EP2220344B9 - Stratégie de gestion moteur pour dispositif hydraulique de réglage d'arbre à cames à verrouillage central mécanique - Google Patents

Stratégie de gestion moteur pour dispositif hydraulique de réglage d'arbre à cames à verrouillage central mécanique Download PDF

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Publication number
EP2220344B9
EP2220344B9 EP08849551.0A EP08849551A EP2220344B9 EP 2220344 B9 EP2220344 B9 EP 2220344B9 EP 08849551 A EP08849551 A EP 08849551A EP 2220344 B9 EP2220344 B9 EP 2220344B9
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EP
European Patent Office
Prior art keywords
locking
rotor
camshaft adjuster
engine
centre
Prior art date
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Application number
EP08849551.0A
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German (de)
English (en)
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EP2220344A1 (fr
EP2220344B1 (fr
Inventor
Michael Busse
Lutz Witthöft
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34463—Locking position intermediate between most retarded and most advanced positions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34466—Locking means between driving and driven members with multiple locking devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34469—Lock movement parallel to camshaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/01—Starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/03—Stopping; Stalling
    • 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
    • F01L2820/04—Sensors
    • F01L2820/041—Camshafts position or phase sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation

Definitions

  • the invention relates to an engine control strategy for a hydraulic camshaft adjuster with mechanical center lock, in particular a hydraulic camshaft adjuster according to vane-type principle, having the features of the preamble of claim 1.
  • Camshafts of internal combustion engines are usually driven by a chain or a toothed belt of crankshafts and thereby continuously adjusted in a closed loop, with typical adjustment ranges are at 40 ° to 60 ° crank angle.
  • To be set crank angle are stored in maps.
  • Adjustments are made z. B. hydraulic, fed from the engine oil circuit via an electrically operated control valve and allow optimized valve timing on the parameters engine load and speed. Depending on the engine concept and the number of adjusters so a significant reduction in fuel consumption and exhaust emissions and an increase in power and torque can be achieved.
  • Camshafts and rotors of a hydraulic camshaft adjuster fixedly connected therewith tend to oscillate acoustically in the non-hydraulically clamped state due to alternating torques on the camshaft. This oscillation can be prevented with a mechanical connection from rotor to stator and thus to the crankshaft.
  • a known such mechanical connection is that in the middle, ie between the end stops LATE and EARLY locked camshaft adjuster.
  • Two in the rotor axially displaceable locking piston also known under the name pin, can be pressed by spring force in a locking link, which is housed opposite in an axially arranged locking cover, which is bolted to the stator and rotatably lock rotor and stator together.
  • Unlocking is done hydraulically by means of oil pressure from the lubrication circuit of the motor, which is steered by controlled actuation of a solenoid valve with power to the locking piston and this moves axially from the locking link into the rotor, so that the rotor and stator are rotatable to each other.
  • Non-hydraulically clamped conditions are typical of engine start-up, where the low speed of the oil pump and correspondingly low oil pressure in the engine's lubrication circuit may not be sufficient for oil pressure holding the position from rotor to stator. While the engine speed is ramping up, friction moments on the camshafts opposite their direction of rotation will result in central locking when the camshaft phaser rotor is turned off between center lock position (MVP) and EARLY end stop. However, if the rotor of the camshaft adjuster is switched off between LATE limit stop and MVP during engine stop, its adjustment is effected by friction moments exclusively in the LATE direction and the MVP can not be reached by the rotor without sufficient oil pressure.
  • MVP center lock position
  • the US 6,450,137 B2 discloses a camshaft phaser whose rotor can be hydraulically pressed relative to the stator either to the EARLY endstop or the LATCH endstop.
  • An electric control valve alternately switches to oil under pressure from a pump and a non-pressurized return to an oil reservoir alternately to the EARLY end stop or the LATCH end stop.
  • the electric control valve is adjusted by a control device.
  • the rotor is to be mechanically rotated from the crankshaft to the stator at engine start so that the rotor locks centrally with the stator can be.
  • the US 6,684,835 B2 discloses a hydraulic camshaft adjuster, the center locking is done when stopping the engine.
  • An electronic control unit detects a signal that is generated when stopping the engine and signals that reflect the state of Stator relative to the rotor.
  • An electric control valve has 5 ports, one port of which receives oil flow to the solenoid valve from the engine's lubricating oil circuit, one port chamber A connects the control valve and chambers A of the camshaft phaser, one port chamber B connects the solenoid valve to chambers B of the camshaft phaser, a port pin connects the solenoid valve to all the locking pistons in the phaser and a port tank connects the oil drain from the solenoid valve to the engine's lubricating oil circuit so that this prior art phaser has separate oil lines to each of the chambers A, chambers B and all the interlock pistons disclosed.
  • Hydraulic locking of the camshaft phaser in the MVP can be achieved by using an oil temperature suitable for the operation of the engine and the engine control unit can ignite the engine immediately, the required size for this strategy being the angular position of the engine Rotor in camshaft adjuster is in front of signal "ignition off” and no additional measuring technology is required compared to conventional motors.
  • US 6,684,835 B2 Before the center lock the chambers A, chambers B and the pins are depressurized by the solenoid valve and the locking in the middle of the stator and rotor should be done by spontaneous movements of the camshaft, which rotate the rotor in a suitable position to the stator.
  • the object of the invention is to provide an engine control strategy for a hydraulic camshaft adjuster with which a center lock is controlled and vibration-free.
  • a motor control strategy for hydraulic camshaft adjuster with mechanical center locking in particular hydraulic camshaft adjuster according to the vane principle, with the features of claim 1.
  • Advantageous embodiments of the invention are illustrated in the subclaims.
  • a motor control strategy is proposed for a hydraulic camshaft adjuster with mechanical center locking with at least one rotor and a stator, between which hydraulically loadable chambers A and chambers B are provided for controllable rotation of the rotor and stator relative to each other.
  • At least two locking pistons axially displaceably mounted in the rotor can be pressed by spring force into a locking slot for the mechanical center locking of the rotor and stator.
  • a hydraulic system is provided with at least one respective oil line to the chamber A, the chamber B and the locking piston of at least one electrically controllable solenoid valve, wherein the locking piston can be acted upon by controlled energizing the solenoid valve so that they can be pressed out of the locking link to the mechanical Decoupling of rotor and stator.
  • At least one engine control unit which receives at least one signal "ignition off” and at least one signal to the current angular position of the camshaft adjuster when the engine is shut down, compares the angular position with comparison values stored in the engine control unit, forms control commands therefrom and delivers them to the electric solenoid valve.
  • the comparison values stored in the engine control unit are subdivided into four zones and, in a zone aN in which the rotor of the camshaft adjuster has an angle ⁇ ⁇ to the MVP in the LATE direction, the solenoid valve is fully energized in order to move the rotor of the camshaft adjuster in the direction of EARLY and switching the locking pistons to tank for locking in MVP, in a zone A R in which the rotor of the camshaft adjuster has an angle ⁇ to the MVP in the LATE direction, the solenoid valve is initially de-energized to drive the rotor of the phaser in the LATE direction To adjust the zone ON and then fully energized the solenoid valve to move the rotor of the camshaft adjuster back to EARLY and the locking piston to tank switch for locking in MVP, in a zone Br, in which the rotor of the camshaft adjuster an angle ⁇ to MVP toward early, the solenoid valve initially vol l energized to the rotor
  • the locking takes place hydraulically controlled up to the MVP at any time, so that the rotor controlled in the MVP and there can be done locking without acoustic abnormalities and without additional loads on timing gear, camshafts and subsequent components due to vibrations in the non-clamped state of the camshaft adjuster.
  • the use of the residual oil pressure at engine stop allows the lock in MVP independent of the angular position of the rotor in the camshaft adjuster at idle speed before engine stop.
  • a z. B. designed as a hydraulic oil pressure accumulator energy storage for locking the rotor of the camshaft adjuster, which is chargeable in engine operation and can be activated in case of insufficient oil pressure for an adjustment during the engine shutdown to support.
  • the angular position of the camshaft adjuster at engine start with extremely low engine speed can only be determined with locking in MVP during engine start.
  • axial multi-grid locking is provided for further accelerated locking of the rotor to the stator, wherein at angular positions in idle between LATEN and center locking position with sufficient engine oil pressure, the mechanical center lock during a motor stop Even without axial multiple grid locking works with a slightly greater locking time.
  • a hydraulic camshaft adjuster 1 comprises a rotor 2 and a stator 3, between which a plurality of chambers A separated by wings 4 and chambers B are provided uniformly distributed over the circumference.
  • Rotor 2 is rotatable with respect to stator 3.
  • the wings 4 mounted in the rotor 2 interact with evenly distributed over the inner circumference of the stator 3 early and late attacks 5 together.
  • axially displaceably mounted locking piston 6 - 10 are provided, which can be pressed by means of springs (not shown) in a locking link of the stator 3 for a secured against rotation connection of rotor 2 and stator 3 in MVP.
  • a sprocket 11 is provided over the entire circumference of the stator 3 for a leading to a crankshaft chain (not shown).
  • an electrically controllable solenoid valve (not shown) performs an oil line 12 from a port A to the chambers A, an oil line 13 from a port B to the chambers B and an oil line 14 from a port pins to the locking piston 6 - 10, by means of Oil pressure can be unlocked from the port pins are.
  • the solenoid valve is pressurized with oil by a pump (not shown). Via a return (not shown), oil can flow out of the solenoid valve into a tank without pressure.
  • Fig. 2 The electrically controlled solenoid valve is divided into three areas plotted on the abscissa of the graph: stop 1 for engine stop strategy for LATE shift, work area for cruise control during engine operation, and stop II for engine stop strategy for shift toward EARLY. All locking pistons 6 - 10 are in the Stop I and Stop II ranges on the tank so that the rotor can lock the phaser on engine stop in MVP. The oil pressure in the lines to the locking pistons 6 - 10 is in the range stop I: 0 ... 0.5 bar, in the working range> 0.5 bar and in the stop II range: 0.5 ...
  • Locking pistons 6, 7 are completely unlocked in the design according to example only above 0.5 bar for adjustment and controllability of the camshaft adjuster 1 in the entire angular range.
  • other locking springs for the locking pistons 6 - 10 other locking piston masses, locking piston surfaces, etc., there are correspondingly different oil pressure limits.
  • the rotor 2 of the camshaft adjuster 1 can not be adjusted via MVP, since the locking pistons 6 - 10 are connected to the tank and can thus lock when passing through the MVP.
  • Zone A N is a neutral zone in the chamber A. If the rotor 2 is in the zone A N , its distance extends to the MVP in order to lock the locking pistons 6 - 10 securely in the locking slots in the event of a pressure drop in the oil line 14. When the rotor 2 is in the zone A R , its distance ⁇ in the direction of late to the MVP is too small to lock the locking pistons 6 - 10 securely in the locking slots when there is a pressure drop in the oil line 14, so that the rotor 2 remains rotatable to the stator 3.
  • the angle ⁇ can 8 ° - 12 °, z. B. 10 °.
  • the rotor 2 When the rotor 2 is in the zone B N , its distance extends up to the MVP, in order to lock the locking pistons 6 - 10 securely in the locking slots when there is a pressure drop in the oil line 14, and if the rotor 2 is in the zone B R , is the distance ⁇ in the direction of EAR until the MVP is too small to lock in the oil passage 14, the locking piston 6 - 10 safely in the locking slots, so that the rotor 2 remains rotatable to the stator 3.
  • the angle ⁇ can 6 ° - 10 °, z. B. 8 °, where ⁇ > ⁇ , since friction torques act on the camshaft in LATE direction and thus adjusting speeds in the direction of LATE are generally greater.
  • Fig. 4 The lockout operation during an engine shutdown is timed during normal engine operation at idle speed as follows: The driver turns off the engine and an "ignition off" signal is forwarded to the engine control unit. The engine control unit evaluates the current angular position of the rotor 2 in the camshaft adjuster 1 and compares this with the stored zone definitions. Depending on the detected zone, the engine control unit dispenses one of the specified duty cycles (TV) to the solenoid valve.
  • TV specified duty cycles
  • TV 100%, range: stop II
  • the locking of the rotor 2 with the stator 3 in MVP with decreasing speed is done using the residual oil pressure in the engine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (5)

  1. Procédé de commande d'un déphaseur d'arbre à cames hydraulique (1) comprenant un verrouillage central mécanique avec au moins un rotor (2) et un stator (3), entre lesquels sont prévues des chambres A et des chambres B pouvant être sollicitées de manière hydraulique, pour la rotation commandable du rotor (2) et du stator (3) l'un par rapport à l'autre, au moins deux pistons de verrouillage (6 - 10) montés de manière déplaçable axialement dans le rotor (2), qui peuvent être pressés élastiquement dans une coulisse de verrouillage pour le verrouillage central mécanique du rotor (2) et du stator (3), au moins un système hydraulique avec au moins une conduite d'huile respective (12 - 14) allant à la chambre A, à la chambre B et aux pistons de verrouillage (6 - 10) d'au moins une électrovanne à commande électrique, les pistons de verrouillage (6 - 10) pouvant être sollicités par l'alimentation électrique commandée de l'électrovanne de telle sorte qu'ils puissent être pressés hors de la coulisse de verrouillage en vue de séparer le rotor (2) et le stator (3), au moins un appareil de commande de moteur, qui, lors de l'arrêt du moteur, reçoit un signal "arrêt d'allumage" et reçoit au moins un signal indiquant la position angulaire actuelle du déphaseur d'arbre à cames (1), compare la position angulaire avec au moins une définition de zone consignée dans l'appareil de commande du moteur, forme à partir de celle-ci des ordres de commande et les envoie à l'électrovanne électrique, caractérisé en ce que dans une zone (AN), dans laquelle le rotor (2) du déphaseur d'arbre à cames (1) présente un angle ≥ α par rapport à la position de verrouillage central dans le sens d'un RETARD, l'électrovanne est complètement alimentée en courant, afin de déplacer le rotor (2) du déphaseur d'arbre à cames (1) dans le sens d'une AVANCE, et de commuter les pistons de verrouillage (6 - 10) vers le réservoir en vue du verrouillage dans la position de verrouillage central, dans une zone (AR), dans laquelle le rotor (2) du déphaseur d'arbre à cames (1) présente un angle < α par rapport à la position de verrouillage central dans le sens d'un RETARD, l'électrovanne est d'abord non alimentée en courant, afin de déplacer le rotor (2) du déphaseur d'arbre à cames (1) dans le sens d'un RETARD dans la zone (AN), et ensuite l'électrovanne est complètement alimentée en courant, afin de déplacer à nouveau le rotor (2) du déphaseur d'arbre à cames (1) dans le sens d'une AVANCE et de commuter les pistons de verrouillage (6 - 10) vers le réservoir en vue du verrouillage dans la position de verrouillage central, dans une zone (BR), dans laquelle le rotor (2) du déphaseur d'arbre à cames (1) présente un angle < β par rapport à la position de verrouillage central dans le sens de l'avance, l'électrovanne est d'abord complètement alimentée en courant, afin de déplacer le rotor (2) du déphaseur d'arbre à cames (1) dans le sens d'une AVANCE dans une zone (BN) dans laquelle le rotor (2) du déphaseur d'arbre à cames (1) présente un angle ≥ β par rapport à la position de verrouillage central, et ensuite la vanne de commande n'est pas alimentée en courant, afin de déplacer le rotor (2) du déphaseur d'arbre à cames (1) dans le sens d'un RETARD et de commuter les pistons de verrouillage (6 - 10) vers le réservoir en vue du verrouillage dans la position de verrouillage central, dans la zone (BN) la vanne de commande n'est pas alimentée en courant afin de déplacer le rotor (2) du déphaseur d'arbre à cames (1) dans le sens d'un RETARD et de commuter les pistons de verrouillage (6 - 10) vers le réservoir en vue du verrouillage dans la position de verrouillage central.
  2. Procédé selon la revendication 1, caractérisé en ce que le déphaseur d'arbre à cames (1) peut être verrouillé dans la position de verrouillage central lors du démarrage du moteur, le verrouillage lors du démarrage du moteur s'effectuant avec un taux d'impulsion TV = 0 % ou TV = 100 %, en fonction de la zone (AN), (AR), ou (BN), (BR) dans laquelle se trouve le rotor (2) du déphaseur d'arbre à cames (1) avant le signal "arrêt d'allumage".
  3. Procédé selon la revendication 1, caractérisé en ce que le verrouillage du rotor (2) du déphaseur d'arbre à cames (1) a lieu dans la position de verrouillage central dans le cas d'une diminution du régime à chaque fois en utilisant la pression d'huile résiduelle dans le moteur.
  4. Procédé selon la revendication 1, caractérisé en ce que l'on prévoit à titre auxiliaire un accumulateur d'énergie pour le verrouillage du rotor (2) du déphaseur d'arbre à cames (1).
  5. Procédé selon la revendication 1, caractérisé en ce que l'on prévoit pour le verrouillage central mécanique du rotor (2) avec le stator (3) un verrouillage à cliquet multiple axial.
EP08849551.0A 2007-11-15 2008-10-27 Stratégie de gestion moteur pour dispositif hydraulique de réglage d'arbre à cames à verrouillage central mécanique Active EP2220344B9 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007054547A DE102007054547A1 (de) 2007-11-15 2007-11-15 Motorsteuerstrategie für hydraulischen Nockenwellenversteller mit mechanischer Mittenverriegelung
PCT/EP2008/064542 WO2009062839A1 (fr) 2007-11-15 2008-10-27 Stratégie de gestion moteur pour dispositif hydraulique de réglage d'arbre à cames à verrouillage central mécanique

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KR (1) KR101468260B1 (fr)
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DE (1) DE102007054547A1 (fr)
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Publication number Publication date
EP2220344A1 (fr) 2010-08-25
WO2009062839A1 (fr) 2009-05-22
EP2220344B1 (fr) 2012-03-28
DE102007054547A1 (de) 2009-05-20
KR20100096089A (ko) 2010-09-01
KR101468260B1 (ko) 2014-12-02
CN101883914B (zh) 2012-11-07
CN101883914A (zh) 2010-11-10
US20100241338A1 (en) 2010-09-23
ATE551505T1 (de) 2012-04-15
US8342144B2 (en) 2013-01-01

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