EP1653056B1 - Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine - Google Patents

Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine Download PDF

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Publication number
EP1653056B1
EP1653056B1 EP05018649.3A EP05018649A EP1653056B1 EP 1653056 B1 EP1653056 B1 EP 1653056B1 EP 05018649 A EP05018649 A EP 05018649A EP 1653056 B1 EP1653056 B1 EP 1653056B1
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EP
European Patent Office
Prior art keywords
control
port
working
pressure medium
control valve
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Application number
EP05018649.3A
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German (de)
English (en)
French (fr)
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EP1653056A2 (de
EP1653056A3 (de
Inventor
Marco Schmitt
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of EP1653056A2 publication Critical patent/EP1653056A2/de
Publication of EP1653056A3 publication Critical patent/EP1653056A3/de
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    • 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
    • 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
    • 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
    • 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
    • F01L2001/3443—Solenoid driven oil control valves
    • 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
    • F01L2001/34463—Locking position intermediate between most retarded and most advanced 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
    • F01L2001/34466—Locking means between driving and driven members with multiple locking 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
    • 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
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/01—Starting
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/03—Stopping; Stalling

Definitions

  • the invention relates to a device for changing the timing of gas exchange valves of an internal combustion engine according to the preamble of claim 1.
  • camshafts are used to actuate the gas exchange valves.
  • Camshafts are mounted in the internal combustion engine such that cams attached to them abut cam followers, for example cup tappets, drag levers or rocker arms. If a camshaft is rotated, the cams roll on the cam followers, which in turn actuate the gas exchange valves. Due to the position and the shape of the cams thus both the opening duration and the opening amplitude but also the opening and closing times of the gas exchange valves are set.
  • valve lift and valve opening duration should be variable, up to the complete shutdown of individual cylinders.
  • concepts such as switchable cam followers or electrohydraulic or electric valve actuations are provided.
  • it has been found to be advantageous to be able to influence the opening and closing times of the gas exchange valves during operation of the internal combustion engine. It is particularly desirable for the opening and closing times of the intake or to be able to exert an influence separately on exhaust valves, for example, to set a defined valve overlap in a targeted manner.
  • the specific fuel consumption can be reduced, the exhaust behavior positively influenced, increases the motor efficiency, the maximum torque and the maximum power become.
  • the described variability of the valve timing is achieved by a relative change in the phase angle of the camshaft to the crankshaft.
  • the camshaft is usually via a chain, belt, gear drive or equivalent drive concepts in drive connection with the crankshaft.
  • a device for changing the timing of an internal combustion engine hereinafter also called camshaft adjuster, mounted, which transmits the torque from the crankshaft to the camshaft.
  • this device is designed such that during operation of the internal combustion engine, the phase angle between the crankshaft and camshaft securely held and, if desired, the camshaft can be rotated in a certain angular range relative to the crankshaft.
  • each with a camshaft for the intake and the exhaust valves these can each be equipped with a camshaft adjuster.
  • the opening and closing times of the intake and exhaust valves can be shifted in time relative to one another and the valve overlaps can be adjusted in a targeted manner.
  • the seat of modern camshaft adjuster is usually located at the drive end of the camshaft.
  • the camshaft adjuster can also be arranged on an intermediate shaft, a non-rotating component or the crankshaft. It consists of a driven by the crankshaft, a fixed phase relation to this holding drive wheel, a drivingly connected to the camshaft driven part and a torque from the drive wheel on the driven part transmitted adjusting mechanism.
  • the drive wheel may be designed as a chain, belt or gear in the case of a not arranged on the crankshaft camshaft adjuster and is driven by means of a chain, a belt or a gear drive from the crankshaft.
  • the adjustment mechanism can be operated electrically, hydraulically or pneumatically.
  • hydraulically adjustable camshaft adjusters Two preferred embodiments of hydraulically adjustable camshaft adjusters are the so-called Axialkolbenversteller and Rotationskolbenversteller.
  • the drive wheel is connected to a piston and this with the output part via helical gears in combination.
  • the piston separates a cavity formed by the driven part and the drive wheel into two pressure chambers arranged axially relative to one another. If now one pressure chamber is acted upon by pressure medium while the other pressure chamber is connected to a tank, the piston shifts in the axial direction. The axial displacement of the piston is translated by the helical gears in a relative rotation of the drive wheel to the output part and thus the camshaft to the crankshaft.
  • a second embodiment of hydraulic phaser are the so-called rotary piston adjuster.
  • the drive wheel is rotatably connected to a stator.
  • the stator and a rotor are arranged concentrically with each other, wherein the rotor is positively, positively or materially, for example by means of a press fit, a screw or welded connection with a camshaft, an extension of the camshaft or an intermediate shaft connected.
  • a stator a plurality of circumferentially spaced cavities are formed which extend radially outward from the rotor.
  • the cavities are limited pressure-tight in the axial direction by side cover.
  • a wing connected to the rotor extends, dividing each cavity into two pressure chambers.
  • camshaft adjuster sensors detect the characteristics of the engine, such as the load condition and the speed. These data are supplied to an electronic control unit, which controls the supply and the outflow of pressure medium to the various pressure chambers after comparing the data with a characteristic field of the internal combustion engine.
  • one of the two counteracting pressure chambers of one cavity is connected in hydraulic camshaft adjusters with a pressure medium pump and the other with the tank.
  • the inlet of pressure medium to a chamber in conjunction with the flow of pressure medium from the other chamber moves the pressure chambers separating piston in the axial direction, whereby in Axialkolbenverstellern on the helical gears, the camshaft is rotated relative to the crankshaft.
  • Rotationskolbenverstellern is caused by the pressurization of a chamber and the pressure relief of the other chamber, a displacement of the wing and thus directly a rotation of the camshaft to the crankshaft.
  • both pressure chambers are either connected to the pressure medium pump or separated from both the pressure medium pump and the tank.
  • the control of the pressure medium flows to and from the pressure chambers by means of a control valve, usually a 4/3-proportional valve.
  • a valve housing is provided with one connection each for the pressure chambers (working connection), a connection to the pressure medium pump and at least one connection to a tank.
  • Within the substantially hollow cylindrical valve housing an axially displaceable control piston is arranged.
  • the control piston can be brought by means of an electromagnetic actuator against the spring force of a spring element axially in any position between two defined end positions.
  • the control piston is further provided with annular grooves and control edges, whereby the individual pressure chambers either can be connected to the pressure medium pump or the tank.
  • a position of the control piston may be provided, in which the pressure medium chambers are separated from both the pressure medium pump and the pressure medium tank.
  • a standing in drive connection with the camshaft stator is rotatably mounted on a rotatably connected to a camshaft rotor.
  • the stator is formed with recesses open to the rotor.
  • side covers are provided, which limit the device.
  • the recesses are pressure sealed by the rotor, the stator and the side cover and thus form pressure chambers.
  • In the outer circumferential surface of the rotor axial grooves are introduced, in which wings are arranged which extend into the recesses. The wings are designed such that they divide the pressure chambers into two oppositely acting pressure chambers.
  • first and second pressure medium lines the pressure medium chambers can be filled with pressure medium. If a first pressure medium chamber filled with pressure medium, so also an end face of a locking pin is acted upon with pressure medium.
  • the corresponding pin is pressed into the receiving bore of the side cover and allows adjustment of the rotor relative to the stator in one direction.
  • the other groove in which the other Verrieglungspin still engages designed such that an adjustment of the rotor from the center position is made possible up to a maximum value. Accordingly, the adjustment of the rotor relative to the stator runs in the other direction.
  • the device is equipped with a compensating spring which is fixed at one end to the rotor and at the other end to the stator and compensates for the drag torque which the camshaft exerts on the rotor.
  • control valve controls on the one hand the pressure medium flows from and to the pressure chambers and on the other hand, the pressure medium flows from and to the locking elements.
  • the region of the control valve which controls the pressure medium flows from and to the pressure chambers comprises all control positions of a 4/3-way proportional valve, wherein an additional control position is provided, in which both groups of pressure chambers are connected to a pressure medium reservoir. If the control valve is transferred to the additional control position, first the connection between the working connection connected to the inlet connection and the inlet connection is blocked and then the connection to the outlet connection is released.
  • a control valve which serves to control the flow of pressure medium to the pressure chambers depending on the current load state of the internal combustion engine.
  • the control valve consists of an actuating unit, a substantially hollow cylindrical valve housing and a substantially hollow cylindrical control piston, which is received axially displaceable within the valve housing.
  • On the valve housing two working ports, an inlet and a drain port are formed.
  • the adjusting unit can be, for example, an electromagnet, which shifts the control piston against the force of a spring by applying a control current via a push rod.
  • the inlet port becomes one of the two
  • the working connections and the tank connection are connected to the other working connection or the working connections are disconnected from the inflow and outflow connection.
  • pressure medium is supplied to a pressure chamber, while pressure medium flows out of the other pressure chamber, which causes a change in the phase position of the camshaft to the crankshaft.
  • a serious disadvantage of this control valve in conjunction with a camshaft adjuster with center-position locking is the fact that in the de-energized state of the pressure medium connection is connected to one of the two working ports. In the case of a malfunction of the actuator so pressure medium is directed to one of the two pressure chambers and at the same time to one of the two pins. As a result, the camshaft adjuster, depending on the configuration of the control valve, is rotated into one of the two maximum positions after the actuating unit fails and this phase position is maintained over the entire operation of the internal combustion engine.
  • the center position in which the camshaft adjuster is locked in a depressurized state of the device, is selected such that the internal combustion engine has good starting and running properties in this phase position of the camshaft relative to the crankshaft, resulting in a maximum phase shift relative to the center position worse start and Running characteristics of the internal combustion engine.
  • the invention is therefore based on the object to avoid these disadvantages and thus to provide a device for changing the timing of gas exchange valves of an internal combustion engine which can be locked in a center position, the Mittenlagenverriegelungsposition after failure of the control unit of the control valve, at least after a restart of the internal combustion engine , reached automatically and the lock is held in this position. In this case, the life of the device should be increased.
  • the object according to the invention achieved in that in the first control position, which corresponds to the control position at non-activated actuator, a working port is connected to the drain port.
  • the hydraulic adjusting device has at least one locking pin and a link, in which engage the locking pin in at least one position of the hydraulic actuator and thus fix the phase angle of the camshaft to the crankshaft and wherein at a fixed phase position, the hydraulic Actuator is locked in a center position.
  • each locking pin can engage in at least one position of the hydraulic actuator in one of the scenes, the phase position of the camshaft is fixed to the crankshaft, if both locking pins in the respective backdrop engage, and wherein in fixed phase position, the hydraulic actuator is locked in a central position.
  • valve body consists of a hollow valve housing and a control piston arranged displaceably therein, wherein the actuator can move the control piston within the valve housing in an arbitrary position between two end stops and hold there.
  • the control valve can be brought into four control positions by means of the setting unit.
  • the first working port communicates with the drain port, wherein the second working port communicates neither with the drain port nor with the inlet port
  • the first working port communicates with the drain port and the second working port with the inlet port
  • the first and the second working port communicate neither with the drain port nor with the inlet port
  • the second working port with the drain port and the first working port communicate with the inlet connection.
  • the first working port communicates with the drain port, wherein the second working port communicates with neither the drain nor the inlet port, while in a second control position of the control valve, the first working port communicates with the drain port and the second working port communicates with the inlet port, communicate in a third control position of the control valve, the first and the second working port with the inlet port, communicate in a fourth control position of the control valve, the second working port to the drain port and the first working port to the inlet port ,
  • the device is designed such that the control valve is in the first control position when a force between the minimum possible force F 0 and a small force F 1 is exerted by the actuator on the control piston, that the control valve is in the second control position when a force between a small force F 1 and a mean force F 2 is exerted by the actuator on the control piston, that the control valve is in the third control position when a force between a middle Force F 2 and a large force F 3 is exerted by the actuator on the control piston, that the control valve is in the fourth control position when a force between a large force F 3 and a maximum force F 4 exerted by the actuator on the control piston where F 0 ⁇ F 1 ⁇ F 2 ⁇ F 3 ⁇ F 4 .
  • the device is designed such that the control valve is in the first control position when the control piston has been displaced by a distance between 0 and s 1 relative to the position it assumes when the impact unit exerts the minimum possible force on the control piston the control valve is in the second control position, when the control piston has been displaced by a distance between s 1 and s 2 relative to the position it assumes when the actuator exerts the minimum possible force on the control piston, that the control valve in the third Control position is when the control piston has been displaced by a distance between s 2 and s 3 relative to the position which it assumes when the actuator exerts the minimum possible force on the control piston, that the control valve is in the first control position when the control piston has been displaced by a distance between s 3 and s 4 relative to the position, d he occupies when the actuator exerts the minimum possible force on the control piston, where 0 ⁇ s 1 ⁇ s 2 ⁇ s 3 ⁇ s 4 .
  • the third ring land is designed and arranged on the control piston such that it blocks the connection between the first working port and the inlet port, when the control piston assumes a position which lies between a position that this occupies, if the actuator exerts a minimum possible force on it, and a position s 1 , while this does not block this connection in any other position of the control piston.
  • the annular webs may be formed integrally with the control piston or be made separately sleeves, which are positively, positively, or cohesively connected to the control piston, and the control piston is designed substantially hollow cylindrical.
  • the device according to the invention is provided with a control valve, which is extended by a further fourth control position in comparison to the disclosed in the prior art 4/3 way valve.
  • the second, third and fourth control positions correspond to the three control positions of the control valve in the prior art.
  • the second control position corresponds to the de-energized state of the control valve shown in the prior art, in which pressure medium flows via the inlet connection to the first working connection, while pressure medium flows from the second connection to the outlet connection.
  • the third control position corresponds to a second state of the control valve of the prior art in which both working ports are connected neither to the inlet port nor to the drain port.
  • the fourth control position corresponds to a third state of the control valve from the prior art in which pressure medium is conducted from the inlet connection to the second working connection and pressure medium is led from the first working connection to the outlet connection.
  • the first state of the control valve of the prior art is achieved in the control valve of the inventive device for changing the timing of gas exchange valves of an internal combustion engine only after a defined displacement of the control piston relative to the valve housing. For smaller displacements or if there is no displacement, an additional (first) control position of the control valve is provided, in which neither the first nor the second working connection is connected to the inlet connection.
  • the control piston is urged by means of a spring means to the position unit-side end stop.
  • both working connections are disconnected from the inlet connection and thus both pressure chambers and both locking pins are no longer subjected to pressure medium.
  • the pressure chambers and the supply lines to the pressure chambers and the locking pins due to leakage empty.
  • the rotor is brought relative to the stator in a position in which the locking pins in the locking link due to the lack of pressure medium and the drag or alternating torques of the camshaft can intervene.
  • control valve of the device according to the invention for changing the timing of gas exchange valves of an internal combustion engine in the annular groove which connects the radial working ports with lying in the axial direction between them further connection, provided with an additional annular web, which, upon a displacement of the control piston against the force of the spring means below a certain limit, separates the first working port from the inlet port.
  • the second working connection is likewise separated from the pressure connection by the second annular web.
  • the Figures 1 and 2 show a hydraulic adjusting device 1a of a device 1 for changing the timing of gas exchange valves of an internal combustion engine.
  • the adjusting device 1a consists essentially of a stator 2 and a concentrically arranged rotor 3.
  • a drive wheel 4 is rotatably connected to the stator 2 and formed in the illustrated embodiment as a sprocket. Also conceivable are embodiments of the drive wheel 4 as a belt or gear.
  • the stator 2 is rotatably mounted on the rotor 3, wherein on the inner circumferential surface of the stator 2 in the illustrated embodiment five circumferentially spaced recesses 5 are provided.
  • the recesses 5 are bounded in the radial direction by the stator 2 and the rotor 3, in the circumferential direction of two side walls 6 of the stator 2 and in the axial direction by a first and a second side cover 7, 8. Each of the recesses 5 is sealed pressure-tight manner in this way.
  • the first and second side covers 7, 8 are connected to the stator 2 by means of connecting elements 9, for example screws.
  • each vane groove 10 On the outer circumferential surface of the rotor 3 axially extending vane grooves 10 are formed, wherein in each vane groove 10, a radially extending vane 11 is arranged. In each recess 5, a wing 11 extends, wherein the wings 11 in the radial direction on the stator 2 and in the axial direction of the side covers 7, 8 abut. Each wing 11 divides a recess 5 in two mutually opposed pressure chambers 12, 13. In order to ensure a pressure-tight abutment of the wings 11 on the stator 2, 11 leaf spring elements 15 are mounted between the groove bases 14 of the wing grooves 10 and the wings, which the wing 11 in Apply a force to the radial direction.
  • first and second pressure medium lines 16, 17, the first and second pressure chambers 12, 13 are connected via a control valve, not shown, with a likewise not shown pressure medium pump or a tank, also not shown.
  • an actuator is formed, which allows a relative rotation of the stator 2 relative to the rotor 3. It is provided that either all the first pressure chambers 12 are connected to the pressure medium pump and all second pressure chambers 13 to the tank or the exact opposite configuration. If the first pressure chambers 12 are connected to the pressure medium pump and the second pressure chambers 13 are connected to the tank, then the first pressure chambers 12 expand at the expense of the second pressure chambers 13. This results in a displacement of the wings 11 in the circumferential direction, in the direction indicated by the first arrow 21. By moving the vanes 11, the rotor 3 is rotated relative to the stator 2.
  • the stator 2 is driven by the crankshaft by means of a chain drive (not shown) acting on its drive wheel 4. Also conceivable is the drive of the stator 2 by means of a belt or gear drive.
  • the rotor 3 is non-positively, positively or materially, for example, by means of press fit or by a screw connection by means of a central screw, connected to a camshaft, not shown. From the relative rotation of the rotor 3 relative to the stator 2, as a result of the supply and discharge of pressure medium to and from the pressure chambers 12, 13, resulting in a phase shift between the camshaft and crankshaft. By selective introduction and discharge of pressure medium into the pressure chambers 12, 13, the control times of the gas exchange valves of the internal combustion engine can thus be selectively varied.
  • the pressure medium lines 16, 17 are designed in the illustrated embodiment as substantially radially arranged bores extending from a central bore 22 of the rotor 3 to the outer circumferential surface.
  • a central valve not shown, can be arranged, via which the pressure chambers 12, 13 can be selectively connected to the pressure medium pump or the tank.
  • a pressure medium distributor within the central bore 22, which connects the pressure medium lines 16, 17 via pressure medium channels and annular grooves with the terminals of an externally mounted control valve.
  • the substantially radially extending side walls 6 of the recesses 5 are provided with formations 23 which extend in the circumferential direction in the recesses 5.
  • the formations 23 serve as a stop for the wings 11 and ensure that the pressure chambers 12, 13 can be supplied with pressure medium, even if the rotor 3 occupies one of its two extreme positions relative to the stator 2, in which the wings 11 on one of the side walls. 6 issue.
  • the rotor 3 With insufficient supply of pressure medium of the device 1, for example during the starting phase of the internal combustion engine, the rotor 3 is due to the alternating and drag torque which exerts the camshaft on this uncontrolled relative to the stator 2 moves.
  • the drag torques of the camshaft urge the rotor relative to the stator in a circumferential direction opposite to the direction of rotation of the stator until they abut the side walls 6.
  • Each locking element 24 consists of a cup-shaped piston 26, which is arranged in an axial bore 25 of the rotor 3.
  • the piston 26 is acted upon by a spring 27 in the axial direction with a force.
  • the spring 27 is supported in the axial direction on the one side on a venting element 28 and is disposed with its axial end facing away from inside the pot-shaped executed piston 26.
  • a link 29 is formed such that the rotor 3 can be locked relative to the stator 2 in a position corresponding to the position during the start of the internal combustion engine.
  • the piston 26 are urged in insufficient supply of pressure medium of the device 1 by means of the springs 27 in the scenes 29.
  • means are provided to push the piston 26 with sufficient supply of the device 1 with pressure medium in the axial bores 25 and thus cancel the lock. This is usually accomplished with pressure medium, which is passed through pressure medium lines, not shown, into a recess 30, which is formed on the cover-side end face of the piston 26.
  • phase position ⁇ which corresponds to the starting position of the internal combustion engine
  • the venting element 28 is provided with axially extending grooves, along which the pressure medium can be directed to a bore in the second side cover 8.
  • FIG. 8 shows a device 101 for changing the timing of gas exchange valves of an internal combustion engine of the prior art.
  • This consists of a hydraulic actuator 102 and a control valve 103rd
  • the adjusting device 102 consists of a pressure chamber 104, which is subdivided by a displaceable element 105 into two counteracting pressure chambers 106, 107.
  • the displaceable element 105 is non-rotatably connected to the camshaft or the crankshaft, while the other component is non-rotatably connected to the pressure chamber 104.
  • the displaceable element 105 is immovably connected to two scenes 108, 109.
  • 110 and 111 respectively denotes a locking pin, wherein these are fixedly mounted to the pressure chamber 104.
  • Each link 108, 109 is each associated with a Verrieglungspin 110, 111.
  • the locking pins 110, 111 can move with the element 105 and the scenes 108, 109 may be formed in a stationary to the pressure chamber 104 component.
  • the control valve 103 consists of an actuating unit 112, a first spring element 113 and a valve body 114.
  • the actuating unit 112 may be designed, for example, in the form of an electric or hydraulic actuating unit 112. In the following, without limitation of generality, an electric actuator 112 is assumed, which is designed as an electromagnet.
  • On the valve body 114 a first working port A, a second working port B, an inflow port P and a drain port T are formed on the valve body 114.
  • the first working port A is connected via a first pressure medium line 115 the first pressure chamber 106 and the second working port B via a second pressure medium line 116 with the second pressure chamber 107 in connection.
  • the outlet connection T is connected to a pressure medium reservoir 117.
  • the inlet port P is subjected to pressure medium.
  • the first link 108 is in communication with the first pressure medium line 115.
  • the second link 109 is connected via a fourth pressure medium line 122 in connection with the second pressure medium line 116.
  • the first and second link 108, 109 are each as a groove formed, wherein the dimension thereof in the direction of movement of the movable member 105 is greater than that of the respective Verrieglungspins 110, 111. Both locking pins 110, 111 engage in the illustrated center position of the displaceable element 105 in the respective link 108, 109 and are in the direction of the movable member 105 disposed at one end of the respective groove.
  • the valve against the spring force of the first spring element 113 in a second, a third and a fourth control position 130, 131, 132 are brought. If the valve is located in the second control position 130, which is the case for low to no energization of the setting unit 112, the second working connection B is connected exclusively to the inflow connection P and the first working connection A is connected exclusively to the outflow connection T. If the valve is in the third control position 131, which is the case with low to medium energization of the setting unit 112, both working connections A, B are connected neither to the inlet connection P nor to the outlet connection T. Alternatively it can be provided that both working ports A, B are connected exclusively to the inlet port P to compensate for leakage losses. The valve is in the fourth control position 132, which at medium to maximum energization of the actuator 112 is the case, the first working port A is connected exclusively to the inlet port P and the second working port B exclusively to the drain port T.
  • the control valve 103 is brought into the second control position 130 in order to achieve an adjustment of the movable element 105 in the direction of late, characterized by the second arrow 126.
  • Pressure medium is passed from the inlet port P via the second working port B and the second pressure medium line 116 to the second pressure chamber 107.
  • 122 pressure medium is passed into the second gate 109 via the fourth pressure medium line.
  • the second locking pin 111 is urged against the force of a second spring 129 from the second link 109.
  • the first pressure chamber 106 is connected to the pressure medium reservoir 117 via the first pressure medium line 115 and the discharge port T.
  • the movable element 105 is displaced in the direction of late.
  • the first and the second gate 108, 109 are also moved late.
  • the first locking pin 110 moves within the first link 108, while the second locking pin 111 is located outside of the second link 109.
  • the control valve 103 is brought into the third control position 131. Both working ports A, B are connected neither to the supply P nor to the drain port T. there is no inflow or outflow of pressure medium to or from the pressure chambers 106, 107 instead and the phase position ⁇ is kept constant.
  • the control valve 103 is brought into the fourth control position 132.
  • Pressure medium is passed from the inlet port P via the first working port A and the first pressure medium line 115 to the first pressure chamber 106.
  • pressure medium is conducted into the first slide 108 via the third pressure medium line 121.
  • the first locking pin 110 is urged against the force of a first spring 127 from the first link 108.
  • the second pressure chamber 107 is connected via the second pressure medium line 116 and the discharge port T to the pressure medium reservoir 117.
  • the movable member 105 By the flow of pressure medium from the second Pressure chamber 107 and the inlet of pressure medium to the first pressure chamber 106, the movable member 105 is moved toward early. At the same time, the first and second scenery 108, 109 are also moved early. In this case, the second locking pin 111 moves within the second link 109, while the first locking pin 110 is located outside the first link 108.
  • the movable member 105 is moved from a position different from that in FIG FIG. 8 shown center position deviates over the center position, so locks the locking pin 110, 111, which is not acted upon with pressure medium in the respective backdrop 108, 109 a. At the same time, the other locking pin 110, 111 is acted upon by pressure medium so that it is outside the gate 108, 109.
  • the movement is limited only by the latched locking pin 110, 111.
  • the locking pins 110, 111 are arranged and the scenes 108, 109 designed such that the Verrieglungspins 110, 111 are located at the ends of the scenes 108, 109 which are furthest apart.
  • the movable element 105 is fixed relative to the pressure chamber 104.
  • the locking pins 110, 111 may be at the ends of the scenes 108, 109 that are closest to each other.
  • the first slide 108 would have to be acted upon by the second pressure medium line 116 and the second slide 109 by the first pressure medium line 115 with pressure medium. Also conceivable is an action on the scenes 108, 109 via the respective pressure chamber 106, 107, for example by means of a worm groove.
  • the actuator 112 of the control valve 103 fails, the power supply is interrupted, for example, by a defect in the electromagnet or the power connections, the control valve 103 is set in the second control position 130. As a result, the second locking pin 111 is unlocked and the camshaft is retarded relative to the crankshaft. This has the consequence that the starting and running characteristics of the internal combustion engine, which in the in FIG. 8 center position are optimal, deteriorate.
  • the schematically illustrated hydraulic adjusting device 102 may be, for example, an axial piston adjuster or a rotary piston adjuster.
  • the pressure chamber 104 corresponds to the recesses 5 FIG. 1
  • the movable member 105 the wings 11.
  • the locking pins 110, 111 may in the embodiment of FIG. 1 either in a side cover of the rotary piston adjuster or in the rotor of the rotary piston adjuster within a bore, preferably a blind hole.
  • the respective scenes 108, 109 are formed in the respective other component.
  • FIG. 4 is a device 101 according to the invention schematically, analog FIG. 8 represented. This is mostly with the in FIG. 8 shown identical, which is why the same reference numerals have been used for the same components.
  • the difference of the device 101 according to the invention is that the control valve 103 additionally has a first control position 140.
  • the first control position 140 is activated when the actuator 112 assumes a state corresponding to a low to no energization.
  • the first spring element 113 ensures in this case that the first control position 140 is reached. In this position, neither the first nor the second Working port A, B connected to the inlet port P.
  • either the first or the second working port A, B can now be connected to the discharge port T, while the respective other working port A, B does not communicate with the discharge port T.
  • the first and the second working connection A, B communicate neither with the inlet connection P nor with the outlet connection T or both working connections A, B are exclusively in connection with the outlet connection T.
  • the control valve 103 also has the in FIG.
  • the actuator 112 occupied becomes.
  • the control valve 103 automatically enters the first control position 140, wherein the switching valve 103 holds this position until the repair of the actuator 112 and their power supply.
  • the movable member 105 is moved regardless of its position on switching off the internal combustion engine due to the drag and alternating torques in the middle position due to the insufficient pressure medium supply.
  • the valve body 114 is designed substantially hollow-cylindrical, wherein in the outer circumferential surface of which are formed three axially spaced annular grooves 143, 144, 145.
  • the valve body 114 has a valve body 114 ,
  • Each of the annular grooves 143 to 145 is a port of the valve, wherein the axially outer annular grooves 143, 145, the working ports A, B and the middle annular groove 144, the inlet port P.
  • a drain port T is through an opening in an end face of the valve housing 141 executed.
  • Each of the annular grooves 143 to 145 is connected to the inner of the valve housing 141 via first radial openings 146.
  • a substantially hollow cylindrical executed control piston 142 is arranged axially displaceable.
  • the control piston 142 is acted upon by a second spring element 147 on one end face and by a push rod 148 of the setting unit 112 on the opposite end face.
  • the control piston 142 can be moved against the force of the second spring element 147 in an arbitrary position between a first and a second end stop 149, 150.
  • the control piston 142 is provided with a first and a second annular web 151, 152.
  • the outer diameter of the annular ribs 151, 152 are adapted to the inner diameter of the valve housing 141.
  • control piston 142 between the frontal end, on which engages the push rod 148, and the second annular web 152 second radial openings 146 a formed, whereby the interior of the control piston 142 is in communication with the interior of the valve housing 141.
  • the first and the second annular web 151, 152 are formed and arranged on the outer circumferential surface of the control piston 142, that control edges 153 to 156 in dependence on the position of the control piston 142 relative to the valve housing 141, a connection between the inlet port P and the working ports A, B. enables or blocks and enables or blocks a connection between the working ports A, B and the drain port T.
  • the outer diameter of the control piston 142 is in the areas between the push rod 148 and The second annular web 152 and between the first annular web 151 and the second annular web 152 are made smaller than the inner diameter of the valve housing 141.
  • a fourth annular groove 157 is formed between the first and the second annular web 151, 152.
  • a third annular rib 158 is formed within the fourth annular groove 157.
  • the outer diameter of the third annular web 158 is adapted to the inner diameter of the valve housing 141.
  • the third annular web 158 is positioned such that in the first control position 140 of the control valve 103 it blocks the connection between the feed port P and the second working port B.
  • FIG. 5a shows the first control position 140 of the control valve 103, in which the control piston 142 from the actuator 112 via the push rod 148 with a force between a minimum force F 0 and a small force F 1 ' wherein F 1 > F 0 , is applied.
  • the connection between the inlet connection P and the second working connection B is blocked by the third annular web 158 and the connection between the inlet connection P and the first working connection A through the first annular web 151.
  • connection between the second working port B and the discharge port T is blocked by means of the second annular web 152, while pressure fluid can flow from the first working port A to the discharge port T. Since the pressure medium flow to both locking pins 110, 111 and to both pressure chambers 106, 107 is blocked, no active adjustment can take place in the first control position 140. By the connection of the first pressure chamber 106 with the reservoir 11, this is emptied.
  • This control position corresponds to a configuration of the control valve 103 in which the actuator 112 is de-energized and consequently the control piston 142 by means of of the second spring element 147 is displaced to the first end stop 149, the displacement is thus zero.
  • the valve is when the actuator 112 is defective or their power supply is interrupted.
  • FIG. 5b shows the second control position 130 of the control valve 103, in which the control piston 142 is acted upon by the adjusting unit 112 via the push rod 148 with a force between a small force F 1 and an average force F 2 , wherein F 2 > F 1 .
  • the control piston 142 is displaced by a distance S 1 to S 2 from the push rod-side first end stop 149, S 2 > S 1 .
  • the first ring land 151 further blocks the connection between the first working port A and the inflow port P while still allowing pressure fluid to flow from the first working port to the drain port T.
  • the second annular rib 152 blocks the connection between the second working port B and the drain port T, while both the second and the third annular ribs 152, 158 release a connection between the inflow port P and the second working port B.
  • pressure medium is supplied via the second working port B, the second and fourth pressure medium line 116, 122 of the second pressure chamber 107 and the second link 109, whereby the second locking pin 111 is unlocked and the hydraulic adjusting device 102 retards the direction.
  • pressure medium flows from the first pressure chamber 106 via the first pressure medium line 115 to the first working port A and from there to the discharge port T.
  • FIG. 5c shows the third control position 131 of the control valve 103, in which the control piston 142 is acted upon by the adjusting unit 112 via the push rod 148 with a force between an average force F 2 and a large force F 3 , wherein F 3 > F 2 .
  • the control piston 142 is displaced by a distance S 2 to S 3 from the push rod-side first end stop 149, S 3 > S 2 .
  • the first and second annular web 151, 152 block the connections between the working ports A, B and the inlet port P and the connections between the working ports A, B and the drain port T.
  • This control position thus corresponds to a holding position in which the phase angle ⁇ between the camshaft and the crankshaft is kept constant.
  • FIG. 5d shows the fourth control position 132 of the control valve 103, in which the control piston 142 is acted upon by the adjusting unit 112 via the push rod 148 with a force between a large force F 3 and a maximum force F 4 , wherein F 4 > F 3 .
  • the control piston 142 is displaced by a distance S 3 to S 4 from the push rod-side first end stop 149, S 4 > S 3 .
  • the first ring land 151 blocks communication between the first work port A and the drain port T, while the communication between the port port P and the first work port A is released from both the first ring land 151 and the third land land 158.
  • connection between the inlet connection P and the second working connection B is blocked by the second annular web 152, while pressure medium can reach the interior of the control piston 142 and from there to the discharge connection T via the second working connection B and the second radial openings 146a.
  • the control valve 103 pressure medium from the second pressure chamber 107 via the second pressure medium line 116 to the second working port B and from there to the drain port T is passed.
  • the first pressure medium line 115 and the third pressure medium line 121 pressure medium to the first pressure chamber 106 and the first slide 108 passed.
  • the first locking pin 110 is unlocked and the hydraulic actuator 102 moves to early.
  • FIG. 6 represents the volume flow from the inlet port T to the pressure chambers 106, 107 as a function of the duty cycle of the actuator 112.
  • the actuator 112 may be supplied with a voltage, wherein either zero volts or a maximum value is applied.
  • the duty cycle indicates the proportion of the time in which the maximum value of the voltage is present at the setting unit 112. The higher the duty cycle, the higher the force exerted by the actuator 112 via the push rod 148 on the control piston 142.
  • the duty cycle is a measure of the displacement of the spool 142 within the valve housing 141 relative to the first end stop 149. In a first region in which the duty cycle lies between zero and a first value TV 1, the control valve 103 assumes the first control position 140.
  • the control valve 103 In this control position 140, the connections between the inlet connection P and the working connections A, B are blocked, the volume flow is apart from leakage flows 0.
  • the control valve 103 If the duty cycle lies between a first value TV 1 and a second value TV 2, the control valve 103 is in the second control position 130. Pressure medium can reach the second working port B from the inlet port P, while the connection between the inlet port P and the first working port A Is blocked.
  • the volumetric flow increases steadily as the duty cycle increases from a first value TV 1 to a third value TV 3, while when increasing further up to the second value TV 2 it steadily decreases and finally near the value TV 2 it is close to zero.
  • only the area between TV3 and TV2 is used for the second control position 130.
  • duty cycles which are in this range are referred to below as the hold duty ratio, the duty cycle is the volume flow almost zero.
  • This area corresponds to the third control position 131 of the control valve 103, in which both working ports A, B are not in connection with the inlet port P. If the value of the duty cycle, starting from the value TV 4, is further increased to 100%, then the volume flow from the feed port P to the pressure chamber 106, 107 initially increases steadily. The volume flow can rise steadily up to a duty factor of 100%, or, for design reasons, can go through a maximum.
  • This area corresponds to the fourth control position 132 of the control valve 103, is conducted in the pressure medium from the inlet port P to the first working port A, while the connection between the inlet port P and the second working port B is blocked.
  • the device 101 of the invention allows for intact actuator 112 locking the hydraulic actuator 102 in the center position when switching off the internal combustion engine or a positioning of the hydraulic actuator 102 such that upon restart of the internal combustion engine, the hydraulic actuator 102 is brought into the center position and locked there.
  • This has the advantage that during the starting operation, in which the device 101 is not yet sufficiently filled with pressure medium, the hydraulic adjusting device 102 is securely locked in the center position, whereby a striking of the displaceable element 105 is avoided on a side wall of the pressure chamber 104, whereby increased wear and noise is avoided.
  • the different duty cycles, in particular TV1 to TV3 and the hold duty cycle TV hold must be known to the engine control unit.
  • the hold duty ratio is determined by the engine control unit as standard and stored in a memory unit. For the determination of TV1, TV2 and TV3 two possibilities are conceivable.
  • TV1, TV2 and TV3 can be determined in direct dependence on the holding load ratio TV hold .
  • the difference angles Y 1 , Y 2 and Y 3 are stored permanently in a memory unit.
  • TV ⁇ 2 TV holding - Y ⁇ 2 .
  • TV ⁇ 3 TV holding - Y ⁇ Third
  • a second way is to have TV1 and TV2, optionally after each restart, determined by the engine control unit and store in the map.
  • the camshaft angle signals and crankshaft angle signals can be used.
  • the relative phase angle of the two waves and the temporal change of the phase position can be used for this purpose.
  • the following method can be used.
  • a ramp of duty cycle of 0% is increased.
  • the value TV1 is reached when an adjustment operation starts (at this point, one of the pressure chambers 106, 107 and a lock pin 110, 111 is pressurized and the hydraulic actuator is displaced, which can be detected via camshaft angle sensors and crankshaft angle sensors).
  • the value TV3 is reached when a maximum adjustment speed is exceeded.
  • TV2 is reached when the phase position is kept constant.
  • the determined values are then stored in a memory.
  • FIG. 7 shows a flowchart of a method for controlling the device 101 according to the invention during a stop operation of the internal combustion engine, by which the hydraulic actuator 102 is brought into a position in which it is either locked after the stop of the internal combustion engine or is in a position of them after the restart of the internal combustion engine is moved directly to the center position and locked there.
  • the phase angle ⁇ between the camshaft and the crankshaft is brought by means of the control valve 103 in a Abstellphasenlage, which differs by a defined amount X of the locking phase position ⁇ center .
  • the Abstellphasenlage is for a device 101, which is designed without compensation spring, relative to the locking phase position ⁇ center shifted towards early. The same applies to a device 101 which is equipped with a compensation spring, but whose torque is smaller than the drag torque of the camshaft.
  • the parking phase is relative to the locking phase position ⁇ center shifted late.
  • the ignition is turned off and the value of the duty cycle is set such that this phase ⁇ is held securely.
  • the duty cycle is therefore between TV 2 and 100%, in the case of a Abstellphasenlage which is relative to the Verrieglungsphasenlage ⁇ center moved late between TV 4 and TV3. This duty cycle is maintained until the speed sensors report zero speed. Thereafter, the set duty cycle is held for a certain period Y before finally the actuator 112 is kept de-energized.
  • the hydraulic actuator 102 is now, either due to the last revolution of the crankshaft, in the locked state or in a position in which it is automatically and immediately driven into the locked position either by the drag torque of the camshaft or the torque of the compensation spring when starting the internal combustion engine ,
  • FIG. 3 shows a flowchart method for starting an internal combustion engine with a device 101 according to the invention, guaranteed by the in that an already established or made during the first revolution of the crankshaft locking of the movable member 105 is held until the oil pressure within the internal combustion engine has risen to a value that is required for the safe operation of the device 101.
  • the value of the duty cycle is kept between zero% and the value TV 1.
  • Exceeds the oil pressure p the predetermined pressure the device 101 goes into controlled operation and the duty cycle is adjusted depending on the load condition of the machine between TV 3 and 100%.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
EP05018649.3A 2004-10-07 2005-08-27 Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine Active EP1653056B1 (de)

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DE102004049124A DE102004049124A1 (de) 2004-10-07 2004-10-07 Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine

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JP2002256910A (ja) * 2001-02-23 2002-09-11 Aisin Seiki Co Ltd 弁開閉時期制御装置
JP3867897B2 (ja) * 2001-12-05 2007-01-17 アイシン精機株式会社 弁開閉時期制御装置
JP4035770B2 (ja) * 2003-02-26 2008-01-23 アイシン精機株式会社 弁開閉時期制御装置

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EP1653056A2 (de) 2006-05-03
EP1653056A3 (de) 2009-05-27
CN1757884B (zh) 2011-12-21
CN1757884A (zh) 2006-04-12
KR101299749B1 (ko) 2013-08-23
KR20060052053A (ko) 2006-05-19
JP2006105154A (ja) 2006-04-20

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