EP2966272B1 - Dispositif de commande pour calage de distribution a guidage de direction pour un verrouillage en position mediane et retour de torsion de came - Google Patents
Dispositif de commande pour calage de distribution a guidage de direction pour un verrouillage en position mediane et retour de torsion de came Download PDFInfo
- Publication number
- EP2966272B1 EP2966272B1 EP15175428.0A EP15175428A EP2966272B1 EP 2966272 B1 EP2966272 B1 EP 2966272B1 EP 15175428 A EP15175428 A EP 15175428A EP 2966272 B1 EP2966272 B1 EP 2966272B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- oil
- control valve
- chamber
- valve
- rotor
- 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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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
- F01L2001/34453—Locking means between driving and driven members
- F01L2001/34456—Locking in only one position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- 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
- F01L2001/34469—Lock movement parallel to camshaft axis
Definitions
- the invention relates to a valve timing control device, namely a camshaft adjuster for an internal combustion engine.
- One embodiment of the present invention relates to a valve timing control device or cam phaser of an internal combustion engine, wherein the phaser is adapted to automatically position itself to its center locked position without resorting to electronic control.
- At least one embodiment of the present invention also relates to a phaser designed to use cam torque to recirculate oil to assist in the oil pressure in placing the rotor to its center locked position.
- a typical internal combustion engine requires that a crankshaft drive a drive wheel using a chain or drive belt.
- a stator is connected to the drive wheel in a torsionally rigid manner. The stator is therefore drive-connected to the crankshaft by means of this drive element and drive wheel.
- a corresponding rotor engages with the stator and is connected to the camshaft in a torsionally rigid manner.
- the camshaft has cams that slide against gas exchange valves to open them. By turning the camshaft The opening and closing times of the gas exchange valves are shifted so that the internal combustion engine offers its optimum performance at the relevant speed.
- the angular position of the camshaft is continuously changed with respect to the drive wheel depending on the relative position of the rotor with respect to the stator.
- the engine speed and the amount of torque and horsepower of the machine that the machine must produce are the basis for the timing adjustments.
- the settings take place during operation of the machine.
- This makes variable valve timing possible because the timing of the intake and exhaust valves is constantly adjusted over the speed range.
- the performance benefits include an increase in engine efficiency and an improvement in idle quiet.
- the engine can also provide more horsepower and torque compared to a similar displacement engine with conventional valve timing. This also allows the engine to have improved fuel economy and improved results because the engine emits less hydrocarbons.
- the stator has webs projecting radially to a central axis of the stator. Gaps are formed between adjacent lands, and pressure medium is introduced into these spaces via a hydraulic valve.
- the rotor has vanes that are radially away from the central axis of the rotor and protrude between adjacent lands of the stator. These blades of the rotor divide the spaces between the webs of the stator in two Pressure chambers (often called “A" and "B” respectively).
- A" and B Pressure chambers
- a valve timing controller in the form of a locking pin on the rotor may be used to lock in a corresponding bore.
- Some systems are designed to provide this bore at one or the other end of the range of motion of the rotor with respect to the stator (near one or the other land).
- the locking pin is configured to lock in the fully retarded position. Regardless, it is easier to lock the locking of the rotor at one or the other end of its range of motion because in the event of engine shutdown, cam friction can be used to move the rotor to the locked position, or even a spring can be used to overcome counter-friction to move the rotor to the locked position.
- EP 2 711 511 A2 discloses a system that provides a center lock system configured to divert pressure fluid from one side to the other of the vanes of the rotor to move the rotor to its center locked position.
- the present invention is effectively an improvement compared to that in FIG EP 2 711 511 A2 disclosed system.
- An object of one embodiment of the present invention is to provide a valve timing control device or phaser that consumes less oil, reduces the amount of time required to reach a center lock position when the oil pressure and flow limit are, and does not rely on electronic control to get to this center locking position.
- Another object of an embodiment of the present invention is a valve timing control device or a phaser to provide the cam torque used to return oil from one side of the blades of its rotor to the other, to assist the placement of the camshaft adjuster to its center locking position, even if there is little or no pressure from the oil pump.
- a center position adjuster has a rotor placement mechanism.
- the rotor placement mechanism includes steering feed and steering discharge ports that function to automatically move the rotor into the center locked position so that the rotor can be locked relative to the stator without resorting to electronic control.
- the controller turns off the power. During shutdown, therefore, the sensors that determine the phase angle do not read the position accurately.
- the rotor placement mechanism is configured to automatically move the rotor to the center locked position without electronic control.
- oil is selectively supplied to one or the other chamber in response to the position of the rotor with respect to the stator. In other words, oil is not supplied to both chambers but only to the required chamber. The oil consumption is therefore reduced, and the time required to reach the center locking position is reduced when oil pressure and flow are restricted.
- cam torsions recirculate the oil from one side to the other, realizing center lock positioning and locking in spite of little or no oil pressure from the pump
- the present invention relates to a valve timing control apparatus, namely a camshaft adjuster, for use with an internal combustion engine.
- a valve timing control apparatus namely a camshaft adjuster
- Several embodiments of the present invention are disclosed herein.
- the embodiments disclosed herein are effectively improvements over the system used in the U.S. Patent No. 8,973,542 is disclosed.
- the rotor 10 has a hub 12 and wings 14, which are radially away from the hub 12.
- the rotor 10 also has annular channels 16 provided with additional channels 18, 20 (see FIG FIG. 3 ) leading to the outside surface 22 of the rotor 10.
- the channels 18 and 20 are similarly positioned between each rotor blade 14 as shown. As will be described, these channels 16, 18, 20 provide fluid paths for the pressure medium (ie, oil).
- the rotor 10 also has a pressure medium control valve chamber 26 in one (24) of its blades 14. As in the FIGS. 3 to 5 5, a pressure medium control valve, such as a locking pin 52, is disposed in this chamber 26, and the rotor 10 provides internal fluid passages 30 leading to its chamber 26 and at least one of the annular channels 16 formed in the hub 12 of the FIG Rotor 10 are provided, in communication.
- the pressure medium can therefore, flow between the pressure medium control valve chamber 26 and a hydraulic or oil control valve 32.
- this centering slot 34 operates to allow pressure fluid to move along the centering slot 34 toward the locking pin 52 when the rotor 10 is in certain positions relative to the stator 40 during certain stages of operation of the machine.
- the rotor 10 has no seal on its outside.
- the seal is preferably performed by the length of the wings 14 (that is, the seal length).
- there is no seal because if a slot for sealing were to be provided on the radially outside of the vanes 14, this would reduce the available space for the pressure medium control valve chamber 26.
- the seal can be provided while remaining well within the scope of the present invention.
- the rotor 10 has at least one additional slot, such as an additional slot 11 as Lenkzu Genevaö réelle in one (25) of its wings 14 to pressure medium in dependence on the position of the rotor 10 with respect to the stator 40 one of the chambers 60, 62 supply.
- an additional slot 11 as Lenkzu réelleö réelle in one (25) of its wings 14 to pressure medium in dependence on the position of the rotor 10 with respect to the stator 40 one of the chambers 60, 62 supply.
- the slot 11 may include a recess 17 provided in the outer surface 36 of the rotor 10 and a fluid passage 19 in the wing 25 located in the recess 17 is arranged, wherein the fluid passage 19, as in FIG. 5 is shown in fluid communication with the oil control valve 32.
- the stator 40 is drive-connected to a crankshaft (not shown) by means of a drive member (also not shown) that engages with a drive wheel 51.
- the stator 40 has a cylindrical stator base plate 44 and lands 46 projecting radially from the base plate 44 to the inside.
- the lands 46 are spaced and in one of these spaces 48 between two of the lands 46 is a locking pin bore 50 which is adapted to receive the locking pin 52 and thereby lock the position of the rotor 10 with respect to the stator 40 (see Figures 3 and 5 ).
- a centering slot 54 is also formed in an outer surface plate 56 (such as a pinion or cover) of the stator 40 near the locking pin bore 50.
- this centering slot 54 operates to allow pressure fluid from one of the chambers to travel through this slot, then along the centering slot 34 into the rotor 10 and to the pressure medium control valve chamber 26 as the rotor 10 rotates during certain times Operating stages of the machine in certain positions with respect to the stator 40 is located.
- the stator surface plate (may be pinion or cover) has 56 additional recesses or slots 13, 15 with which the slot 11 provided in the rotor 10 cooperates to provide pressure means to one or other of the chambers 60, 60. 62 depending on the position of the rotor 10 with respect to the stator 40 to supply.
- Each of the slots 13, 15 may include a recess in the stator surface plate 56.
- the rotor 10 and / or the stator 40 and / or the stator surface plate 56 may be sintered, wherein the slots 11, 13, 15, 34, 54 are formed during this time.
- FIGS. 1 and 2 depicting that a centering slot 34, 54 is provided respectively on the rotor 10 and on the stator surface plate 56 it is still possible within the scope of the present invention to provide a centering slot on only one of these components, such as on the stator surface plate 56 and / or provide fluid channels that are completely different than these centering slots 34, 54 depicted herein as long as any form of fluid path from the pressure chambers 60, 62 existing between the vanes 14 and the lands 46 to the pressure medium control valve chamber 26 provided.
- slots 11, 13 and 15 can be provided quite differently looking than what is in the FIGS. 1 and 2 is shown without departing from the scope of the present invention.
- fewer or more slots may be provided.
- lock pin bore 50 need not be exactly between two adjacent lands 46 of the stator 10 (and would not likely lie), but it is preferable that the lock pin bore 50 abut any intermediate position between the fully retarded and fully advanced position of the rotor 10 is provided.
- FIGS. 3 and 4 show the rotor 10 in engagement with the stator 40th Specifically, the rotor 10, stator 40 and surface plate 56 intermesh with each other such that the centering slots 34, 54 face each other (that is, the outer surface 36 faces rotor 10 toward the outer surface 56 of the stator 40), and the slot 11 in the rotor 10 points to the slots 13, 15 in the surface plate 56.
- the rotor 10 and the stator 40 are coaxial with each other, and each of the vanes 14 of the rotor 10 is disposed between two adjacent lands 46 of the stator 10.
- the pressure chambers 60, 62 are therefore provided between each wing 14 and each land 46.
- the rotor 10 provides at least one fluid path to each pressure chamber 60, 62 so that pressure fluid can flow back and forth between each pressure chamber 60, 62 and the oil control valve 32 (see FIG FIG. 5 ).
- the inner channels 16, 18, 20 of the rotor 10 are designed such that there are two sets of pressure chambers 60, 62 between the vanes 14 of the rotor 10 and the ridges 46 of the stator 40, with each other chamber 60 being a retarding pressure chamber and the remainder Pressure chambers 62 flow pressure chambers are.
- providing more fluid pressure in the advance chamber 62 than in the retard chamber 60 causes the rotor 10 to move counterclockwise with respect to the stator 40. In this case, pressure medium is diverted from the compressed retard chamber 60 to the tank T.
- providing more fluid pressure in the retard chamber 60 than in the advance chamber 62 causes the rotor 10 to move clockwise with respect to the stator 40. In this case, pressure medium is diverted from the compressed feed chambers 62 to the container T.
- each chamber does not need to be active, which means that supply and retardation oils do not need to go to each chamber.
- FIG. 3 shows a state in which the rotor 10 is in a position relative to the stator 40 in which the lock pin 52 can be inserted into the lock pin hole 50.
- FIG. 4 unlocks the rotor 10 and shows a specific position, namely the rotor 10 in its most advanced with respect to the stator 40 position.
- the rotor 10 may be in other positions relative to the stator 40, and the specific one in FIG FIG. 4 shown position is provided purely by way of example.
- FIG. 5 is a cross-sectional view taken along the line 5-5 of FIG. 3 , although this in FIG. 5 is not specifically shown, the rotor 10 is connected to a camshaft in a torsionally rigid manner, and the camshaft has one or more cams, which are designed to push against gas exchange valves to open it.
- the oil control valve 32 is disposed in the vicinity of the rotor 10.
- the oil control valve 32 is controlled via electronics to effectively provide the controlled flow of pressure fluid through the oil control valve 32 for controlling the camshaft.
- the oil control valve 32 has a bolt 41 (which engages the camshaft, not shown), and a spool (43) is disposed in the bolt 41.
- the spool (43) is retained in the bolt 41 by a holding member 45, and the spool (43) moves backward and forward with respect to the bolt 41.
- the movement is controlled by electronics, to effectively provide the controlled flow of pressure fluid to control the camshaft.
- a cylindrical coil 47 in FIG.
- the solenoid 47 therefore effectively adjusts and controls the position and movement of the spool (43) with respect to the bolt 41, thereby controlling the flow of pressurized fluid and controlling the camshaft engaged by the oil control valve 32.
- the oil control valve 32 has a plurality of passages or openings through which the pressure fluid can flow both to and from the oil control valve 32. These openings are in the FIGS. 6 to 10 using letters. Specifically, pressure fluid flows from an oil pump (not shown) through the port P to the oil control valve 32. In addition, pressure fluid flows from the oil control valve 32 through ports T to flow to the reservoir (not shown). As shown, there are preferably two ports (T) of the container, one through the side of the bolt 41 and the other at one end of the oil control valve 32. Pressure fluid flows to and from the head chamber 62 through the port A and flows to and from the retard chamber Pressure fluid flows from the pressure medium control valve 52 through the port L to the oil control valve 32.
- pressure fluid can flow from the oil control valve 32 through the port S to the slot 11 in the rotor 10.
- this may result in pressurizing fluid being supplied to the chambers 60 or 62 via the slot 13 or 15, respectively.
- FIG. 5 While a preferred oil control valve 32 may be used in conjunction with the rotor 10 and the stator 40 described above, other oil control valves may be used without departing from the scope of the present invention.
- pressure fluid may be supplied to and / or fueled (ie, exhausted) from chambers 60, 62 via channels 16, 18, 20 in rotor 10.
- the pressure means may also be supplied to the chambers 60, 62 via the slot 11 in the rotor 10 and the slot 13 or 15 in the stator surface plate 56 in response to the position of the rotor 10 with respect to the stator 40 at that time.
- the pressure means may also be fueled (ie, exhausted) from the chambers 60, 62 via the pressure medium control valve chamber 26.
- the oil control valve 32 has a bolt 41 (which engages the camshaft), and a spool (43) is disposed in the bolt 41 and retained.
- the spool (43) moves back and forth relative to the bolt 41, and this movement is controlled by electronics to effectively provide the controlled flow of pressurized fluid to control the camshaft.
- the spool (43) has an outer surface profile that cooperates with an inner surface profile of the bolt 41 to cause fluid to flow between the various openings of the oil control valve 32.
- pressure fluid flows within the spool (43) as well as between the outer surface of the spool (43) and the inner surface of the bolt 41. This will be described in more detail below in describing the various states of the oil control valve 32.
- the locking pin 52 is generally preferably cylindrical, is generally non-stepped, but has a head 72.
- the locking pin 52 preferably also has an inner shoulder 76.
- a cap 78 is preferably provided and the cap 78 abuts a cover 80 which is attached to the stator 40.
- a tension member, such as a compression spring 82, is configured to engage the lock pin 52 and push the lock pin 52 into engagement with the lock pin bore 50 in the stator surface plate 56 so that the position of the rotor 10 is effectively in relation to the lock pin 52 is locked on the stator 40.
- the portion 84 of the locking pin 52 which engages the locking pin bore 50 has an outer cylindrical surface, as opposed to a tapered, tapered locking pin, but may be used without departing from the scope of the present invention.
- one end 86 of the compression spring 82 engages the inner shoulder 76 of the locking pin 52
- the other end 88 of the compression spring 82 still engages the cap 78. While the end 86 of the compression spring 82 is shown engaging with an inner shoulder 76 in the lock pin 52, this end 86 of the compression spring 82 can engage a rear surface of the lock pin 52 while the other end 88 of the compression spring 82 engages a recess provided in the cap 78.
- the compression spring 82 can be implemented in many ways without departing from the scope of the present invention. Although the tension spring is shown as a compression spring 82, namely, the tensioning element can take other forms, as long as the Locking pin 52 is urged to the locking pin hole 50 which is provided in the stator surface plate 56.
- the rotor 10 provides fluid passages 30, 31 leading to the pressure medium control valve chamber 26.
- the pressure medium can therefore flow between the pressure medium control valve chamber 26 via channels 30, 31 through the rotor 10 along at least one of the annular channels 16 to the oil control valve 32.
- the flow from the oil control valve 32 also leads to the container T, which consists of the crankcase, when the oil control valve is in a position for "centering" and engaging with the locking pin 52.
- the pressure means presses on the head 72 and the base of the locking pin 52 to overcome the force of the compression spring 82 such that the locking pin 52 retracts and lifts away from the locking pin bore 50, causing the rotor 10 of the stator 40 is released such that the rotor 10 can pivot with respect to the stator 40.
- centering slots 34, 54 are inaccessible to the pressure chambers 60, 62 when the position of the rotor 10 is locked with respect to the stator 40 via the locking pin 52 (or when the locking pin 52 is at least generally aligned with the locking pin bore 50) the centering slots 34, 54 on the rotor 10 and the stator surface plate 56 are designed to be in fluid communication with each other when the rotor 10 is not "centered" with respect to the stator 40.
- the slot 11 in the rotor 10 and one of the slots 13 or 15 in the stator surface plate 56 are configured to be in fluid communication with each other when the rotor 10 is not in relation to the stator 40 is "centered".
- the opening 92 is only a result of the manufacture of the rotor 10.
- the rotor 10 is drilled to form passages 30, 31. This drilling operation also results in the formation of the opening 92.
- the drill drills into the rotor 10, thereby forming the opening 92 and then drills further into the rotor 10 and forms the passage 30 (see FIG. 5 ).
- the passage 30 is what transfers the oil to the oil control valve 32.
- the opening 93 also connects the passageway 31, the oil passes from the centering slot 34 (and centering slot 54 if the rotor is not "centered").
- FIG. 6 is a state diagram illustrating the different states of the oil control valve 32 while the flowchart of FIGS. 7 to 10 show the position of the spool (43) with respect to the bolt in each of these states.
- the first state in FIG. 7 shown
- This condition occurs, for example, when the machine shuts down or stalls due to the spring pushing the spool (43) to its widest position at the end. In this condition, the rotor is automatically urged to its center locking position so that the locking pin can lock the rotor with respect to the stator.
- Both chambers 60 and 62 are effectively blocked at the oil control valve 32 (that is, the ports A and B are blocked by the spool (43)).
- the pressure medium flows from the oil pump into the opening P, out of the opening S and to the slot 11 in the rotor 10. Assuming that the rotor 10 is not in relation to the Stator 40 centered, the pressure medium enters only one of the chambers 60 or 62, depending on whether the slot 11 with the slot 13 or the slot 15 is in communication. This is determined by the position of the rotor 10 with respect to the stator 40 at this time.
- pressure fluid flows from the pressure medium control valve chamber 26 into the opening L and out of the opening T to the container.
- pressure medium from the oil pump of the delay chamber 60 is provided, and the flow chamber 62 is emptied to the container. Specifically, pressure fluid flows from the oil pump into the port P, out of the port B, and to the retard chamber 60. In addition, pressure fluid flows from the advance chamber 62 to the port A and out the port T to the reservoir.
- the third state (in FIG. 9 is shown), is a "zero" state during which pressure fluid does not flow through the oil control valve 32.
- pressure medium from the oil pump of the flow chamber 62 is provided, and the delay chamber 60 runs to the Container off. Specifically, pressure fluid flows from the oil pump into the port P, out of the port A, and to the advance chamber 62. In addition, pressure fluid flows from the retard chamber 60 to the port B and out of the port T to the reservoir.
- the oil control valve 32 may be in the first state (in FIG. 7 shown) have a stroke of 0 mm. In the second state (in FIG. 8 shown), the oil control valve 32 may have a stroke of 1.5 mm. In the third state (in FIG. 9 shown), the oil control valve 32 may have a stroke of 2.6 mm. Finally, the oil control valve 32 in the fourth state (in FIG. 10 shown) have a stroke of 3.7 mm. Of course, other stroke lengths are quite possible.
- valve timing control apparatus designed to automatically place to its center lock position without resorting to electric control. It also consumes less oil and reduces the amount of time required to get to a center lock position when oil pressure and flow are limited.
- FIG. 11 illustrates a valve timing control apparatus in accordance with a preferred embodiment of the present invention.
- the embodiment is preferred because it provides not only direct feed but also cam torsion feedback.
- the embodiment provides exceptional performance in terms of placing the rotor to its center locking position from end positions (ie, fully run or fully retarded) when shutting down or stalling a machine.
- the valve timing control device incorporated in FIG. 11 is similar to that previously described because it includes a rotor 210, stator 240 and an oil control valve 232.
- the stator 240 may be provided very similar to the stator 40 previously described.
- the rotor is preferably provided with a lock pin 52 and a steering feed opening 11 similar to the rotor 10 described above.
- another vane of the rotor to the lock pin 52 provided in one of the vanes of the rotor 210 preferably includes a supply valve 260.
- This supply valve 260 when open, supplies oil to the steering supply port (ie, the slot 11 in the rotor 210), the oil thereafter providing the advance chamber ("A") or retard chamber ("B") depending on the position of the engine Rotor 210 can supply.
- the rotor 210 also includes passages 262, 264, 266 connected to the supply valve 260.
- one or more passages 262 are provided in the motor 210 for fluid communication between the supply valve 260 and the oil control valve 232 for receiving oil from the oil pump through the oil control valve 232.
- One or more passages 264 are also provided in the rotor 210 for fluid communication between the supply valve 260 and the slot 11 of the rotor 210 for supplying oil to the slot 11.
- one or more passages 266 are also provided in the rotor 210 for fluid communication between the oil control valve 232 and the supply valve 260 for supplying oil to the supply valve 260 to open the supply valve 260 and to receive oil from the supply valve 260 when the supply valve 260 closes.
- FIG. 11 shows a possible design for the feed valve 260.
- the supply valve 260 may include a main body 270, a cap 272, and a tension member such as a compression spring 274 disposed between the main body 270 and the cap 272.
- the spring 274 urges the supply valve 260 (that is, by urging the main body 270 forward).
- the supply valve 260 is open, oil may flow through the supply valve 260 to the steering supply port 11.
- the supply valve 260 closes and oil can not pass through the supply valve 260 to the steering supply port 11.
- the supply valve 260 may have different designs and components while remaining within the scope of the present invention.
- the oil control valve 232 may include a bolt 241, a spool (243) in the bolt 241, and check valves 251.
- the check valves 251 are connected to the fluid flow between the oil control valve 232 and both the flow chamber (A) and the delay chamber (B). Since check valves are provided and to facilitate manufacture, the spool (243) is formed from multiple parts or contact surfaces 269. Preferably, these contact surfaces 269 are pressed onto a pin or coil pin 279, and a spring 281 is disposed between the contact surfaces 269.
- the delivery valve 232 may have different designs and components while remaining within the scope of the present invention.
- the oil control valve 232 provides multiple ports that facilitate fluid flow. These openings are in the figures identified with letters.
- the letter P identifies fluid flow from the oil pump
- the letter A identifies fluid flow associated with the flow chamber
- the letter B identifies fluid flow associated with the delay chamber
- the letter S identifies fluid flow to the steering supply port (ie, the slot 11) ), which identifies a letter L fluid flow associated with unlocking the locking pin (and locking the locking pin)
- the other letter L identifies fluid flow associated with opening the supply valve (and locking the supply valve)
- FIG Letter T identifies the fluid flow to the container T.
- This state is used to self-center and lock the rotor 210 with respect to the stator 240.
- This condition occurs, for example, when the machine shuts down or stalls due to the spring 49 which returns the spool 243 to its farthest position pushes open.
- the rotor 210 is automatically urged to its center locked position so that the lock pin 52 can lock the rotor 210 with respect to the stator 240.
- one chamber either the head chamber (A) or the retard chamber (B) depending on the position of the rotor 210) enters the lock pin 52 (ie, via centering slots 34, 54 (see FIG FIGS.
- a steering supply of oil to the other chamber is provided via the slot 11 and either the slot 13 or 15 (see FIG. 2 ).
- the fluid path from the drain through the lock pin 52 is in the Figures 11 and 12 and causes oil to flow from the lock pin 52 into the oil control valve 232 and to the reservoir T.
- the Figures 11 and 12 also show the fluid path for supplying oil to the steering supply port 11. As shown, the leading end of the supply valve 260 is vented to the reservoir T through the oil control valve 232.
- the spring 274 therefore pushes the main body 270 of the supply valve 260, and the supply valve 260 is therefore open to allow oil to flow to the steering supply port.
- Oil is supplied to the steering supply port 11 from the oil pump via the oil control valve 232 and the supply valve 260.
- oil pressure from the oil pump to the flow chamber (A) and the delay chamber (B) via the check valves 251 and the coil contact surfaces 269 is blocked.
- cam torsions may open a check valve 251 and return oil to assist the pump pressure to supply oil to the steering supply port. Due to the emptying of one chamber (A or B) by the lock pin 52 plus return of the drain side to (P) and supply of the other chamber (B or A) via the steering supply port 11 plus oil return, the lock pin 52 is finally placed over the Latch pin bore 50 and locks rotor 210 with respect to stator 240.
- cam torsional feedback movement of the rotor to its center locked position can be accomplished more quickly despite the low or absent oil pump pressure.
- FIG. 13 shows the locking pin 52 in its unlocked state and the Feed valve 262 in its closed state. These states apply to all the different oil control states that exist in the FIGS. 14 to 16 are shown.
- FIG. 14 shows a state of the oil control valve 232 during pressure from either one of the chambers (that is, either the head chamber (A) or the retard chamber (B)) unlocks the lock pin 52 (via the openings 34 and 54, see FIG FIGS.
- the pressure is supplied to the supply valve 260 through the oil control valve 232 (that is, oil is supplied to the front end of the supply valve 260, thereby closing the supply valve 260 and preventing supply pressure from entering the steering supply port (ie, the slit 11)
- this state of the oil control valve 232 blocks the oil control valve 232 (i.e., its spool) from emptying the lock pin 52 so as to allow pressure buildup, at which time the lock pin 52 pushes against its spring 82 and unlocks in.
- the supply valve 260 slides against its spring And inhibits the fluid flow from the oil pump from being supplied to the steering supply port 11.
- the oil control valve 232 allows the oil pump to supply oil to the deceleration chamber B.
- oil from the oil pump becomes entering the advance chamber (A) due to the oil control valve Check valve 251, which is connected to the chamber
- the oil control valve check valve 251 connected to the flow chamber (A) opens and oil from this chamber assists the oil pump and flows to the Delay chamber (B). This support flow is in FIG. 14 and ensures that the rotor 210 is placed faster to a retarded position, although little or no oil pressure is available.
- FIG. 15 shows another state of the oil control valve. This state is the state that is in FIG. 14 is shown (that is, the lock pin 52 is unlocked and the supply valve 260 is closed) is very similar, except that in this state, the coil contact surfaces cover both the opening A and the opening B so that oil does not enter the phaser or can escape from him.
- FIG. 16 shows another state of the oil control valve.
- This state is the state that is in FIG. 14 is shown (that is, the lock pin 52 is unlocked and the supply valve 260 is closed) is very similar, except that in this state, the oil control valve 232 allows the oil pump to supply oil to the flow chamber (A). However, oil from the oil pump is prevented from entering the retard chamber (B) due to the oil control valve check valve 251 connected to the chamber.
- the oil control valve check valve 251 connected to the retard chamber (B) opens, and oil from this chamber assists the oil pump and flows to the advance chamber (A).
- This support flow is in FIG. 16 and ensures that the rotor 210 is placed faster to a runaway position, although there is little or no oil pressure.
- FIG. 17 provides a state diagram, self-explanatory, with respect to the different states of lock pin 52, supply valve 260 and oil control valve 232 just discussed, with portion 300 of the state diagram shows the states of the feed valve 260, section 302 of the state diagram shows the states of the lock pin 52, and section 304 of the state diagram shows the states of the oil control valve 232. With respect to section 304, from left to right, the states correspond to the various states of the oil control valve 232 incorporated in the Figures 12 . 14 . 15 and 16 are shown. As shown, in the leftmost state of the oil control valve (FIG. FIG.
- the locking pin 52 of the rotor 210 may be in one of three positions, preceded by the locking pin bore 50, above the locking pin bore 50, or delayed by the locking pin bore 50. In this condition, the supply valve 260 is open. In the other states of the oil control valve 232 (FIG. FIGS. 14 to 16 ), however, the supply valve 260 is closed and the lock pin 52 is unlocked.
- the oil control valve 232 may be in the first state (in FIG. 12 shown) have a stroke of 0 mm. In the second state (in FIG. 14 shown), the oil control valve 232 may have a stroke of 1.5 mm. In the third state (in FIG. 15 shown), the oil control valve 232 may have a stroke of 2.6 mm. Finally, the oil control valve 232 in the fourth state (in FIG. 16 shown) have a stroke of 3.6 mm. Of course, other stroke lengths are quite possible.
- FIG. 18 illustrates a valve timing control apparatus in accordance with an embodiment of the present invention.
- the embodiment shown in FIG. 11 shown embodiment very similar. What in FIG. 18 is effectively another implementation of the same Function like the ones in FIG. 11 is shown. The main difference between the two is that instead of using a feed valve 260 to control the flow of fluid to the steering supply port, this function is performed by the oil control valve 232 itself.
- FIG. 12 is a state diagram illustrating the different states of the oil control valve 232 while the flowchart of FIGS. 20 to 23 show the position of the spool with respect to the bolt in each of these states.
- the various apertures in the figures are identified with letters (ie, P, L, S, A, and B). As shown, not only is there an opening A and an opening B, but also an opening A1 and B1.
- the port A is configured to supply oil from the oil control valve 232 to the advance chamber
- the port A1 is configured such that the advance chamber can supply oil to the oil control valve 232.
- the port B is configured to supply oil from the oil control valve 232 to the retard chamber
- the port B1 is configured such that the retard chamber can supply oil to the oil control valve 232. This is common and occurs in many patents in the industry.
- a steering supply of oil is provided through the oil control valve 232 of the other chamber via the slot 11 and either the slot 13 or 15 (see FIG FIGS. 1 to 4 and previous description).
- the fluid path from the drain through the lock pin 52 is in FIG. 20 and causes oil to flow from the lock pin 52 into the oil control valve 232 and to the reservoir T.
- FIG. 20 also shows the fluid path for supplying oil to the steering supply port. As shown in this embodiment, this is done by the oil control valve 232 through the oil pump.
- oil is returned from the chamber A or B (respectively via A1 and B1) to assist the steering supply (through the steering supply port 11). Due to the emptying of one chamber by the locking pin 52 and the provision of the other chamber via the steering feed opening 11, the locking pin 52 finally places itself above the locking pin bore 50 and locks the rotor 10 with respect to the stator 40.
- the oil pump supplies oil to the oil control valve 232, and the fluid flow thereafter goes to the retard chamber (via the port B).
- oil is returned from the flow chamber to the retard chamber through the oil control valve 232 (via port A1).
- the third state (in FIG. 22 shown), is a "zero" state during which no oil flows through the oil control valve 232.
- the oil pump supplies oil to the oil control valve 232, and the fluid flow thereafter goes to the flow chamber (via the opening A).
- oil is returned from the flow chamber to the retard chamber through the oil control valve 232 (via port A1).
- valve timing controller or phaser that consumes less oil, reduces the amount of time required to reach a center-locked position when the oil pressure and flow are limited, and not electronic Access control to get to this center locking position.
- Cam torque may be used to recirculate oil to assist in locating the cam phaser to its center locked position.
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- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Claims (14)
- Dispositif de commande pour calage de distribution pour un moteur à combustion interne, dans lequel le dispositif de calage de distribution comprend ce qui suit:un rotor (10, 210), qui comprend plusieurs pales (14, 24, 25),un stator (40, 240), qui coopère avec le rotor, dans lequel le stator (40, 240) comprend une multiplicité de nervures (46), dans lequel il est prévu une chambre de départ (62) et une chambre de retard (60) respectivement entre les nervures (46) et les pales (14, 24, 25),une tige de verrouillage (52) disposée dans une chambre de soupape de commande de fluide sous pression (26), qui verrouille le rotor (10, 210) par rapport au stator (40, 240) dans une position de verrouillage médiane,une soupape de commande d'huile (32, 232) en communication fluidique avec le rotor (10, 210), qui comprend en outre sur sa surface extérieure (36) une fente de centrage (34) qui est en communication fluidique avec la chambre de soupape de commande de fluide sous pression (26),caractérisé en ce que le rotor (10, 210) présente sur sa surface extérieure (36) au moins un creux (17) comme ouverture de guidage de direction (11) pour la fourniture d'huile à la chambre de départ (62) ou à la chambre de retard (60) en fonction de la position du rotor (10, 210) par rapport au stator (40, 240), qui est en communication fluidique par un passage de fluide (19) avec la soupape de commande d'huile (32, 232), dans lequel soit la chambre de départ (62) soit la chambre de retard (60) évacue de l'huile dans la soupape de commande d'huile (32, 232) par la fente de centrage (34), tandis que la soupape de commande d'huile (32, 232) fournit de l'huile à l'autre chambre (60, 62) par l'ouverture de guidage de direction (11) et place ainsi le rotor (10, 210) dans sa position de verrouillage médiane, de telle manière que la tige de verrouillage (52) puisse verrouiller le rotor (10, 210) par rapport au stator (40, 240).
- Dispositif de commande pour le calage de distribution selon la revendication 1, qui comprend en outre une soupape d'alimentation (260) dans le rotor (210), dans lequel la soupape d'alimentation (260) est conçue pour fournir de l'huile de la soupape de commande d'huile (232) à l'ouverture de guidage de direction (11).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel le dispositif de commande pour le calage de distribution est conçu pour renvoyer de l'huile soit de la chambre de départ (62) soit de la chambre de retard (60) à l'ouverture de guidage de direction (11) par la soupape de commande d'huile (32, 232).
- Dispositif de commande pour le calage de distribution selon la revendication 3, dans lequel le renvoi d'huile se produit à travers une soupape d'alimentation (260), qui est disposée dans le rotor (210).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel au moins un creux (13, 15) coopérant avec l'ouverture de guidage de direction (11) est formé soit dans le stator (40, 240) soit dans un composant (56), qui est relié au stator (40, 240).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel l'ouverture de guidage de direction (11) comprend une paire de creux (13, 15) coopérant avec l'ouverture de guidage de direction (11), qui est formée soit dans le stator (40, 240) soit dans un composant (56) qui est relié au stator (40, 240), dans lequel la paire de creux (13, 15) comprend un premier creux (15), qui est disposé dans la chambre de départ (62), et un deuxième creux (13), qui est disposé dans la chambre de retard (60).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel l'huile s'écoule hors de la chambre de départ (62) à travers la fente de centrage (34) dans la chambre de soupape de commande de fluide sous pression (26) et vers la soupape de commande d'huile (32, 232), et pendant ce temps de l'huile s'écoule de la soupape de commande d'huile (32, 232) par l'ouverture de guidage de direction (11) dans la chambre de retard (60).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel de l'huile s'écoule hors de la chambre de retard (60) à travers la fente de centrage (34) dans la chambre de soupape de commande de fluide sous pression (26) et vers la soupape de commande d'huile (32, 232), et pendant ce temps de l'huile s'écoule de la soupape de commande d'huile (32, 232) à travers l'ouverture de guidage de direction (11) dans la chambre de départ (62).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel de l'huile s'écoule hors de la chambre de départ (62) à travers la fente de centrage (34) dans la chambre de soupape de commande de fluide sous pression (26) et vers la soupape de commande d'huile (32, 232), et pendant ce temps de l'huile s'écoule de la soupape de commande d'huile (32, 232) à travers une soupape d'alimentation (260) dans le rotor (210) vers l'ouverture de guidage de direction (11) et dans la chambre de retard (60).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel de l'huile s'écoule hors de la chambre de retard (60) à travers la fente de centrage (34) dans la chambre de soupape de commande de fluide sous pression (26) et vers la soupape de commande d'huile (232), et pendant ce temps de l'huile s'écoule de la soupape de commande d'huile (232) à travers une soupape d'alimentation (260) dans le rotor (210) vers l'ouverture de guidage de direction (11) et dans la chambre de départ (62).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel de l'huile s'écoule hors de la chambre de départ (62) à travers la fente de centrage (34) dans la chambre de soupape de commande de fluide sous pression (26) et vers la soupape de commande d'huile (232), et pendant ce temps de l'huile s'écoule de la soupape de commande d'huile (232) à travers l'ouverture de guidage de direction (11) dans la chambre de retard (60), dans lequel l'huile est fournie à l'ouverture de guidage de direction (11) aussi bien par une pompe à huile que par la chambre de départ (62) à travers le clapet anti-retour (251) dans la soupape de commande d'huile (232).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel de l'huile s'écoule hors de la chambre de retard (60) à travers la fente de centrage (34) dans la chambre de soupape de commande de fluide sous pression (26) et vers la soupape de commande d'huile (232), et pendant ce temps de l'huile s'écoule de la soupape de commande d'huile (232) à travers l'ouverture de guidage de direction (11) dans la chambre de départ (62), dans lequel l'huile est fournie à l'ouverture de guidage de direction (11) aussi bien par une pompe à huile que par la chambre de retard (60) à travers le clapet anti-retour (251) dans la soupape de commande d'huile (232).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel de l'huile s'écoule hors de la chambre de départ (62) à travers la fente de centrage (34) dans la chambre de soupape de commande de fluide sous pression (26) et vers la soupape de commande d'huile (232), et pendant ce temps de l'huile s'écoule de la soupape de commande d'huile (232) à travers une soupape d'alimentation (260), qui est disposée dans le rotor (210), à travers l'ouverture de guidage de direction (11) dans la chambre de retard (60), dans lequel l'huile est fournie à la soupape d'alimentation (260) aussi bien par une pompe à huile que par la chambre de départ (62) à travers le clapet anti-retour (251) dans la soupape de commande d'huile (232).
- Dispositif de commande pour le calage de distribution selon la revendication 1, dans lequel de l'huile s'écoule hors de la chambre de retard (60) à travers la fente de centrage (34) dans la chambre de soupape de commande de fluide sous pression (26) et vers la soupape de commande d'huile (232), et pendant ce temps de l'huile s'écoule de la soupape de commande d'huile (232) à travers une soupape d'alimentation (260), qui est disposée dans le rotor (210), à travers l'ouverture de guidage de direction (11) dans la chambre de départ (62), dans lequel l'huile est fournie à la soupape d'alimentation (260) aussi bien par une pompe à huile que par la chambre de retard (60) à travers le clapet anti-retour (251) dans la soupape de commande d'huile (232).
Applications Claiming Priority (2)
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US201462022963P | 2014-07-10 | 2014-07-10 | |
US14/743,599 US9784143B2 (en) | 2014-07-10 | 2015-06-18 | Mid lock directional supply and cam torsional recirculation |
Publications (3)
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EP2966272A2 EP2966272A2 (fr) | 2016-01-13 |
EP2966272A3 EP2966272A3 (fr) | 2016-02-17 |
EP2966272B1 true EP2966272B1 (fr) | 2017-08-30 |
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Application Number | Title | Priority Date | Filing Date |
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EP15175428.0A Not-in-force EP2966272B1 (fr) | 2014-07-10 | 2015-07-06 | Dispositif de commande pour calage de distribution a guidage de direction pour un verrouillage en position mediane et retour de torsion de came |
Country Status (3)
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US (1) | US9784143B2 (fr) |
EP (1) | EP2966272B1 (fr) |
DE (1) | DE102015110838A1 (fr) |
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CN102165146B (zh) | 2009-03-25 | 2014-06-25 | 爱信精机株式会社 | 阀开闭定时控制装置 |
JP5369842B2 (ja) | 2009-04-01 | 2013-12-18 | トヨタ自動車株式会社 | 内燃機関のバルブタイミング制御装置 |
JP4849150B2 (ja) | 2009-04-13 | 2012-01-11 | トヨタ自動車株式会社 | 内燃機関の可変動弁装置 |
DE102009022869A1 (de) | 2009-05-27 | 2010-12-09 | Hydraulik-Ring Gmbh | Flügelzellennockenwellenverstellersystem |
JP4752953B2 (ja) | 2009-06-10 | 2011-08-17 | 株式会社デンソー | バルブタイミング調整装置 |
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JP5170028B2 (ja) | 2009-08-07 | 2013-03-27 | 株式会社デンソー | バルブタイミング制御装置 |
JP5382440B2 (ja) | 2009-09-25 | 2014-01-08 | アイシン精機株式会社 | 弁開閉時期制御装置 |
JP5375562B2 (ja) | 2009-12-01 | 2013-12-25 | 株式会社デンソー | バルブタイミング調整装置 |
US8171900B2 (en) | 2010-01-11 | 2012-05-08 | GM Global Technology Operations LLC | Engine including hydraulically actuated valvetrain and method of valve overlap control |
JP2011163270A (ja) | 2010-02-12 | 2011-08-25 | Toyota Motor Corp | 内燃機関の可変動弁装置 |
JP5471675B2 (ja) | 2010-03-23 | 2014-04-16 | アイシン精機株式会社 | オイル圧制御装置 |
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WO2012008354A1 (fr) * | 2010-07-15 | 2012-01-19 | アイシン精機株式会社 | Dispositif de commande de période d'ouverture/fermeture de soupape et mécanisme de commande de période d'ouverture/fermeture de soupape |
WO2012094324A1 (fr) * | 2011-01-04 | 2012-07-12 | Hilite Germany Gmbh | Procédé et appareil de commande du réglage de distribution |
JP5834958B2 (ja) | 2012-01-26 | 2015-12-24 | トヨタ自動車株式会社 | 可変バルブタイミング機構のロック機構 |
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2015
- 2015-06-18 US US14/743,599 patent/US9784143B2/en active Active
- 2015-07-06 EP EP15175428.0A patent/EP2966272B1/fr not_active Not-in-force
- 2015-07-06 DE DE102015110838.0A patent/DE102015110838A1/de not_active Ceased
Non-Patent Citations (1)
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Also Published As
Publication number | Publication date |
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DE102015110838A1 (de) | 2016-01-14 |
US9784143B2 (en) | 2017-10-10 |
EP2966272A3 (fr) | 2016-02-17 |
EP2966272A2 (fr) | 2016-01-13 |
US20160010515A1 (en) | 2016-01-14 |
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