuxième conduite (LT1) de réservoir d'huile.
  11. Dispositif selon la revendication 10, caractérisé en ce que le distributeur d'inversion (174) est réalisé sous forme de distributeur 3/2 voies commandé en pression.
EP03706369A 2002-02-09 2003-01-23 Dispositif permettant de regler l'angle de rotation d'un arbre a cames d'un moteur a combustion interne par rapport a une roue motrice Expired - Lifetime EP1476642B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10205415A DE10205415A1 (de) 2002-02-09 2002-02-09 Vorrichtung zur relativen Drehwinkelverstellung einer Nockenwelle einer Brennkraftmaschine zu einem Antriebsrad
DE10205415 2002-02-09
PCT/EP2003/000627 WO2003067034A1 (fr) 2002-02-09 2003-01-23 Dispositif permettant de regler l'angle de rotation d'un arbre a cames d'un moteur a combustion interne par rapport a une roue motrice

Publications (2)

Publication Number Publication Date
EP1476642A1 EP1476642A1 (fr) 2004-11-17
EP1476642B1 true EP1476642B1 (fr) 2008-01-09

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EP03706369A Expired - Lifetime EP1476642B1 (fr) 2002-02-09 2003-01-23 Dispositif permettant de regler l'angle de rotation d'un arbre a cames d'un moteur a combustion interne par rapport a une roue motrice

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JP5146550B2 (ja) * 2011-01-14 2013-02-20 株式会社デンソー バルブタイミング調整装置
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Publication number Priority date Publication date Assignee Title
US8662040B2 (en) 2010-04-10 2014-03-04 Hilite Germany Gmbh Oscillating-motor camshaft adjuster having a hydraulic valve
US8505582B2 (en) 2010-05-03 2013-08-13 Hilite Germany Gmbh Hydraulic valve
DE102010019004B4 (de) * 2010-05-03 2014-09-18 Hilite Germany Gmbh Schwenkmotorversteller mit einem Hydraulikventil
DE102010019004A1 (de) 2010-05-03 2011-11-03 Hydraulik-Ring Gmbh Schwenkmotorversteller mit einem Hydraulikventil
US8752514B2 (en) 2010-12-20 2014-06-17 Hilite Germany Gmbh Hydraulic valve for an oscillating motor adjuster
DE102012103300A1 (de) 2010-12-20 2013-04-25 Hilite Germany Gmbh Schwenkmotorversteller mit einem Zentralventil
DE102010061337A1 (de) 2010-12-20 2012-06-21 Hydraulik-Ring Gmbh Hydraulikventil für einen Schwenkmotorversteller
EP2466081A1 (fr) 2010-12-20 2012-06-20 Hilite Germany GmbH Soupape hydraulique d'un d'un déphaseur d'arbre à cames
DE102010061337B4 (de) * 2010-12-20 2015-07-09 Hilite Germany Gmbh Hydraulikventil für einen Schwenkmotorversteller
DE102012103300B4 (de) * 2010-12-20 2017-08-24 Hilite Germany Gmbh Schwenkmotorversteller mit einem Zentralventil
WO2014075675A1 (fr) 2012-11-16 2014-05-22 Hilite Germany Gmbh Dispositif de réglage de moteur pivotant pourvu d'une soupape hydraulique actionnée de manière électromagnétique
DE102012111033A1 (de) 2012-11-16 2014-05-22 Hilite Germany Gmbh Schwenkmotornockenwellenversteller mit einem elektromagnetisch betätigten Hydraulikventil
DE112013005475B4 (de) * 2012-11-16 2017-11-09 Hilite Germany Gmbh Schwenkmotornockenwellenversteller mit einem elektromagnetisch betätigten Hydraulikventil
DE102017101243A1 (de) 2017-01-24 2018-07-26 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller mit Druckausgleichsmechanismus
DE102017112471B3 (de) 2017-06-07 2018-09-13 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102021123850A1 (de) 2021-09-15 2023-03-16 Schaeffler Technologies AG & Co. KG Nockenwellenversteller

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US6941912B2 (en) 2005-09-13
EP1476642A1 (fr) 2004-11-17
US7198013B2 (en) 2007-04-03
DE10205415A1 (de) 2003-08-28
US20040211379A1 (en) 2004-10-28
JP4351065B2 (ja) 2009-10-28
US20050241603A1 (en) 2005-11-03
WO2003067034A1 (fr) 2003-08-14
DE50308964D1 (de) 2008-02-21
JP2005517109A (ja) 2005-06-09

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