EP3121396A1 - Système destiné à faire varier la synchronisation des soupapes de cylindre dans un moteur à combustion interne - Google Patents

Système destiné à faire varier la synchronisation des soupapes de cylindre dans un moteur à combustion interne Download PDF

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Publication number
EP3121396A1
EP3121396A1 EP16275101.0A EP16275101A EP3121396A1 EP 3121396 A1 EP3121396 A1 EP 3121396A1 EP 16275101 A EP16275101 A EP 16275101A EP 3121396 A1 EP3121396 A1 EP 3121396A1
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EP
European Patent Office
Prior art keywords
port
valve
actuator
control system
valve member
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.)
Granted
Application number
EP16275101.0A
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German (de)
English (en)
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EP3121396B1 (fr
Inventor
Austin Schmitt
Allen Tewes
Brian Heidemann
Dean Wardle
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.)
Husco Automotive Holdings LLC
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Husco Automotive Holdings LLC
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Publication date
Priority claimed from US14/808,685 external-priority patent/US9797276B2/en
Application filed by Husco Automotive Holdings LLC filed Critical Husco Automotive Holdings LLC
Publication of EP3121396A1 publication Critical patent/EP3121396A1/fr
Application granted granted Critical
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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
    • 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
    • F01L2001/34426—Oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/305—Directional control characterised by the type of valves
    • F15B2211/30505—Non-return valves, i.e. check valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/305—Directional control characterised by the type of valves
    • F15B2211/3056—Assemblies of multiple valves
    • F15B2211/30565—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve
    • F15B2211/3057—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve having two valves, one for each port of a double-acting output member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/305—Directional control characterised by the type of valves
    • F15B2211/3056—Assemblies of multiple valves
    • F15B2211/30565—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve
    • F15B2211/3058—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve having additional valves for interconnecting the fluid chambers of a double-acting actuator, e.g. for regeneration mode or for floating mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
    • F15B2211/705—Output members, e.g. hydraulic motors or cylinders or control therefor characterised by the type of output members or actuators
    • F15B2211/7058—Rotary output members

Definitions

  • the present invention relates to variable cylinder valve timing systems for internal combustion engines, and in particular to apparatus for hydraulically operating an actuator that varies a phase relationship between a crankshaft and a cam shaft.
  • Internal combustion engines have a plurality of cylinders containing pistons that are connected to drive a crankshaft.
  • Each cylinder has two or more valves that control the flow of air into the cylinder and the flow of exhaust gases therefrom.
  • the valves were operated by a cam shaft which is mechanically connected to be rotated by the crankshaft. Gears, chains, or belts have been used to couple the crankshaft to the cam shaft. It is important that the valves open and close at the proper times during the combustion cycle of each cylinder. Heretofore, that valve timing relationship was fixed by the mechanical coupling between the crankshaft and the cam shaft.
  • valve timing often was a compromise that produced the best overall operation at all engine operating speeds.
  • optimum engine performance can be obtained if the valve timing varies as a function of engine speed, engine load, and other factors.
  • computerized engine control it became possible to determine the optimum cylinder valve timing based on current operating conditions and in response adjust that timing accordingly.
  • FIG. 1 An exemplary variable cylinder timing system is shown in Figure 1 , in which an engine computer 11 determines the optimum valve timing and applied electric current to a four-way electrohydraulic valve 10 that controls the flow of pressurized oil from a pump 13 to a cam phase actuator 12.
  • the pump 13 typically is the conventional one used to send lubricating oil through the engine.
  • the cam phase actuator 12 couples the cam shaft 14 to a pulley 16 that is driven by a timing belt which engages another pulley on the crankshaft of the engine.
  • a pulley a chain sprocket, a gear, or other device may be employed to mechanically couple the cam shaft 14 to the crankshaft.
  • a sensor 15 provides an electrical feedback signal to the engine computer 11 indicating the angular phase of the cam shaft 14.
  • the cam phase actuator 12 has a rotor 20 secured to the cam shaft 14.
  • the cam phase actuator 12 has four vanes 22 projecting outward into four chambers 25 in the timing belt pulley 16, thereby defining first and second cavities 26 and 28 in each chamber on opposite sides to the respective vane.
  • a first port 18 in the actuator manifold 15 is connected by a first passageway 30 to the first cavities 26 and a second passageway 33 couples a second port 19 to the second cavities 28.
  • the angular phase relationship between the rotating pulley 16 and the cam shaft 14 can be varied to either advance or retard the cylinder valve timing.
  • the electrohydraulic valve 10 When the electrohydraulic valve 10 is energized into the center, or neutral, position, fluid from the pump 10 is fed equally into both the first and second cavities 26 and 28 in each timing pulley chamber 25. The equal pressure on both sides of the rotor vanes 22 maintains the present position of those vanes in the pulley chambers 25.
  • the electrohydraulic valve 10 operates in the center position the majority of the time that the engine is running. Note that electric current has to be applied to the electrohydraulic valve 10 to maintain this centered position.
  • pressurized oil from the pump 13 is applied to the first port 18 and other oil is exhausted from the second port 19 to a reservoir 17 (e.g., the oil pan). That pressurized oil is conveyed into the first cavities 26, thereby forcing the rotor 20 clockwise with respect to the timing belt pulley 16 and advancing the valve timing.
  • pressurized oil from the pump is applied to the second port 19, while oil is exhausted from the first port 18 to the reservoir 17. Now pressurized oil is being sent into the second cavities 28, thereby forcing the rotor 20 counterclockwise with respect to the timing belt pulley 16, which retards the valve timing.
  • references herein to directional relationships and movement such as left and right, or clockwise and counterclockwise, refer to the relationship and movement of the components in the orientation illustrated in the drawings, which may not be the same for the components as attached to machinery.
  • the term "directly connected” as used herein means that the associated hydraulic components are connected together by a conduit without any intervening element, such as a valve, an orifice or other device, which restricts or controls the flow of fluid beyond the inherent restriction of any conduit.
  • components that are said to be “in fluid communication” are operatively connected in a manner wherein fluid flows between those components.
  • cam phase actuator 12 requires significant oil pressure and flow from the engine oil pump to overcome the torque profile of the cam shaft and adjust the cam timing.
  • electrohydraulic valve 10 consumes electric current while placed into the center position the majority of the engine operating time. It is desirable to reduce hydraulic and electrical energy consumption and thereby improve efficiency of the cam phasing system.
  • some embodiments of the invention provide a control system for varying cylinder valve timing of an internal combustion engine.
  • the internal combustion engine includes a pump, a reservoir, a crankshaft, and a camshaft.
  • the control system includes a cam phase actuator for adjusting a rotational phase of the camshaft relative to the crankshaft and having a first actuator port and a second actuator port.
  • the control system further includes a first control valve having a first port operatively connected to receive fluid from the pump, a second port, and a first workport in fluid communication with the first port of the cam phase actuator.
  • the first control valve having a first position in which fluid communication is provided between the first port and the first workport, and having a second position in which fluid communication is provided between the second port and the first workport.
  • the control system further includes a second control valve having a third port operatively connected to receive fluid from the pump, a fourth port, and a second workport in fluid communication with the second actuator port.
  • the second control valve having one position in which fluid communication is provided between the third port and the second workport, and having another position in which fluid communication is provided between the fourth port and the second workport.
  • the control system further includes a dynamic regeneration valve configured to enable the cam phase actuator to switch between operating in an oil pressure actuated mode and a cam toque actuated mode when adjusting the rotational phase of the camshaft relative to the crankshaft.
  • some embodiments of the invention provide a control system for varying cylinder valve timing of an internal combustion engine.
  • the internal combustion engine includes a pump, a reservoir, a crankshaft, and a camshaft.
  • the control system includes a cam phase actuator for adjusting a rotational phase of the camshaft relative to the crankshaft and having a first actuator port and a second actuator port.
  • the control system further includes a first control valve having a first port operatively connected to receive fluid from the pump, a second port, and a first workport in fluid communication with the first port of the cam phase actuator.
  • the first control valve having a first position in which fluid communication is provided between the first port and the first workport, and having a second position in which fluid communication is provided between the second port and the first workport.
  • the control system further includes a second control valve having a third port operatively connected to receive fluid from the pump, a fourth port, and a second workport in fluid communication with the second actuator port.
  • the second control valve having one position in which fluid communication is provided between the third port and the second workport, and having another position in which fluid communication is provided between the fourth port and the second workport.
  • the control system further includes a dynamic regeneration valve configured to switch operation of the cam phase actuator between an oil pressure actuated mode and a cam torque actuated mode based on a pressure at an outlet of the pump.
  • a first cam phase control system 40 utilizes oil provided by a conventional oil pump 42 that furnishes oil from a reservoir 44 for lubricating the engine.
  • the outlet of the oil pump 42 is connected to first and second control valves 46 and 48.
  • Each of the control valves 46 and 48 is an electrohydraulic, on/off or proportional, three-way valve that is operated by a signal from an engine computer 45.
  • the engine computer 45 applies a pulse width modulated (PWM) signal to operate an on/off, three-way valve to achieve proportional variation of fluid flow through the valve.
  • PWM pulse width modulated
  • Each exemplary control valve 46 or 48 includes an integrated check valve 50 or 52, respectively.
  • the first control valve 46 has a first port 53 that receives oil from the outlet of the oil pump 42, and has a second port 55 in fluid communication with the reservoir 44 via a return line 56.
  • a first path is provided between the first port 53 and a first workport 54.
  • a first spring 61 biases the first control valve 46 toward the first position.
  • the first check valve 50 allows oil to flow in the first path only from the first port 53 to the first workport 54 and prevents oil from flowing in the opposite direction.
  • a first solenoid actuator 63 is activated by an electric current from the engine computer 45, the first control valve 46 moves into a second position. In that second position, the first control valve 46 provides a bidirectional second path between the first workport 54 and the second port 55 and thus to the reservoir 44.
  • the second control valve 48 has a third port 57 connected to the outlet of the oil pump 42, and has a fourth port 59 that is connected to the reservoir 44 via the return line 56.
  • a third path is provided between the third port 57 and a second workport 58.
  • a second spring 62 biases the second control valve 46 toward that one position. Fluid flow through the third path is restricted by the second check valve 52 to only a direction from the third port 57 to a second workport 58.
  • Another position of the second control valve 48 provides a bidirectional fourth fluid path between the second workport 58 and the fourth port 59.
  • An electric current from the engine controller activates a second solenoid actuator 64 to move the second control valve 48 into that other position.
  • the first cam phase control system 40 includes a cam phase actuator 68 for varying the rotational relationship between the crankshaft and the cam shaft of the engine.
  • the cam phase actuator 68 is a conventional, hydraulically operated device used for that purpose and may be similar to the actuator shown in Figures 1 and 2 .
  • the cam phase actuator 68 has a first actuator port 66 that is directly connected to the first workport 54 of the first control valve 46, and has a second actuator port 70 that is directly connected to the second workport 58 of the second control valve 48.
  • the present cam phase control system consumes less energy than the previous system that employed a four-way control valve, as in Figure 1 .
  • Prior cam phase actuators also required a locking mechanism to hold the actuator in a fixed position when the cam phasing was not being adjusted.
  • the first cam phase control system 40 does not require a locking mechanism, because when the cam phase actuator 68 is not being adjusted, the check valves 50 and 52 hold the oil within the cam phase actuator 68 and prevent the change in the cam phase relationship.
  • the first cam phase control system 40 provides bidirectional energy harvesting of cam torque for use in adjusting the cam phasing. This further conserves energy and enables adjustment of the cam phasing at near zero oil supply pressure.
  • the first control valve 46 remains de-energized while the second control valve 48 is operated into the position in which the second workport 58 is connected to the fourth port 59 to which the reservoir return line 56 connects.
  • This enables pressurized fluid from the oil pump 42 to be fed into the first actuator port 66 and other fluid to be drained from the second actuator port 70 back to the reservoir 44.
  • This causes the cam phase actuator 68 to change the phase relationship between crank shaft and the cam shaft and thereby advance the cylinder valve timing.
  • engine computer de-energizes the second solenoid actuator 64 which returns the second control valve 48 to the illustrated position in which the adjusted cam phase is maintained.
  • the engine cylinder valves exert torque onto the cam shaft that tends to alter the position relationship of the components in the cam phase actuator and thus the phase relationship between the crankshaft and the cam shaft.
  • the net torque aids adjusting the cam phase in the desired direction thereby supplementing the adjustment force from the pump pressure.
  • the net torque opposes the desired cam phase adjustment.
  • the cam shaft torque tends to cause the cam phase actuator 68 to push oil backwards through the first control valve 46 to the oil pump 42. For example such backward flow may occur at low engine speeds, when the pump is producing a low output pressure.
  • the first and second check valves 50 and 52 prevent that reverse flow, thereby enabling the system to operate effectively over a wider range of engine conditions, such as low pump output pressure, oil temperatures, and engine speeds.
  • the present system takes advantage of the net cam shaft torque in rotational direction that aids adjustment of the cam phasing, while inhibiting the effect of adverse cam torque that opposes the desired cam phase adjustment.
  • the present control system harvests the positive cam torque energy, while preventing the adverse effects of the negative cam torque energy.
  • This harvesting of cam torque for use in adjusting the cam phasing conserves energy and enables adjustment of the cam phasing at near zero oil supply pressure.
  • the first control valve 46 is electrically operated so that the first workport 54 is connected to the second port 55, thereby allowing fluid to be exhausted from the cam phase actuator to the reservoir 44.
  • the second control valve 48 is de-energized and thus is biased by the spring 62 into the illustrated position.
  • oil from the pump 42 is applied to the second workport 58 and the second actuator port 70 of the cam phase actuator 68.
  • the second check valve 52 enables harvesting of the positive cam torque energy while inhibiting the adverse effects of the negative cam torque energy.
  • check valves 50 and 52 instead of being integrated into the first and second control valves 46 and 48, could be located outside those valves in the conduits that are connected to the respective first and third ports 53 and 57.
  • a second cam phase actuator 72 is provided for the other cam shaft and has actuator ports 74 and 75 connected to the 54 and 58, respectively, of the first and second control valves 46 and 48.
  • the first and second cam phase actuators 68 and 72 are similar to the actuator 12 in Figures 1 and 2 , except that the first passageway 30 communicates with the first actuator port and the second passageway 33 communicates with the second actuator port, during only a portion of each rotation of the cam shaft 14.
  • the first actuator port 66 in the actuator manifold 76 opens into an arcuate recess 77 that extends 90 degrees around the circumference of the bore in which the rotor 20 rotates.
  • a radial aperture 78 in the rotor 20 extends from the outer circumferential surface to first passageway 30 that continues to the first cavities 26.
  • the manifold's arcuate recess 77 and rotor's radial aperture 78 are arranged so that they are in fluid communication when the cam shaft is rotationally positioned between 0 degrees and 90 degrees.
  • the second actuator port 70 of the first cam phase actuator 68 is similarly arranged to be in fluid communication with the second passageway 33, for the second cavities 28, when the cam shaft is between 0 and 90 degrees.
  • One skilled in the art will appreciate that other angles and angle ranges may be used in controlling two or more cam phase actuators.
  • the second cam phase actuator 72 has a similar design, except that the arcuate recesses 77 are located so that the first and second actuator ports 74 and 75 communicate with the first and second passageways 30 and 33, respectively, when the cam shaft is between 180 degrees and 270 degrees during each rotation. Because of that angular offset of the arcuate recesses, the first and second cavities 26 and 28 of the first cam phase actuator 68 are actively connected to the control valve workports 54 and 58 at different times during each rotation of the cam shafts than when the first and second cavities 26 and 28 of the second cam phase actuator 72 are actively connected to the control valve workports. This enables the cam shaft phasing provided by the two cam phase actuators 68 and 72 to be controlled separately.
  • control valves 46 and 48 are operated by the engine computer to vary the phasing of the first cam phase actuator 68; and when the dual cam shafts are between 180 degrees and 270 degrees, the control valves are operated to vary the phasing of the second cam phase actuator 72.
  • a second embodiment of the present control system provides regeneration using fluid being exhausted from the cam phase actuator.
  • This regenerative circuit reduces the amount of oil flow required from the pump to only that which is needed to replace fluid that leaks from the cam phase actuator and the control valves into the engine.
  • a conventional oil pump 82 feeds fluid from a reservoir 84 (e.g. the engine oil pan) to a pair of electrohydraulic, three-way control valves 86 and 88.
  • the outlet of the oil pump 82 is connected to a first port 92 of the first control valve 86, that also has a second port 94 and a first workport 93.
  • the first workport 93 is directly connected to a first actuator port 106 of a cam phase actuator 104 and the second port 94 is coupled to a second actuator port 108 by a first regeneration line 100.
  • a third check valve 95 allows oil to flow through the first regeneration line 100 only in a direction from second port 94 to the second actuator port 108.
  • the outlet of the oil pump 82 also is connected to a third port 96 of the second control valve 88, that has a fourth port 98 and a second workport 97 as well.
  • the second workport 97 is directly connected to the second actuator port 108 of the cam phase actuator 104, and the fourth port 98 is coupled to the first actuator port 106 by a second regeneration line 102.
  • a fourth check valve 99 permits oil to flow through the second regeneration line 102 only in a direction from fourth port 98 to the first actuator port 106.
  • cam phase actuators are provided for each cam shaft and such actuators are coupled to the workports 93 and 97 of the two control valves 86 and 88 in the same manner as for the cam phase actuator 104.
  • the second cam phase control system 80 functions the same as the first cam phase control system 40 when the both its control valves 46 and 48 are de-energized.
  • the first control valve 86 remains de-energized and the second control valve 88 is electrically operated into the position that connects the second workport 97 to the fourth port 98.
  • pressurized oil from the oil pump 82 is applied through the first control valve 86 to the first actuator port 106 of the cam phase actuator 104.
  • oil flows out of the second actuator port 108 through the second control valve 88, the fourth check valve 99, and the second regeneration line 102.
  • the oil flowing through the second regeneration line 102 combines with the oil from the pump which is flowing out of the first workport 93. Therefore, the oil being exhausted from the second actuator port 108 is supplied in a regenerative manner to the first actuator port 106, thereby reducing the amount of flow required from the oil pump 82 to operate the cam phase actuator 104.
  • This hydraulic regeneration reduces the amount energy consumed by the oil pump 82.
  • the oil pump 82 does not have to be significantly increased in size, over that required to effectively lubricate the engine, in order for the pump also to supply the second cam phase control system 80.
  • the first control valve 86 is energized to the position in which the first workport 93 is connected to the second port 94.
  • the second control valve 88 is maintained de-energized to provide a path that conveys pump output oil from the third port 96 to the second workport 97.
  • oil exhausting from the first actuator port 106 of the cam phase actuator 104 is fed back in a regenerative manner through the first control valve 86, the third check valve 95 and the first regeneration line 100 to the second actuator port 108. That regenerative flow combines with any additional flow required from the oil pump 82 that is conveyed through the second control valve 88, to actuate the cam phase actuator 104.
  • the second embodiment in Figure 5 could be varied by providing regeneration to only one of the actuator ports 106 or 108, but not to the other actuator port.
  • the first regeneration line 100 could be replaced by a line connecting the second port 94 of the first control valve 86 to the reservoir 84.
  • the flow out of the second port 94 is returned to the reservoir 84, while the flow out of the fourth port 98 of the second control valve 88 still flows through the second regeneration line 102 to the first actuator port 106.
  • the net torque acting on the camshaft can be used to provide cam phasing in the desired direction.
  • a cam phase control system When operating in a torque actuated mode, a cam phase control system only requires enough oil flow to make up for leakage and, therefore, does not substantially effect the pressure in the main oil galley of an engine.
  • the main oil galley of an engine typically located in the engine block, provides a passage way for oil to travel to many of the engine's main components, such as crank shaft bearings, cam gear(s)/bearing(s), and crank rod bearings to name a few.
  • drastic changes in pressure in the main oil galley of an engine can result in insufficient oil being delivered to a main component of the engine and cause overheating and/or engine failure.
  • a third embodiment of a control system that provides a hybrid cam phase control system 200 that minimizes its impact on the pressure in the main oil galley of an engine by controlling when the hybrid cam phase control system 200 is operating in a cam torque actuated mode or an oil pressure actuated mode, as will be described in great detail below.
  • the hybrid cam phase control system 200 can utilize a dynamic regeneration valve 202, shown in Figure 6 , which enables the hybrid cam phase control system 200 to switch between the cam torque actuated mode and the oil pressure actuated mode when adjusting the cylinder valve timing.
  • the dynamic regeneration valve 202 includes a housing 204 and a valve member 206 arranged within the housing 204.
  • the housing 204 defines a pressure port 208, a regeneration port 210, and a tank port 212.
  • the valve member 206 illustrated in Figure 6 is a spool.
  • the valve member 206 is configured to be moveable between a first valve member position ( Figure 6 ) where fluid communication between the regeneration port 210 and the tank port 212 is inhibited and a second valve member position where fluid communication is provided between the regeneration port 210 and the tank port 212.
  • a regeneration spring 214 biases the valve member 206 towards the first valve member position.
  • a force acting on a bottom surface 216 of the valve member 206 will eventually overcome the force of the regeneration spring 214 and the valve member 206 will move from the first valve member position to the second valve member position.
  • a conventional oil pump 220 feeds fluid from a reservoir 222 (e.g., the engine oil pan) to a first control valve 224, a second control valve 226, and the dynamic regeneration valve 202.
  • the first control valve 224 and the second control valve 226 are each electrohydraulic, three-way control valves operated by a signal from an engine computer 227.
  • a first port 228 of the first control valve 224 is in fluid communication with the outlet of the oil pump 220, and a first check valve 230 is arranged between the outlet of the oil pump 220 and the first port 228.
  • the first check valve 230 only allows oil to flow from the outlet of the oil pump 220 to the first port 228 and prevents oil from flowing in the opposite direction.
  • the first check valve 230 can be arranged within the first control valve 224, similar to check valves 50 and 90 described above.
  • the first control valve 224 When the first control valve 224 is in a first position illustrated in Figure 7 , the first control valve 224 provides fluid communication between the first port 228 and a first workport 232.
  • the first control valve 224 is biased towards the first position by a first spring 234.
  • a first solenoid actuator 236 When a first solenoid actuator 236 is energized by an electric current from the engine computer 227, the first solenoid actuator 236 overcomes the force of the first spring 234 and the first control valve 224 moves into a second position.
  • the first control valve 224 In the second position, the first control valve 224 provides fluid communication between the first workport 232 and a second port 238.
  • the second port 238 is in fluid communication with the regeneration port 210 of the dynamic regeneration valve 202.
  • a third port 240 of the second control valve 226 is in fluid communication with the outlet of the oil pump 220, and a second check valve 242 is arranged between the outlet of the oil pump 220 and the third port 240.
  • the second check valve 242 only allows oil to flow from the outlet of the oil pump 220 to the third port 240 and prevents oil from flowing in the opposite direction.
  • the second check valve 242 can be arranged within the second control valve 226, similar to check valves 52 and 91 described above.
  • the second control valve 226 When the second control valve 226 is in one position, the second control valve 226 provides fluid communication between the third port 240 and a second workport 244. The second control valve 226 is biased towards that one position by a second spring 246.
  • a second solenoid actuator 248 When a second solenoid actuator 248 is activated by an electric current from the engine computer 227, the second solenoid actuator 248 overcomes the force of the second spring 246 and the second control valve 226 moves into another position illustrated in Figure 7 . In that other position, the second control valve 226 provides fluid communication between the second workport 244 and a fourth port 250.
  • the fourth port 250 is in fluid communication with the regeneration port 210 of the dynamic regeneration valve 202.
  • a sensing line 252 provides fluid communication between the pressure port 208 of the dynamic regeneration valve 202 and the outlet of the oil pump 220.
  • the pressure at the outlet of the oil pump 220 does not provide a force on the bottom surface 216 of the valve member 206 sufficient to overcome the force of the regeneration spring 214, the valve member 206 is forced into the first valve member position and the dynamic regeneration valve 202 inhibits fluid communication between the regeneration port 210 and the tank port 212 and thus to the reservoir 222.
  • the dynamic regeneration valve 202 provides fluid communication between the regeneration port 210 and the tank port 212 and thus to the reservoir 222.
  • the hybrid cam phase control system 200 includes a cam phase actuator 254 for varying the rotational relationship between the crankshaft and the cam shaft of the engine.
  • the cam phase actuator 254 can be a conventional, hydraulically actuated device similar to the actuator shown in Figures 1 and 2 . Alternatively or additionally, the cam phase actuator 254 can be configured to operate similar to the cam phase actuator 68 shown in Figure 4 and described above.
  • the cam phase actuator 254 includes a first actuator port 256 in fluid communication with the first workport 232 and a second actuator port 258 in fluid communication with the second workport 244.
  • the hybrid cam phase control system 200 also includes a third check valve 260, a fourth check valve 262, and a re-circulation line 264.
  • the third check valve 260 inhibits fluid communication between the first workport 232 and the re-circulation line 264, and also inhibits fluid communication between the first actuator port 256 and the re-circulation line 264.
  • the fourth check valve 262 inhibits fluid communication between the second workport 244 and the re-circulation line 264, and also inhibits fluid communication between the second actuator port 258 and the re-circulation line 264.
  • the re-circulation line 264 provides fluid communication between the second port 238 and the second actuator port 258, and provides fluid communication between the fourth port 250 and the first actuator port 256.
  • the hybrid cam phase control system 200 can adjust the cam phase actuator 254 using either the cam torque actuated mode or the oil pressure actuated mode. Whether the hybrid cam phase control system 200 is operating in the cam torque actuated mode or the oil pressure actuated mode, operation of the first control valve 224 and the second control valve 226 will be the same for the two modes when adjusting the cam phase actuator 254 to advance or retard the cylinder valve timing.
  • the first solenoid actuator 236 is de-energized such that the first control valve 224 provides fluid communication between the first port 228 and the first workport 232
  • the second solenoid actuator 248 is energized such that the second control valve 226 provides fluid communication between the second workport 244 and the fourth port 250.
  • the first solenoid actuator 236 is energized such that the first control valve 224 provides fluid communication between the first workport 232 and the second port 238, and the second solenoid actuator 248 is de-energized such that the second control valve 226 provides fluid communication between the third port 240 and the second workport 244. This enables oil from the oil pump 220 to be fed into the second actuator port 258 and other oil to be drained from the first actuator port 256 back to the reservoir 222.
  • the valve member 206 In the oil pressure actuated mode, the valve member 206 is forced into the second valve member position and oil flowing from either the first workport 238 or the second workport 250 (depending on whether the cylinder valve timing is being advanced or retarded) is allowed to flow though the dynamic regeneration valve 202 to the reservoir 222.
  • the cam phase actuator 254 is adjusted to advance the cylinder valve timing
  • pressurized oil is fed from the pump 220 through the first control valve 224 to the first actuator port 256.
  • the oil exhausted from the second actuator port 258 is fed through the second control valve 226 and the dynamic regeneration valve 202 to the reservoir 222, as shown in bold lines in Figure 7 .
  • the hybrid cam phase control system 200 When the pressure at the outlet of the oil pump 220, sensed by the sensing line 252, does not provide a force on the bottom surface 216 of the valve member 206 sufficient to overcome the force of the regeneration spring 214, the hybrid cam phase control system 200 will be operating in the cam torque actuated mode and the net force acting on the camshaft will be used to adjust the cam phase actuator 254. In the cam torque actuated mode, the valve member 206 is biased into the first valve member position and oil is re-circulated through the hybrid cam phase control system 200.
  • oil from the oil pump 220 can be fed into the first actuator port 256 and oil exhausted from the second actuator port 258 is fed through the second control valve 226, the re-circulation line 264, and the third check valve 260, as shown in bold lines in Figure 8 .
  • the oil flowing through the re-circulation line 264 and the third check valve 260 is fed back to the first actuator port 256.
  • the oil exhausted from the second actuator port 258 is re-circulated to the first actuator port 256 and the oil pump 220 only needs to supply enough oil to the first port 228 to make up for leakage. This minimizes the effect the hybrid cam phase control system 200 has on the pressure in the reservoir 222 and enables the adjustment of the cam phase actuator 254 at low oil pump pressures.
  • a second cam phase actuator 266 is provided for the other cam shaft as shown in Figure 9 .
  • the second cam phase actuator 266 includes one actuator port 268 in fluid communication with the first workport 232 and another actuator port 270 in fluid communication with the second workport 244.
  • the cam phase actuators 254 and 266 can be designed similar to the cam phase actuators 68 and 72, described above.
  • the cam phase actuator 254 can be designed such that the first and second actuator ports 256 and 258 can be in communication with the first and second passageways 30 and 33 when the cam shaft is rotationally positioned between 0 degrees and 90 degrees.
  • the second cam phase actuator can be designed such that the actuator ports 268 and 270 can be in communication with the first and second passageways 30 and 33 when the cam shaft is rotationally positioned between 180 degrees and 270 degrees.
  • the actuator ports 268 and 270 can be in communication with the first and second passageways 30 and 33 when the cam shaft is rotationally positioned between 180 degrees and 270 degrees.
  • angles and angle ranges may be used in controlling two or more cam phase actuators.
  • a fourth embodiment of a control system that provides a hybrid cam phase control system 300 that minimizes its impact on the pressure in the main oil galley of an engine by controlling when the hybrid cam phase control system 300 is operating in a cam torque actuated mode or an oil pressure actuated mode, as will be described in great detail below.
  • the hybrid cam phase control system 300 can utilize a dynamic regeneration valve 302, shown in Figure 10 , which enables the hybrid cam phase control system 300 to switch between the cam torque actuated mode and the oil pressure actuated mode when adjusting the cylinder valve timing.
  • the dynamic regeneration valve 302 includes a housing 304 and a valve member 306 arranged within the housing 304.
  • the housing 304 defines a pressure port 308, a regeneration port 310, and a tank port 312.
  • the valve member 306 illustrated in Figure 11 is a poppet.
  • the valve member 306 is configured to be moveable between a first valve member position ( Figure 11 ) where fluid communication is inhibited between the regeneration port 310 and the tank port 312 and a second valve member position where fluid communication is provided between the regeneration port 310 and the tank port 312.
  • a regeneration spring 314 biases the valve member 306 towards the first valve member position.
  • the valve member 306 includes a lower surface 316 in fluid communication with the pressure port 308 and central portion 318 in fluid communication with the regeneration port 310.
  • the central portion 318 defines a differential area 319.
  • a conventional oil pump 320 feeds fluid from a reservoir 322 (e.g., the engine oil pan) to a first control valve 324, a second control valve 326, and the dynamic regeneration valve 302.
  • the first control valve 324 and the second control valve 326 are each electrohydraulic, three-way control valves operated by a signal from an engine computer 327.
  • a first port 328 of the first control valve 324 is in fluid communication with the outlet of the oil pump 320, and a first check valve 330 is arranged between the outlet of the oil pump 320 and the first port 328.
  • the first check valve 330 only allows oil to flow from the outlet of the oil pump 320 to the first port 328 and prevents oil from flowing in the opposite direction.
  • the first check valve 330 can be arranged within the first control valve 324, similar to check valves 50 and 90 described above.
  • the first control valve 324 When the first control valve 324 is in a first position illustrated in Figure 11 , the first control valve 324 provides fluid communication between the first port 328 and a first workport 332.
  • the first control valve 324 is biased towards the first position by a first spring 334.
  • a first solenoid actuator 336 When a first solenoid actuator 336 is energized by an electric current from the engine computer 327, the first solenoid actuator 336 overcomes the force of the first spring 334 and the first control valve 324 moves into a second position. In the second position, the first control valve 324 provides fluid communication between the first workport 332 and a second port 338.
  • the second port 338 is in fluid communication with the regeneration port 310 of the dynamic regeneration valve 302.
  • a third port 340 of the second control valve 326 is in fluid communication with the outlet of the oil pump 320, and a second check valve 342 is arranged between the outlet of the oil pump 320 and the third port 340.
  • the second check valve 342 only allows oil to flow from the outlet of the oil pump 320 to the third port 340 and prevents oil from flowing in the opposite direction.
  • the second check valve 342 can be arranged within the second control valve 326, similar to check valves 52 and 91 described above.
  • the second control valve 326 When the second control valve 326 is in one position, the second control valve 326 provides fluid communication between the third port 340 and a second workport 344. The second control valve 326 is biased towards that one position by a second spring 346. When a second solenoid actuator 348 is activated by an electric current from the engine computer 327, the second solenoid actuator 348 overcomes the force of the second spring 346 and the second control valve 326 moves into another position illustrated in Figure 11 . In that other position, the second control valve 326 provides fluid communication between the second workport 344 and a fourth port 350. The fourth port 350 is in fluid communication with the regeneration port 310 of the dynamic regeneration valve 302.
  • a sensing line 352 provides fluid communication between the pressure port 308 of the dynamic regeneration valve 302 and the outlet of the oil pump 320.
  • the valve member 306 When the pressure at the outlet of the oil pump 320 does not provide a force on the bottom surface 316 of the valve member 306 sufficient to overcome the force of the regeneration spring 314, the valve member 306 is forced into the first valve member position and the dynamic regeneration valve 302 inhibits fluid communication between the regeneration port 310 and the tank port 312 and thus to the reservoir 322.
  • the pressure at the outlet of the oil pump 320 reaches a sufficient level, the force acting on the bottom surface 316 of the valve member 306 overcomes the force of the regeneration spring 314 and the valve member 306 moves to the second valve member position illustrated in Figure 11 .
  • the dynamic regeneration valve 302 In the second valve member position, the dynamic regeneration valve 302 provides fluid communication between the regeneration port 310 and the tank port 312 and thus to the reservoir 322.
  • the hybrid cam phase control system 300 includes a cam phase actuator 354 for varying the rotational relationship between the crankshaft and the cam shaft of the engine.
  • the cam phase actuator 354 can be a conventional, hydraulically actuated device similar to the actuator shown in Figures 1 and 2 . Alternatively or additionally, the cam phase actuator 354 can be configured to operate similar to the cam phase actuator 68 shown in Figure 4 and described above.
  • the cam phase actuator 354 includes a first actuator port 356 in fluid communication with the first workport 332 and a second actuator port 358 in fluid communication with the second workport 344.
  • the hybrid cam phase control system 300 also includes a third check valve 360, a fourth check valve 362, and a re-circulation line 364.
  • the third check valve 360 inhibits fluid communication between the first workport 332 and the re-circulation line 364, and also inhibits fluid communication between the first actuator port 356 and the re-circulation line 364.
  • the fourth check valve 362 inhibits fluid communication between the second workport 344 and the re-circulation line 364, and also inhibits fluid communication between the second actuator port 358 and the re-circulation line 364.
  • the re-circulation line 364 provides fluid communication between the second port 338 and the second actuator port 358, and also provides fluid communication between the fourth port 350 and the first actuator port 356.
  • the hybrid cam phase control system 300 can adjust the cam phase actuator 354 using either the cam torque actuated mode or the oil pressure actuated mode. Whether the hybrid cam phase control system 300 is operating in the cam torque actuated mode or the oil pressure actuated mode, operation of the first control valve 324 and the second control valve 326 will be the same for the two modes when adjusting the cam phase actuator 354 to advance or retard the cylinder valve timing.
  • the first solenoid actuator 336 is de-energized such that the first control valve 324 provides fluid communication between the first port 328 and the first workport 332, and the second solenoid actuator 348 is energized such that the second control valve 326 provides fluid communication between the second workport 344 and the fourth port 350.
  • This enables oil from the oil pump 320 to be fed into the first actuator port 356 and other oil to be drained from the second actuator port 358 back to the reservoir 322.
  • the first solenoid actuator 336 is energized such that the first control valve 324 provides fluid communication between the first workport 332 and the second port 338, and the second solenoid actuator 348 is de-energized such that the second control valve 326 provides fluid communication between the third port 340 and the second workport 344.
  • This enables oil from the oil pump 320 to be fed into the second actuator port 358 and other oil to be drained from the first actuator port 356 back to the reservoir 322.
  • valve member 306 In the oil pressure actuated mode, the valve member 306 is forced into the second valve member position and oil flowing from either the first workport 338 or the second workport 350 (depending on whether the cylinder valve timing is being advanced or retarded) is allowed to flow though the dynamic regeneration valve 302 to the reservoir 322.
  • the cam phase actuator 354 is adjusted to advance the cylinder valve timing
  • pressurized oil is fed from the pump 320 through the first control valve 324 to the first actuator port 356.
  • the oil exhausted from the second actuator port 358 is fed through the second control valve 326 and the dynamic regeneration valve 302 to the reservoir 322, as shown in bold lines in Figure 11 .
  • the valve member 306 is in the second valve member position while the hybrid cam phase control system 300 is operating in the oil pressure assisted mode.
  • the differential area 319 defined by the central portion 318 of the valve member 306 enables the valve member 306 to increase or decrease a flow area between the regeneration port 310 and the tank port 312 in response to the pressure at the regeneration port 310.
  • the illustrated differential area 319 enables the valve member 306 to increase the flow area between the regeneration port 310 and the tank port 312 as the valve member 306 lifts in response to the pressure spike.
  • This functionality of the valve member 306 is illustrated by a regeneration sensing line 365 in Figures 11-14 .
  • Figure 12 illustrates, in bold lines, the above described example where the hybrid cam phase control system 300 is operating in the oil pressure actuated mode and the pressure at the regeneration port 310 further forces the valve member 306 to lift and increase the flow area between the regeneration port 310 and the tank port 312.
  • the differential area 319 may be designed to either provide additional flow area between the regeneration port 310 and the tank port 312 during a spike in pressure at the regeneration port 310 or provide additional closing of the flow area between the regeneration port 310 and the tank port 312 during a spike in pressure at the regeneration port 310, compared to the differential area 319 illustrated in Figure 10 .
  • the differential area 319 can be designed to reduce the resistance of the hydraulic circuit illustrated in Figures 11-14 and provide faster shifting rates by providing additional flow area.
  • the differential area 319 can be designed to ensure that the hybrid cam phase control system 300 will default to the oil pressure actuated mode if consistent pressure spikes at the regeneration port 310 stop occurring.
  • the hybrid cam phase control system 300 When the pressure at the outlet of the oil pump 320, sensed by the sensing line 352, does not provide a force on the bottom surface 316 of the valve member 306 sufficient to overcome the force of the regeneration spring 314, the hybrid cam phase control system 300 will be operating in the cam torque actuated mode and the net force acting on the camshaft will be used to adjust the cam phase actuator 354. In the cam torque actuated mode, the valve member 306 is biased into the first valve member position and oil is re-circulated through the hybrid cam phase control system 300.
  • oil from the oil pump 320 can be fed into the first actuator port 356 and oil exhausted from the second actuator port 358 is fed through the second control valve 326, the re-circulation line 364, and the third check valve 360, as shown in bold lines in Figure 13 .
  • the oil flowing through the re-circulation line 364 and the third check valve 360 is fed back to the first actuator port 356.
  • the oil exhausted from the second actuator port 358 is re-circulated to the first actuator port 356 and the oil pump 320 only needs to supply enough oil to the first port 328 to make up for leakage. This minimizes the effect the hybrid cam phase control system 300 has on the pressure in the reservoir 222 and enables the adjustment of the cam phase actuator 354 at low oil pump pressures.
  • a second cam phase actuator 366 is provided for the other cam shaft as shown in Figure 14 .
  • the second cam phase actuator 366 includes one actuator port 368 in fluid communication with the first workport 332 and another actuator port 370 in fluid communication with the second workport 344.
  • the cam phase actuators 354 and 366 can be designed similar to the cam phase actuators 68 and 72, described above.
  • the cam phase actuator 354 can be designed such that the first and second actuator ports 356 and 358 can be in communication with the first and second passageways 30 and 33 when the cam shaft is rotationally positioned between 0 degrees and 90 degrees.
  • the second cam phase actuator can be designed such that the actuator ports 368 and 370 can be in communication with the first and second passageways 30 and 33 when the cam shaft is rotationally positioned between 180 degrees and 270 degrees.
  • the actuator ports 368 and 370 can be in communication with the first and second passageways 30 and 33 when the cam shaft is rotationally positioned between 180 degrees and 270 degrees.
  • angles and angle ranges may be used in controlling two or more cam phase actuators.

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)
EP16275101.0A 2015-07-24 2016-07-14 Système destiné à faire varier la synchronisation des soupapes de cylindre dans un moteur à combustion interne Active EP3121396B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US14/808,685 US9797276B2 (en) 2013-03-11 2015-07-24 System for varying cylinder valve timing in an internal combustion engine

Publications (2)

Publication Number Publication Date
EP3121396A1 true EP3121396A1 (fr) 2017-01-25
EP3121396B1 EP3121396B1 (fr) 2019-09-11

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JP (1) JP2017025919A (fr)
CN (1) CN106368759B (fr)

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AT16251U1 (de) * 2018-01-22 2019-05-15 Hp3 Real Gmbh Stopfaggregat für eine Gleisstopfmaschine
JP2019157853A (ja) * 2018-03-07 2019-09-19 ボーグワーナー インコーポレーテッド 位相器のためのゼロ圧力ロック解除システム
CN110966062B (zh) * 2018-09-30 2022-09-27 现代自动车株式会社 用于液压可变阀的控制系统和控制方法
CN114729579B (zh) * 2019-11-27 2024-03-12 比亚乔公司 用于带提升气门的多缸内燃发动机的带定相装置的凸轮轴

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DE19844669A1 (de) * 1998-09-29 2000-03-30 Linde Ag Hydrostatisches Antriebssystem mit einer Regenerationseinrichtung
EP1400661A1 (fr) * 2002-09-19 2004-03-24 BorgWarner Inc. Mécanisme de déclenchement d'une broche de verrouillage pour déphaseur d'arbre à cames à commande par soupape à tiroir
WO2007107426A1 (fr) * 2006-03-17 2007-09-27 Hydraulik-Ring Gmbh Circuit hydraulique, en particulier pour dispositif d'ajustement d'arbre a cames, et element de commande correspondant
DE102013213132A1 (de) * 2013-07-04 2015-01-08 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenverstelleinrichtung

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JP4459826B2 (ja) * 2005-01-26 2010-04-28 株式会社デンソー バルブタイミング調整装置
JP4524672B2 (ja) * 2006-01-10 2010-08-18 アイシン精機株式会社 弁開閉時期制御装置
CN201218116Y (zh) * 2008-05-27 2009-04-08 芜湖杰锋汽车动力系统有限公司 一种可变气门正时的配气调节装置
DE102008002461A1 (de) * 2008-06-17 2009-12-24 Robert Bosch Gmbh Vorrichtung zum Verändern der Drehwinkellage einer Nockenwelle
DE102011077587A1 (de) * 2011-06-16 2012-12-20 Schaeffler Technologies AG & Co. KG Nockenwellenversteller

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19844669A1 (de) * 1998-09-29 2000-03-30 Linde Ag Hydrostatisches Antriebssystem mit einer Regenerationseinrichtung
EP1400661A1 (fr) * 2002-09-19 2004-03-24 BorgWarner Inc. Mécanisme de déclenchement d'une broche de verrouillage pour déphaseur d'arbre à cames à commande par soupape à tiroir
WO2007107426A1 (fr) * 2006-03-17 2007-09-27 Hydraulik-Ring Gmbh Circuit hydraulique, en particulier pour dispositif d'ajustement d'arbre a cames, et element de commande correspondant
DE102013213132A1 (de) * 2013-07-04 2015-01-08 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenverstelleinrichtung

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JP2017025919A (ja) 2017-02-02
CN106368759B (zh) 2020-08-04
CN106368759A (zh) 2017-02-01

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