EP2198130B1 - Dispositif de réglage variable des temps de commande de soupapes d'échange des gaz d'un moteur à combustion interne - Google Patents

Dispositif de réglage variable des temps de commande de soupapes d'échange des gaz d'un moteur à combustion interne Download PDF

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Publication number
EP2198130B1
EP2198130B1 EP08786762A EP08786762A EP2198130B1 EP 2198130 B1 EP2198130 B1 EP 2198130B1 EP 08786762 A EP08786762 A EP 08786762A EP 08786762 A EP08786762 A EP 08786762A EP 2198130 B1 EP2198130 B1 EP 2198130B1
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EP
European Patent Office
Prior art keywords
pressure
pressure medium
accumulator
internal combustion
combustion engine
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.)
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Application number
EP08786762A
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German (de)
English (en)
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EP2198130A1 (fr
Inventor
Andreas Strauss
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
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Schaeffler KG
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Publication of EP2198130A1 publication Critical patent/EP2198130A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • 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
    • F01L2001/34446—Fluid accumulators for the 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
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/04—Timing control at idling
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values

Definitions

  • the invention relates to a device for variably setting the timing of gas exchange valves of an internal combustion engine having a drive element, an output element, at least one pressure chamber, a pressure medium system and a pressure accumulator, wherein the pressure chamber and the pressure accumulator communicate with the pressure medium system, wherein a phase position between the output element and the Drive element by pressure medium supply to or pressure fluid removal from the pressure chamber via the pressure medium system is changeable.
  • the device In modern internal combustion engines devices for variable adjustment of the timing of gas exchange valves are used to make the phase relation between the crankshaft and the camshaft in a defined angular range, between a maximum early and a maximum late position variable.
  • the device is integrated into a drive train, via which torque is transmitted from the crankshaft to the camshaft.
  • This drive train can be realized for example as a belt, chain or gear drive.
  • Such a device is for example from the EP 1 025 343 B1 known.
  • the device comprises two mutually rotatable rotors, wherein an outer rotor is in driving connection with the crankshaft and the Internal rotor rotatably connected to the camshaft.
  • the device comprises a plurality of pressure chambers, wherein each of the pressure chambers is subdivided by means of a wing into two counteracting pressure chambers. By supplying pressure medium to or pressure fluid removal from the pressure chambers, the wings are moved within the pressure chambers, whereby a targeted rotation of the rotors to each other and thus the camshaft is caused to the crankshaft.
  • the pressure medium inflow to, or the pressure outflow from the pressure chambers is controlled by means of a pressure medium system comprising a pressure medium pump, a tank, a control valve, and a plurality of pressure medium lines.
  • a pressure medium line connects the pressure medium pump with the control valve.
  • a pressure medium line connects one of the working ports of the control valve with the pressure chambers.
  • the pressure in the pressure medium system must exceed a certain value in each operating phase of the internal combustion engine. This is critical especially in the idling phases of the internal combustion engine, since the pressure medium pump is driven by the crankshaft and thus the system pressure increases with the speed of the internal combustion engine.
  • the system pressure provided by the pressure medium pump is further dependent on the pressure medium temperature, wherein the system pressure decreases with increasing temperature.
  • the pressure medium pump must be designed such that it provides sufficient system pressure under the most unfavorable conditions in order to ensure an adjustment of the phase position of the inner rotor to the outer rotor.
  • This adjustment which is to take place solely by the pressure medium stored in the pressure accumulator, requires a high pressure in the pressure accumulator.
  • the accumulator is thus designed so that the pressure at which the pressure accumulator is completely filled, is well above the pressure prevailing when idling the internal combustion engine in the pressure medium system. If the speed of the internal combustion engine drops, the accumulator expands before the idling speed is reached. Thus, the available pressure medium volume that can be retrieved in idle phases, too low to ensure an adjustment in these phases.
  • the US 5,775,279 A discloses a device according to the preamble of claim 1.
  • the invention has for its object to provide a device for variable adjustment of the timing of gas exchange valves of an internal combustion engine, with a functionally reliable, rapid adjustment of the timing should be ensured in each phase of the engine without having to size the pressure medium pump of the engine larger.
  • the pressure accumulator designed such that its minimum filling pressure is less than the pressure within the pressure fluid system at idle speed of the internal combustion engine.
  • the minimum filling pressure is to be understood as the system pressure at which the pressure medium volume within the pressure reservoir is at its maximum reached. At the pressure within the pressure medium system at idling speed of the internal combustion engine is to be turned off on the pressure prevailing when the internal combustion engine has reached operating temperature.
  • the device is for example, as in the prior art, in the form of a negotiategelradverstellers and has a drive element (outer rotor), which is driven for example by means of a Switzerlandstoff- or gear drive from a crankshaft of the internal combustion engine. Furthermore, an output element (inner rotor) is provided, which has a constant phase position to a camshaft, for example by means of a frictional, cohesive or cohesive connection or screw rotatably connected thereto.
  • a plurality of pressure chambers are formed, which are divided by a respective wing in two counteracting pressure chambers.
  • the wings are connected to the output element or the drive element.
  • the pressure chambers can be connected by means of a control valve with a pressure medium pump or a tank. By supplying pressure medium to or pressure fluid removal from the pressure chambers, the wings are moved within the pressure chambers, whereby the relative phase position of the output element to the drive element and thus the camshaft can be adjusted to the crankshaft changeable.
  • a device for example devices in Axialverstellerbauweise, in which an axially displaceable by pressure medium piston cooperates by means of helical gears with the output element and the drive element. Also conceivable is an embodiment in which only one of the mutually acting pressure chambers is acted upon by pressure medium, while an adjustment of the phase position in the other direction is effected by means of one or more spring elements.
  • the device has a locking mechanism which allows a mechanical, for example positive, coupling of the output element to the drive element.
  • the locking mechanism may consist of one or more rotational angle limiting devices.
  • the rotation angle limiting devices can assume a locked state in which the possible phase angles of the output element to the drive element are limited to an angular interval which is smaller than the maximum permitted by the device angular interval.
  • the rotation angle limiting device restrict the permitted phase range to a defined angular interval or a defined (gap-laden) angle. By pressurizing the rotational angle limiting devices, these can be converted into an unlocked state, in which the device has its entire angular interval available.
  • a conceivable embodiment of a rotation angle limiting device consists of an engagement element, for example a pin or a plate, and a receptacle for the engagement element.
  • the receptacle can be designed, for example, as a long groove along a section of a circular line or as a recess which is adapted to the engagement element.
  • an embodiment in the form of a stepped link in which a recess adapted to the engagement element is additionally formed within a slot.
  • the recording of the rotation angle limiting device can be acted upon via a control line, for example with one of the pressure chambers or via the control valve and additional pressure medium lines with pressure medium.
  • an accumulator which communicates with the hydraulic fluid system in particular one of the pressure medium line.
  • the pressure accumulator can open into a pressure medium line which connects the pressure medium pump with the control valve or the control valve with the pressure chambers.
  • the pressure accumulator can be designed, for example, as a spring accumulator, piston accumulator, diaphragm accumulator, bladder accumulator or disc spring accumulator.
  • the response pressure of the pressure accumulator pressure at which the filling of the pressure accumulator begins
  • pressure at which the filling of the pressure accumulator begins is selected to be smaller than the pressure within the pressure fluid system at idling speed of the internal combustion engine
  • a filling of the pressure accumulator takes place during operation of the internal combustion engine.
  • the minimum filling pressure of the accumulator also chosen smaller than the System pressure at idle speed, so the accumulator is completely filled even at idle speed with pressure medium.
  • the system pressure of the pressure medium system drops below the minimum filling pressure and the pressure accumulator begins to empty.
  • the pressure level in the fluid system of the device is maintained at a higher pressure level and an additional amount of pressure medium is provided.
  • the pressure medium pump can be designed such that its flow rate and delivery pressure at idle speed of the internal combustion engine in the presence of the operating temperature just sufficient to hold an angular position.
  • the pressure accumulator supports the adjustment.
  • the function of the device can be secured without having to interpret the pressure medium pump larger.
  • the device has a rotation angle limiting device which has a receptacle and at least one force-loaded in the direction of recording engagement element, wherein the rotation angle limiting device in a locked state in which the engagement element engages in the receptacle, the phase position of the output element limited at least to an angular range relative to the drive element, wherein the rotational angle limiting device can be converted by pressurizing the recording in an unlocked state and wherein the minimum response pressure of the pressure accumulator is greater than the minimum response pressure of the rotational angle limiting device.
  • the entire filling volume of the pressure accumulator is the system within a narrow pressure band below the pressure prevailing at idle the internal combustion engine, the pressure fluid system available.
  • the pressure fluid system comprises a control valve, a pressure medium pump and a plurality of pressure medium lines, wherein the control valve has at least one inlet port and at least one working port, wherein a first pressure medium line connects the working port with the pressure chamber, wherein a further pressure medium line the Pressure medium pump connects to the inlet port and wherein the pressure accumulator upstream of the control valve opens into the further pressure medium line.
  • the pressure accumulator communicates directly with the pressure medium pump in each operating phase of the internal combustion engine.
  • adjustment requirements can be realized both in the direction of early and late control times. For this purpose, only the appropriate control position of the control valve must be set.
  • a check valve is arranged, which allows only a pressure medium flow in the direction of the mouth position of the pressure accumulator at this point. This prevents that the pressure medium supplied by the pressure accumulator flows back to the pressure medium pump.
  • the entire pressure medium volume of the pressure accumulator is available for phase adjustment.
  • the pressure accumulator is arranged within a camshaft. This is particularly advantageous in applications where the camshaft is hollow.
  • the pressure accumulator can be used without increasing the space requirement of the internal combustion engine. Furthermore, this realizes a minimum distance between the pressure accumulator and the device and thus improves the response.
  • the volume of the pressure accumulator corresponds at least to the volume that must be supplied to the device in order to allow an adjustment which corresponds to a maximum permissible phase difference at a constant speed. This ensures that during an adjustment at idle speed sufficient pressure medium for the adjustment is available.
  • FIG. 1 an internal combustion engine 1 is sketched, wherein a seated on a crankshaft 2 piston 3 is indicated in a cylinder 4.
  • the crankshaft 2 is in the illustrated embodiment via a respective traction drive 5 with an intake camshaft 6 and exhaust camshaft 7 in combination, with a first and a second device 10 for a relative rotation between the crankshaft 2 and the camshafts 6, 7 can provide.
  • Cams 8 of the camshafts 6, 7 actuate one or more intake gas exchange valves 9a or one or more exhaust gas exchange valves 9b.
  • it may be provided to equip only one of the camshafts 6, 7 with a device 10, or to provide only one camshaft 6, 7, which is provided with a device 10.
  • FIGS. 2a and 2 B show a first embodiment of a device 10 according to the invention in longitudinal section and in a lateral plan view.
  • the device 10 has a drive element designed as an outer rotor 22 and an output element designed as an inner rotor 23.
  • the outer rotor 22 has a housing 22a and two side covers 24, 25 disposed on the axial side surfaces of the housing 22a.
  • the inner rotor 23 is designed in the form of an impeller and has a substantially cylindrically designed hub member 26, from whose outer cylindrical lateral surface extend in the illustrated embodiment, five wings 27 in the radial direction to the outside.
  • the vanes 27 are formed separately from the inner rotor 23 and arranged in vane grooves 28 formed on the hub member 26.
  • the wings 27 are acted upon by means of winged springs 27a, which are arranged between the Nutgen the vane grooves 28 and the wings 27, radially outwardly with a force.
  • a plurality of projections 30 extend radially inwardly.
  • the projections 30 are formed integrally with the peripheral wall 29.
  • the outer rotor 22 is mounted by means of radially inner circumferential walls of the projections 30 relative to the inner rotor 23 rotatably mounted on this.
  • a sprocket 21 is arranged, by means of which, via a chain drive, not shown, torque can be transmitted from the crankshaft 2 to the outer rotor 22.
  • each projection 30, is penetrated by a fastening element 32, for example a screw, which serves for the rotationally fixed fixing of the side covers 24, 25 on the housing 22a.
  • a pressure space 33 is formed between each two circumferentially adjacent projections 30.
  • Each of the pressure chambers 33 is circumferentially bounded by opposing, substantially radially extending boundary walls 34 of adjacent projections 30, in the axial direction of the side covers 24, 25, radially inwardly of the hub member 26 and radially outwardly of the peripheral wall 29.
  • In each of the pressure chambers 33 projects a wing 27, wherein the wings 27 are formed such that they rest against both the side covers 24, 25, and on the peripheral wall 29.
  • Each wing 27 thus divides the respective pressure chamber 33 into two oppositely acting pressure chambers 35, 36.
  • the inner rotor 23 is rotatable in a defined Winkelbreich to the outer rotor 22.
  • the angular range is limited in a direction of rotation of the inner rotor 23 in that the wings 27 come to rest on a respective boundary wall 34 (early stop 34a) of the pressure chambers 33.
  • the angular range in the other direction of rotation is limited by the fact that the wings 27 come to rest on the other boundary walls 34 of the pressure chambers 33, which serve as a late stop 34b.
  • the twist angle can be limited for example by means of a pin which engages in a groove.
  • the phase angle of the outer rotor 22 to the inner rotor 23 can be varied.
  • the phase position of the two rotors 22, 23 are kept constant to each other.
  • it can be provided to pressurize none of the pressure chambers 35, 36 during phases of constant phase position with pressure medium.
  • hydraulic pressure medium usually the lubricating oil of the internal combustion engine 1 is used.
  • a pressure medium system 37 which comprises a pressure medium pump 38, a tank 39, a control valve 40 and a plurality of pressure medium lines 41a, b, p.
  • the control valve 40 has an inlet connection P, a tank connection T and two working connections A, B.
  • the first pressure medium line 41a connects the first working connection A with the first pressure chambers 35.
  • the second pressure medium line 41b connects the second working connection B with the second pressure chambers 36.
  • the third pressure medium line 41 p connects the pressure medium pump 38 with the inlet port P.
  • the pressure medium lines 41 a, b extend in the inner rotor 23. These can, for example be formed as bores or radially extending grooves in the axial side surfaces.
  • the pressure medium line 41 a, b additional hydraulic fluid paths which connect the control valve 40 with the formed on the inner rotor 23 holes or grooves.
  • Pressure medium conveyed by the pressure medium pump 38 is supplied to the control valve 40 via the third pressure medium line 41p, in which a check valve 42 is arranged.
  • the third pressure medium line 41 p with the first pressure medium line 41 a, the second pressure medium line 41 b or with both or none of the pressure medium lines 41 a, b connected.
  • the wings 27 are displaced in the direction of the late stop 34b, whereby a rotational movement of the inner rotor 23 to the outer rotor 22 opposite to the direction of rotation of the device 10 is achieved.
  • the pressure medium pump 38 When designing the pressure medium pump 38, it must be taken into account that the pressure provided within the pressure medium system 37 in each operating state of the internal combustion engine 1 is sufficient to ensure a phase adjustment. Since the pressure medium pump 38 is driven by the crankshaft 2, the pressure provided, or the pressure fluid volume flow provided depends on the speed of the internal combustion engine 1. Thus, the pressure conditions at low speeds, especially at idle the internal combustion engine 1, must be considered.
  • the pressure medium volume provided by the pressure medium pump 38 may not be sufficient to carry out this adjustment request at the desired adjustment speed.
  • An initial adjustment of the phase position between the inner rotor 23 and the outer rotor 22 leads to a pressure drop in the pressure medium system 37, under the pressure that usually prevails at idling speed.
  • the desired phase position can not be set or not fast enough and the performance parameters of the internal combustion engine 1, such as provided torque or raw emissions, deteriorate.
  • the pressure medium pump 38 must be dimensioned larger, whereby the space requirement, the cost and the fuel consumption of the internal combustion engine 1 are increased.
  • regulated pressure medium pumps 38 can be used, whereby, however, the costs and the control effort are further increased.
  • a pressure accumulator 43 is provided. In the illustrated embodiment, this opens between the check valve 42 and the control valve 40 in the third pressure medium line 41 p.
  • FIG. 3 shows a possible embodiment of a pressure accumulator 43, in the form of a spring accumulator. It would also be conceivable to use other pressure accumulators 43 memory. It would also be conceivable to use other pressure accumulators 43, for example piston, bladder or diaphragm accumulators.
  • the pressure accumulator 43 comprises a pressure vessel 44, which communicates via an opening 45 with the third pressure medium line 41 p.
  • a pressure piston 46 is arranged within the pressure vessel 44.
  • On the pressure piston 46 acts on the one hand, a force that exerts the pressure medium from the third pressure medium line 41 p on this. This force urges the pressure piston 46 within the pressure vessel 44 away from the opening 45.
  • a spring 47 is provided which urges the pressure piston 46 in the direction of the opening 45. The spring force increases with the distance of the pressure piston 46 to the opening 45.
  • the plunger 46 may assume any position between two stops 48a, b depending on the forces acting thereon.
  • the pressure piston 46 is cup-shaped, wherein on a cylindrical outer surface, a sealing element 49 is arranged, which largely prevents a pressure medium flow between the front and the back of the pressure piston 46. Pressure medium, which has nevertheless penetrated into the space of the spring 47, can be removed via a vent opening 50 in the tank 39.
  • the spring 47 is installed under prestress in the pressure accumulator 43.
  • the pressure piston 46 is in the pressure-free state of the third pressure medium line 41 p on the opening side (first) stop 48 a ( FIG. 3 , upper section). Due to the bias of the spring 47, this state is maintained with increasing pressure until the pressure in the third pressure medium line 41p exceeds a first pressure value (minimum response pressure) at which the pressure piston 46 just does not lift off the first stop 48a.
  • the pressure piston 46 is displaced against the force of the spring 47 in the direction of the vent side (second) stop 48 b, wherein the pressure piston 46 at a certain second pressure value (minimum filling pressure ) comes in contact with the second stop 48b ( FIG. 3 , lower section).
  • the pressure accumulator 43 is filled with pressure medium.
  • the maximum filling volume of the pressure accumulator 43 is the volume difference of the pressure medium present in the pressure accumulator 43 between the maximum and minimum distance of the pressure piston 46 from the first stop 48a.
  • the spring force acting on the pressure piston 46 increases due to the deflection of the spring 47 with increasing displacement of the pressure piston 46 in the direction of the second end stop 48b.
  • the spring 47 and the surface of the pressure piston 46, on which the pressure medium can act, are designed such that the minimum filling pressure of the pressure accumulator 43 is below the pressure prevailing in the third pressure medium line 41 p at idling of the internal combustion engine 1, wherein the Pressure is turned off, which is present at the normal operating temperature of the internal combustion engine 1.
  • the accumulator 43 is completely filled with pressure medium during the idling phases of the internal combustion engine 1.
  • the pressure in the pressure medium system 37 drops below the pressure which usually prevails during the idling phase until the minimum filling pressure of the pressure accumulator 43 is reached. If this pressure value is reached, the pressure accumulator 43 provides the stored pressure medium volume. The system pressure is kept constant or decreases more slowly. At the same time, the pressure medium system 37 is provided with an additional pressure medium volume, namely the filling volume of the pressure accumulator 43. In this case, the check valve prevents 42, this volume can flow back to the pressure medium pump 38.
  • the optimum phase angle of the inner rotor 23 to the outer rotor 22 is dependent on the one hand by the current speed of the internal combustion engine 1, on the other hand by the applied load. At each speed of the internal combustion engine 1, the optimum phase positions is in an angular range which is dependent on the present speed. The optimum phase angle within this range is determined by the applied load.
  • the filling volume of the pressure accumulator 43 corresponds to the volume that must be supplied to the device 10 to the largest possible Phase shift within the largest range at a constant speed. At least the filling volume of the pressure accumulator 43 must correspond to the volume which has to be supplied to the device 10 in order to carry out the largest possible phase jump within the range valid for the idling speed.
  • a locking mechanism 51 is provided which establishes a mechanical connection between the two rotors 22, 23.
  • the locking position is selected such that the wings 27 are in the locked state of the device 10 in a position between the early stop 34a and the late stop 34b.
  • the locking mechanism 51 in this embodiment consists of a first and a second rotational angle limiting device 52, 53.
  • each of the rotational angle limiting devices 52, 53 comprises an axially displaceable engagement element, which in the specific embodiment is formed as a pin 54.
  • Each of the pins 54 is received in a bore of the inner rotor 23.
  • other engagement elements can be used, such as plates.
  • receptacles 55 in the form of circumferential grooves are formed in the first side cover 24. These are in FIG. 2a indicated in the form of broken lines.
  • Each of the pins 54 is acted upon by a spring element 56 with a force in the direction of the first side cover 24. If the inner rotor 23 to the outer rotor 22 a position in which a pin 54 in the axial direction of the associated receptacle 55 faces, so this is forced into the receptacle 55 and the respective rotational angle limiting device 52, 53 transferred from an unlocked to a locked state.
  • the receptacle 55 of the first rotational angle limiting device 52 is designed such that the phase position of the inner rotor 23 is limited to the outer rotor 22, with locked first rotational angle limiting device 52 to a range between a maximum early and the locking position.
  • the pin 54 of the first rotational angle limiting device 52 abuts against a stop formed circumferentially by the retainer 55, thereby preventing further displacement in the direction of later timing.
  • the receptacle 55 of the second rotation angle limiting device 53 is designed such that when the second rotation angle limiting device 53 is locked, the phase angle of the inner rotor 23 to the outer rotor 22 is limited to a range between a maximum retarded position and the locking position.
  • both rotational angle limiting devices 52, 53 in the locked state so a rotationally fixed mechanical coupling between the inner rotor 23 and the outer rotor 22 is made.
  • the minimum response pressure of the accumulator 43 can be made greater than the pressure required to transfer the rotational angle limiting devices 52, 53 to the unlocked state.
  • the invention can also be used in an embodiment in which the rotational angle limiting devices 52, 53 are acted upon by means of a separate control line with pressure medium, which does not communicate with the pressure chambers 35, 36, but is directly connected to an additionally formed on the control valve 40 control port.
  • FIG. 4 shows a further embodiment of a device 10.
  • the inner rotor 23 in a defined phase position preferably in the maximum early or maximum retardation of the inner rotor 23 to the outer rotor 22, middle Positions are also conceivable
  • the receptacle 55 is not formed here as a groove in the circumferential direction, but as a recess which is adapted to the pin 54.

Landscapes

  • 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)

Claims (7)

  1. Dispositif (10) d'ajustement variable des instants d'actionnement de soupapes (9a, b) de renouvellement des gaz d'un moteur à combustion interne (1), présentant :
    - un élément d'entraînement (22), un élément entraîné (23), au moins une chambre sous pression (35, 36), un système (37) de fluide sous pression et un réservoir sous pression (43),
    la chambre sous pression (35, 36) et le réservoir (43) sous pression communiquant avec le système (37) de fluide sous pression,
    - le déphasage entre l'élément entraîné (23) et l'élément d'entraînement (22) pouvant être modifié par apport de fluide sous pression ou évacuation de fluide sous pression de la chambre sous pression (35, 36) par l'intermédiaire du système (37) de fluide sous pression,
    le dispositif (10) présentant un dispositif (52, 53) de limitation de l'angle de rotation qui présente un logement (55) et au moins un élément d'engagement (54) sollicité par une force en direction du logement (55),
    le dispositif (52, 53) de limitation de l'angle de rotation limitant le déphasage de l'élément entraîné (23) par rapport à l'élément d'entraînement (22) à au moins une plage angulaire lorsqu'il est dans un état verrouillé dans lequel l'élément d'engagement (54) est engagé dans le logement (55),
    le dispositif (52, 53) de limitation de l'angle de rotation pouvant être passé dans un état déverrouillé en appliquant du fluide sous pression dans le logement (55),
    caractérisé en ce que
    le réservoir sous pression (43) est conçu de telle sorte que sa pression minimale de remplissage est inférieure à la pression qui règne à l'intérieur du système (37) de fluide sous pression lorsque le moteur à combustion interne (1) tourne au ralenti et
    en ce que la pression minimale de réponse du réservoir sous pression (43) est supérieure à la pression minimale de réponse du dispositif (52, 53) de limitation de l'angle de rotation.
  2. Dispositif (10) selon la revendication 1, caractérisé en ce que le système (37) de fluide sous pression présente une soupape pilote (40), une pompe (38) à fluide sous pression et plusieurs conduits (41a, b, p) de fluide sous pression, la soupape pilote (40) présentant au moins un raccordement d'entrée (P) et au moins un raccordement de travail (A, B), un premier conduit (41a, b) de fluide sous pression reliant le raccordement de travail (A, B) à la chambre sous pression (35, 36), un autre conduit (41p) de fluide sous pression reliant la pompe (38) à fluide sous pression au raccordement d'entrée (P) et le réservoir sous pression (43) débouchant dans l'autre conduit (41p) de fluide sous pression en amont de la soupape pilote (40).
  3. Dispositif (10) selon la revendication 1, caractérisé en ce qu'une soupape anti-retour (42) est disposée dans le système (37) de fluide sous pression en amont de la position en laquelle le réservoir sous pression (43) débouche dans le système (37) de fluide sous pression, la soupape anti-retour admettant en cet emplacement uniquement un débit de fluide sous pression en direction de la position où débouche le réservoir sous pression (43).
  4. Dispositif (10) selon la revendication 1, caractérisé en ce que le réservoir sous pression (43) est disposé à l'intérieur d'un arbre à cames (6, 7).
  5. Dispositif (10) selon la revendication 1, caractérisé en ce que le volume du réservoir sous pression (43) correspond au moins au volume qui doit être amené au dispositif (10) pour permettre un déplacement qui correspond à un déphasage maximal admissible à un régime de rotation.
  6. Dispositif (10) selon la revendication 1, caractérisé en ce que la pression minimale de remplissage du réservoir sous pression (43) est inférieure à 1 bar.
  7. Dispositif (10) selon la revendication 1, caractérisé en ce que la pression minimale de réponse du réservoir sous pression (43) est supérieure à 0,3 bar.
EP08786762A 2007-08-31 2008-08-01 Dispositif de réglage variable des temps de commande de soupapes d'échange des gaz d'un moteur à combustion interne Active EP2198130B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007041552A DE102007041552A1 (de) 2007-08-31 2007-08-31 Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
PCT/EP2008/060142 WO2009027178A1 (fr) 2007-08-31 2008-08-01 Dispositif de réglage variable des temps d'ouverture et de fermeture de soupapes d'échange des gaz d'un moteur à combustion interne

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EP2198130A1 EP2198130A1 (fr) 2010-06-23
EP2198130B1 true EP2198130B1 (fr) 2011-01-26

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US (1) US7874274B2 (fr)
EP (1) EP2198130B1 (fr)
JP (1) JP2010537120A (fr)
CN (1) CN101802350B (fr)
AT (1) ATE497090T1 (fr)
DE (2) DE102007041552A1 (fr)
WO (1) WO2009027178A1 (fr)

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Publication number Publication date
EP2198130A1 (fr) 2010-06-23
US7874274B2 (en) 2011-01-25
DE502008002507D1 (de) 2011-03-10
DE102007041552A1 (de) 2009-03-05
ATE497090T1 (de) 2011-02-15
CN101802350B (zh) 2012-07-04
CN101802350A (zh) 2010-08-11
US20090056656A1 (en) 2009-03-05
WO2009027178A1 (fr) 2009-03-05
JP2010537120A (ja) 2010-12-02

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