EP1914395B1 - Verfahren zur Steuerung einer Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine - Google Patents

Verfahren zur Steuerung einer Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine Download PDF

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Publication number
EP1914395B1
EP1914395B1 EP08150439A EP08150439A EP1914395B1 EP 1914395 B1 EP1914395 B1 EP 1914395B1 EP 08150439 A EP08150439 A EP 08150439A EP 08150439 A EP08150439 A EP 08150439A EP 1914395 B1 EP1914395 B1 EP 1914395B1
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EP
European Patent Office
Prior art keywords
connection
control
pressure
pressure medium
working
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.)
Not-in-force
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EP08150439A
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German (de)
English (en)
French (fr)
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EP1914395A1 (de
Inventor
Marco Schmitt
Jochen Auchter
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Schaeffler Technologies AG and Co KG
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Schaeffler KG
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Publication of EP1914395A1 publication Critical patent/EP1914395A1/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
    • 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
    • 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
    • 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
    • F01L2001/34436—Features or method for avoiding malfunction due to foreign matters in oil
    • F01L2001/3444—Oil filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34459—Locking in multiple positions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34476—Restrict range locking means

Definitions

  • the invention relates to a method for controlling 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 to be able to influence the opening or closing times of the inlet or outlet valves separately, in order, for example, to adjust a defined valve overlap in a targeted manner.
  • the attitude the opening and closing times of the gas exchange valves in dependence on the current map range of the engine for example, the current speed or the current load
  • the specific fuel consumption can be lowered, the exhaust behavior positively influenced, the engine efficiency, the maximum torque and the maximum power can be increased.
  • 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 driving connection with the camshaft standing output part and a torque transmitting from the drive wheel to the output part 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 to each other. 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 a cavity with a pressure medium pump and the other are connected to the tank in hydraulic camshaft adjusters.
  • 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.
  • an axially displaceable control piston is arranged within the substantially hollow cylindrical valve housing.
  • 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 can be optionally 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.
  • 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 connection is connected to one of the two working connections and the tank connection to the other working connection or the working connections are disconnected from the inlet or outlet 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.
  • the camshaft adjuster depending on the configuration of the control valve, after failure of the actuator in one of twisted two maximum positions and held this phase position 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 propose a method by which the camshaft can be brought relative to the crankshaft in a phase position in which the hydraulic actuator is in a position in which this is either locked or in it is automatically brought into the locked position during the first revolution of the camshaft upon restart, without a piston or wing abutting an end stop. Furthermore, a method is to be proposed, whereby the adjusting device is brought into the locked position when the parking position is not locked.
  • 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 in the radial direction of 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 limited. 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.
  • 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.
  • 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 alternating moments which exerts the camshaft on the rotor 3 to a swinging back and forth of the rotor 3 and thus the wing 11 in the recesses 5, until at least one of the pressure chambers 12, 13 is completely filled with pressure medium. This leads to greater wear and noise developments in the device 1.
  • 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.
  • a center position of the wings 11 between the respective side walls 6, a locking of the hydraulic actuator 1a can be accomplished in this position by the use of two locking elements 24 and adapted scenes 29.
  • 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 to the first pressure chamber 106 and the second working port B via a second pressure medium line 116 to the second pressure chamber 107 in connection.
  • the outlet connection T is connected to a pressure medium reservoir 117.
  • the inlet port P is pressurized with 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. If the valve is in the fourth control position 132, which is the case with average to maximum current supply of the actuating unit 112, the first working port A is connected exclusively to the inflow port P and the second working port B is connected exclusively to the outflow port T.
  • the control valve 103 is brought into the second control position 130 by an adjustment of the movable element 105 in the direction of late, characterized by the second arrow 126, too to reach.
  • 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 element 105 is displaced in the direction of early.
  • the first and second scenery 108, 109 are also moved early.
  • the second locking pin 111 moves within the second gate 109, while the first locking pin 110 is outside the first link 108.
  • 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 hydraulic actuator 102 in the in FIG. 8 shown middle position and the device 101 is not supplied with sufficient pressure medium, which is the case for example when starting the internal combustion engine, then both locking pins are engaged in 110, 111 in the respective link 108, 109.
  • 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.
  • 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 is 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 is not connected to the discharge port T communicates.
  • the first and the second working port A, B communicate neither with the inlet port P nor with the outlet port T or both working ports A, B communicate exclusively with the outlet port 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.
  • FIGS. 5a to 5d show exemplarily a valve body 114 of a control valve 103 of a device according to the invention 101.
  • the valve body 114 consists of a valve housing 141 and a control piston 142.
  • the valve housing 141 is designed substantially hollow cylindrical, wherein in the Outer shell surface three axially spaced annular grooves 143, 144, 145 are formed.
  • 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. Furthermore, in the control piston 142 between the frontal end, on which engages the push rod 148, and the second annular web 152 second radial openings 146a are 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.
  • the outer diameter of the control piston 142 is made smaller in the areas between the push rod 148 and the second annular rib 152 and between the first annular rib 151 and the second annular rib 152 than the inner diameter of the valve housing 141.
  • a fourth annular groove 157 is formed between the first and the second annular rib 151, 152 .
  • a third annular ridge 158 is formed.
  • 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 is acted upon by the actuating unit 112 via the push rod 148 with a force between a minimum force and a small F 1 .
  • 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 is displaced by means of the second spring element 147 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 a middle 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 the 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 position of the control valve 103 is neither pressure means supplied to the pressure chambers 106, 107, nor can pressure fluid from the pressure chambers 106, 107 flow away.
  • 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. 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.
  • 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 hold duty ratio is determined by the engine control unit as standard and stored in a memory unit.
  • 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 the 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 stopping operation of the internal combustion engine, by which the hydraulic adjusting device 102 is brought into a position in which it is either locked or in a position after the stop of the internal combustion engine the restart of the internal combustion engine is moved directly to the center position and locked there.
  • the rotational speed n > zero.
  • 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 parking phase situation is for a device 101, which is executed without compensation spring, relative to the locking phase position ⁇ middle shifted early.
  • the parking phase is relative to the locking phase position ⁇ center shifted late. If the predetermined Abstellphasenlage is reached, 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.
  • 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 automatically 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 by either the drag torque of the camshaft or the torque of the compensation spring when starting the internal combustion engine.
  • FIG. 3 shows a flowchart of a method for starting an internal combustion engine with a device 101 according to the invention, by which it is ensured that a pre-existing or made during the first revolution of the crankshaft lock of the movable member 105 is held until the oil pressure within the internal combustion engine to a Value that is needed for safe operation of the device 101 becomes.
  • 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)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP08150439A 2004-10-07 2005-09-03 Verfahren zur Steuerung einer Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine Not-in-force EP1914395B1 (de)

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DE102004049123A DE102004049123A1 (de) 2004-10-07 2004-10-07 Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
EP05782451A EP1797285B1 (de) 2004-10-07 2005-09-03 Vorrichtung zur veränderung der steuerzeiten von gaswechselventilen einer brennkraftmaschine

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EP1914395B1 true EP1914395B1 (de) 2009-08-05

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EP05782451A Not-in-force EP1797285B1 (de) 2004-10-07 2005-09-03 Vorrichtung zur veränderung der steuerzeiten von gaswechselventilen einer brennkraftmaschine
EP08150439A Not-in-force EP1914395B1 (de) 2004-10-07 2005-09-03 Verfahren zur Steuerung einer Vorrichtung zur Veränderung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine

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DE102009009252B4 (de) 2009-02-17 2017-10-26 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller mit axialer Verschlussschraube
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CN101040102A (zh) 2007-09-19
DE502005007868D1 (de) 2009-09-17
JP2008516129A (ja) 2008-05-15
CN100529335C (zh) 2009-08-19
EP1914395A1 (de) 2008-04-23
DE502005008502D1 (de) 2009-12-24
DE102004049123A1 (de) 2006-04-13
EP1797285A1 (de) 2007-06-20
WO2006039966A1 (de) 2006-04-20
EP1797285B1 (de) 2009-11-11
KR101201609B1 (ko) 2012-11-14
KR20070100231A (ko) 2007-10-10
JP4982867B2 (ja) 2012-07-25

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