KR101299749B1 - Device for changing control time of gas-exchange valves of an internal combustion engine - Google Patents

Abstract

The present invention relates to an apparatus (101) for changing the control time of gas exchange valves of an internal combustion engine, and more particularly to an apparatus (101) having a hydraulic regulator (102) and a control valve (103). will be. The device 101 according to the invention is provided with an intermediate position lock of the hydraulic adjustment device 102. In addition, by the device 101 according to the present invention, the hydraulic control device 102 is fixed in an intermediate position even when a failure occurs in the control unit 112 that controls the control valve 103. It is ensured that the control unit 112 remains until repaired. In addition, the device 101 according to the present invention has an intermediate position without moving the movable element 105 of the hydraulic control device 102 at the start of the internal combustion engine, while not colliding with the side wall portion of the pressure space 104. Enable the start of the internal combustion engine in a position fixed at

Hydraulic regulator, control unit, control piston, operating port, inlet port, outlet port

Description

DEVICE FOR CHANGING CONTROL TIME OF GAS-EXCHANGE VALVES OF AN INTERNAL COMBUSTION ENGINE}

1 is a longitudinal cross-sectional view showing a hydraulic control device cut out.

Figure 2 is a cross-sectional view showing the hydraulic adjustment device according to Figure 1 cut out.

3 is a flow chart illustrating a method for starting an internal combustion engine using the apparatus according to the invention for changing the control time of gas exchange valves.

4 is a schematic representation of an apparatus according to the invention for changing the control time of gas exchange valves of an internal combustion engine;

Fig. 5A is a longitudinal sectional view of the control valve in a state in which the control valve of the apparatus according to the present invention for changing the control time of the gas exchange valves of the internal combustion engine is in the first control position;

Fig. 5B is a longitudinal sectional view showing the control valve cut away in a state where the control valve according to Fig. 5A is in the second control position;

FIG. 5C is a longitudinal sectional view of the control valve cut away in a state where the control valve according to FIG. 5A is in a third control position; FIG.

FIG. 5D is a longitudinal sectional view of the control valve cut away with the control valve according to FIG. 5A in a fourth control position; FIG.

6 is a graph showing the volume flow supplied from the inlet port to the pressure chambers according to the position of the control piston relative to the valve housing.

7 is a flow chart illustrating a method for shutting down while controlling an internal combustion engine using an apparatus according to the invention for changing the control time of gas exchange valves.

8 is a schematic view showing an apparatus for changing the control time of gas exchange valves of an internal combustion engine according to the prior art;

<Description of the symbols for the main parts of the drawings>

1: (control time change) Device 1a: Hydraulic regulator

2: stator 3: rotor

4: drive sprocket 5: recessed part

6: side wall part 7: first side cover

8: second side cover 9: connecting member

10: Bain Groove 11: Bain

12: first pressure chamber 13: second pressure chamber

14: groove base 15: leaf spring member

16: first pressure medium line 17: second pressure medium line

21: first arrow 22: center bore

23: shaping 24: locking member

25: axial bore portion 26: piston

27: spring 28: exhaust member

29: connection link 30: groove

101: (control time change) device 102: hydraulic control device

103: control valve 104: pressure space portion

105: Element 106: First Pressure Chamber

107: second pressure chamber 108: first connecting link

109: second connection link 110: first locking pin

111: second locking pin 112: control unit

113: first spring member 114: valve body
115: first pressure medium line

116: second pressure medium line 117: pressure medium storage tank

118: pressure medium pump 119: filter

120: check valve 121: third pressure medium line

122: fourth pressure medium line 126: second arrow

127: first spring 128: third arrow

129: second spring 130: second control position

131: third control position 132: fourth control position

133: delay stop 140: first control position

141: valve housing 142: control piston

143: Fantasy Groove 144: Fantasy Groove

145: annular groove 146: first radial opening

146a: second radial opening 147: second spring member

148: push rod 149: first end stop

150: second end stop 151: first land portion

152: second land portion 153: first control edge portion

154: second control edge portion 155: third control edge portion

156: fourth control edge portion 157: fourth annular groove

158: third land part

P: Inlet Port T: Outlet Port

A: first operating port B: second operating port

: 위상 위치

: 고정 위상 위치

: Phase position

Fixed phase position

X: value Y ₁ : angle difference

Y ₂ : Angle difference Y ₃ : Angle difference

TV _Halte : Fixed duty factor

P _min : oil pressure

The present invention relates to an apparatus for changing the control time of gas exchange valves of an internal combustion engine according to the preambles of claims 1, 2 and 3.

Camshafts are used to operate gas exchange valves in an internal combustion engine. Camshafts are mounted in the internal combustion engine in such a way that cams attached to the camshaft itself adjoin cam followers, such as bucket type tappets, rocker arms or valve levers. If the camshaft rotates, the cams are in rolling motion in contact with the cam followers, and the cam followers again actuate the gas exchange valves. Therefore, the opening amplitude of the gas exchange valves, as well as the opening amplitude, and their opening and closing timings are determined by the position and shape of the cams.

The modern engine concept lies in the variable design of the valve drive. On one side the valve lift and the valve opening period can be designed to be variable until the individual cylinders are completely shut off. To this end, concepts such as switchable cam followers or electro-hydraulic or electric valve actuators are provided. It has also been found to be desirable to have an influence on the opening and closing times of the gas exchange valves during operation of the internal combustion engine. In this connection, it is particularly advantageous to have a separate effect on the opening or closing point of the intake valve or exhaust valve, for example so that the defined valve overlap can be adjusted as intended. By adjusting the opening or closing point of the gas exchange valves according to the actual performance characteristic area of the engine, for example according to the actual engine speed or the actual load, the inherent fuel consumption is reduced and a positive effect on the exhaust gas behavior is provided, Engine efficiency, maximum torque and maximum power can be increased.

The aforementioned variability with respect to the valve control time is achieved by changing the phase position of the camshaft relative to the crankshaft. The camshaft is then connected in such a way as to be driven with the crankshaft, usually through a chain drive, belt drive, toothed gear drive or through a drive concept with the same effect. A chain drive device, a belt drive device or a toothed gear drive device driven by a crankshaft; and a camshaft; In between is mounted an apparatus for changing the control time of the internal combustion engine, hereinafter referred to as the camshaft adjusting device. The device for changing the control time transfers the torque of the crankshaft on the camshaft. At this time, in relation to the design of the changing device, the phase position between the crankshaft and the camshaft is reliably fixed during the operation of the internal combustion engine, and if desired, the camshaft rotates against the crankshaft within a certain angle region. Can be.

In an internal combustion engine having respective camshafts for intake and exhaust valves, the intake / exhaust valves may be equipped with respective camshaft adjusters. The opening and closing points of the intake / exhaust valves are thereby displaced relative to each other over time, and the valve overlap can be adjusted as intended.

Seats of modern camshaft adjusters are usually located at the drive end of the camshaft. The camshaft adjustment device may also be arranged on the intermediate shaft, on the non-rotating structural member or on the crankshaft. The camshaft adjusting device includes: a drive sprocket which is driven by the crankshaft and maintains a fixed phase relationship with respect to the crankshaft; A drive member connected to the camshaft in a driven manner; And an adjustment mechanism for transmitting the torque of the drive gear to the drive member. The drive sprocket may be designed as a chain sprocket, a belt sprocket or a gear sprocket when the cam shaft adjuster is not disposed on the crankshaft, and use a crankshaft chain drive, belt drive or toothed gear drive. Is driven. The adjustment mechanism can be operated electrically, hydraulically or pneumatically.

Two preferred embodiments of hydraulically adjustable camshaft adjusters are the so-called axial piston adjusters and rotary piston adjusters.

In the case of the axial piston adjusting device, the drive sprocket is connected to the piston, and the piston is connected to the drive member via the helical gear, respectively. The piston divides the hollow formed by the drive member and the sprocket into two pressure chambers disposed axially with each other. If the pressure chamber on one side receives a pressure medium, while the pressure chamber on the other side communicates with the tank, the piston is displaced in the axial direction. When the piston is displaced axially, the helical gear causes the drive sprocket to rotate relative to the drive member and thus the camshaft relative to the crankshaft.

The second embodiment of the hydraulic camshaft adjusting device is a so-called rotary piston adjusting device. In this rotary piston adjusting device, the drive sprocket is fastened to the stator so as not to rotate. The stator and the rotor are arranged concentrically with each other, and the rotor is friction-fixed with the camshaft, the extension of the camshaft or the intermediate shaft, for example by means of press fittings, screws or welded joints, in a form-fixed or self-bonding manner. Are combined. A plurality of hollows are formed in the stator, spaced in the circumferential direction, starting from the rotor and extending radially outward. The hollows are hermetically limited by side covers in the axial direction. A vane connected to the rotor extends inside each of the hollow portions, which vanes separate the respective hollow portions into two pressure chambers. By communicating individual pressure chambers with the pressure medium pump or tank as intended, the phase of the camshaft can be adjusted or fixed relative to the crankshaft.

To control the camshaft adjuster, sensors detect engine characteristic data, such as load condition and speed. Such characteristic data is supplied to the electronic control unit, which controls the inflow and outflow of pressure medium to different pressure chambers after comparing the supplied data with the characteristic map of the internal combustion engine.

In the hydraulic camshaft adjuster, in order to adjust the phase position of the camshaft against the crankshaft, the pressure chamber on one side of the two pressure chambers which interact with each other in the hollow part is in communication with the pressure medium pump and on the other side. The pressure chamber is in communication with the tank. When the pressure medium enters the pressure chamber on one side in conjunction with the pressure medium flowing out from the pressure chamber on the other side, the piston separating the pressure chambers is displaced in the axial direction, whereby the camshaft through the helical gear in the axial piston adjuster. It is rotated relative to this crankshaft. In the rotary piston adjuster, the application of pressure in one pressure chamber and the depressurization of the other pressure chamber causes displacement of the vanes and thus direct rotation of the camshaft with respect to the crankshaft. To fix the phase position, the two pressure chambers are in communication with the pressure medium pump or separated from the tank as well as the pressure medium pump.

Control of the inlet or outlet of the pressure medium to the pressure chambers is accomplished using a control valve, usually a 4/3 proportional valve. The valve housing has a port for the pressure chambers (operation port), a port in the direction of the pressure medium pump and at least one port towards the tank, respectively. Inside the valve housing, which is designed to be essentially hollow, a control piston is arranged which is capable of axial displacement. The control piston can be moved to each position between two designated final positions in the axial direction against the spring force of the spring member using an electromagnetic control member. The control piston also has an annular groove and a control edge, whereby the individual pressure chambers can be in communication with the pressure medium pump or tank, if desired. Likewise, the control piston may be provided with a position where the pressure medium chambers are separated from the pressure medium tank as well as the pressure medium pump.

DE 100 64 222 A1 describes such a device. In other words, such a device is a device in a rotary piston structure. The stator, which is connected to the camshaft in a driven manner, is rotatably mounted on the rotor that is fastened to the camshaft in a spline manner. The stator has recesses open in the rotor direction. Side covers are provided in the axial direction of the device, which limit the device. The recesses are hermetically sealed by the rotor, stator and side covers, thereby forming pressure spaces. Axial grooves are provided on the outer circumferential surface of the rotor, in which grooves vanes extending into the recesses are disposed. The vane separates the pressure spaces into two pressure chambers, each working together. By inflow or outflow of the pressure medium relative to the pressure chambers, the phase position of the camshaft can be selectively fixed or adjusted relative to the crankshaft.

Two locking pins are arranged in the side covers, which are applied to the rotor direction by means of spring means. A circumferentially extending groove is provided in the tip surface of the rotor that faces the locking pins. The grooves are arranged and designed in such a way that in the defined central position, the locking pins engage and lock into each groove unless either of the grooves receives a pressure medium. In this regard each pin is adjacent to the circumferential side end of each groove. The rotor is thereby fixed relative to the stator, whereby relative rotation is suppressed. The pressure medium chambers may be filled with the pressure medium through first and second pressure medium lines. If the pressure medium is filled in the first pressure medium chamber, the front end face of the one locking pin is similarly supplied with the pressure medium. The corresponding pin is thereby brought into close contact with the receiving bore of the side cover, and the adjustment of the rotor relative to the stator in one direction is possible. At this time, the other groove to which the other locking pin is engaged again to be fixed is formed in such a way that the rotor can be adjusted from the intermediate position to the maximum position value. Correspondingly, the rotor is adjusted in the other direction against the stator. In addition, a corresponding prior art device is provided with a compensating spring, which is fixed to the rotor at one end thereof and to the stator at its other end, the drag torque being applied to the rotor by the camshaft. To compensate.

DE 198 53 670 A1 describes a control valve. This control valve serves to control the pressure medium flow opposite the pressure chambers according to the actual load of the internal combustion engine. The control valve consists of a control unit, a valve housing designed essentially in the hollow cylinder, and a control piston designed essentially in the hollow cylinder, the control piston being axially displaced within the valve housing. The valve housing has two actuation ports, an inlet port and an outlet port. The control unit may be, for example, an electromagnet, which displaces the control piston against the force of the spring by applying a control current through the push rod. Depending on the position of the control piston within the valve housing, the inlet port is in communication with the actuation port on either side of the two actuation ports, and the tank port is in communication with the actuation port on the other side, or the actuation ports are inlet. Separate from the port or outlet port. The pressure medium is thereby supplied to the pressure chamber on one side, while the pressure medium flows out of the pressure chamber on the other side, which changes the phase position of the camshaft with respect to the crankshaft.

A significant disadvantage of such a control valve in conjunction with a camshaft adjuster with an intermediate position lock is that the pressure medium port is in communication with the actuating port of either of the two actuating ports in the absence of current. Is in. In other words, in the event of a malfunction of the control member, the pressure medium is directed to the pressure chamber on either side of the two pressure chambers and simultaneously to the pin on either side of the two fins. Thereby, the camshaft adjusting device is rotated to the maximum position of any one of two maximum positions after failure of the control unit, depending on the configuration of the control valve, and this phase position is operated by the internal combustion engine. It is fixed unchanged over the entire period. The intermediate position where the camshaft adjustment device is fixed in the no-pressure state of the device corresponding to the device of the present application includes the excellent starting and operating characteristics of the internal combustion engine at the phase position of the camshaft to which the camshaft adjustment device is fixed as described above relative to the crankshaft. In this way, the maximum phase shift relative to the intermediate position results in more undesirable starting and operating characteristics of the internal combustion engine.

It is therefore an object of the present invention to provide a device for avoiding the above-mentioned disadvantages and thus changing the control time of the gas exchange valves of the internal combustion engine. In this connection the changing device can be fixed in the intermediate position, but after the failure of the control unit of the control valve the fixing position of the intermediate position is achieved automatically at least after restarting the internal combustion engine and the fixation is maintained in the fixed position.

The object is, according to the invention in the first embodiment according to the preamble of claim 1, that the first operating port and the second in the first control position of the control valve correspond to the control position when the control unit is not activated. This is achieved by neither of the operating ports communicating with the inlet port.

According to the invention in a second embodiment according to the preamble of claim 2, the object is that the control valve can take four control positions, with two pressures from the inlet port at the first control position of the control valve. The volume flow to the pressure chamber on either side of the chambers is equal to zero; The volume flow from the inlet port to the pressure chamber on either side of the two pressure chambers in the second control position of the control valve is greater than zero; The volume flow from the inlet port to the pressure chamber on either side of the two pressure chambers in the third control position of the control valve is near zero; And the volume flow from the inlet port to the pressure chamber on either side of the two pressure chambers in the fourth control position of the control valve is greater than zero; Is achieved.

The object is according to the invention in a third embodiment according to the preamble of claim 3, wherein the control piston has a third land portion, the outer diameter of which corresponds to the inner diameter of the valve housing, The outer diameter of the control piston between the parts is achieved by designing smaller than the inner diameter of the valve housing.

According to a preferred refinement of the invention, the hydraulic control device has at least one locking pin and a connecting link, wherein the locking pin is engaged with and fixed in at least one position of the hydraulic control device. The phase position of the camshaft with respect to the crankshaft can thus be fixed, and at the same time the phase adjuster is fixed at the intermediate position when the phase position is fixed.

Similarly conceivable, the hydraulic adjuster comprises two locking pins and two connecting links, each locking pin connecting at any one of the connecting links at at least one position of the hydraulic adjuster. It can be locked in the link, but if the two locking pins are locked in engagement with the respective link, the camshaft's phase position with respect to the crankshaft is fixed, and when the phase position is locked the hydraulic adjuster is locked in the intermediate position. do.

According to a preferred refinement of the first and third embodiments of the invention, no actuation port is in communication with the outlet port T or at the first control position corresponding to the control position when the control unit is not activated or Two actuation ports are in communication with the outlet port T.

According to a preferred refinement of the first and second embodiments of the present invention, the valve body consists of a valve housing designed to be hollow and a control piston displaceably disposed within the valve housing, wherein the control unit is arranged within the valve housing. The control piston can be moved to any position between the two end stops and then locked in the moved position.

According to a preferred refinement of the first and third embodiments of the present invention, the control valve can be moved to four control positions using the control unit.

In this regard, in the first control position of the control valve corresponding to the control position when the control unit is not activated, the first operating port is in communication with the outlet port, the second operating port being any of the outlet port and the inlet port. Not in communication with; In contrast, in the second control position of the control valve, the first actuation port is in communication with the outlet port, and the second actuation port is in communication with the inlet port; In the third control position of the control valve the first and second actuation ports are not in communication with any of the outlet port and the inlet port; In the fourth control position of the control valve the second actuation port is in communication with the outlet port and the first actuation port is in communication with the inlet port.

In an alternative manner, in the first control position of the control valve corresponding to the control position when the control unit is not activated, the first actuation port is in communication with the outlet port, the second actuation port being the outlet port and No communication with any of the inlet ports; In contrast, in the second control position of the control valve, the first actuation port is in communication with the outlet port, and the second actuation port is in communication with the inlet port; The first and second actuation ports communicate with the inlet port at a third control position of the control valve; In the fourth control position of the control valve the second actuation port is in communication with the outlet port and the first actuation port is in communication with the inlet port.

With regard to the design of the apparatus of the present application, if a force between the smallest possible force F ₀ and the small force F ₁ is applied on the control piston from the control unit, the control valve is located in the first control position; If a force between a small force F ₁ and an intermediate force F ₂ is applied on the control piston from the control unit, the control valve is located in a second control position; If a force between an intermediate force (F ₂ ) and a large force (F ₃ ) is applied from the control unit on the control piston, the control valve is located in a third control position; And if a force between a large force F ₃ and a maximum possible force F ₄ is applied from the control unit on the control piston, the control valve is located in a fourth control position; At this time, the design of the force is such that F ₀ <F ₁ <F ₂ <F ₃ <F ₄ .

With regard to the design of the device of the present application, if the control piston is displaced by a distance between 0 and s ₁ relative to the position the control piston takes when the control unit applies the least possible force on the control piston, the control valve Located in a first control position; If the control unit applies the least possible force to the control piston, the control piston is s ₁ and s ₂ relative to the position that the control piston takes. If displaced by a distance between, the control valve is in a second control position; If the control piston is displaced by a distance between s ₂ and s ₃ relative to the position the control piston takes when the control unit applies the least possible force to the control piston, the control valve is located in a third position; And the control piston s ₃ and s ₄ relative to the position the control piston takes when the control unit applies the least possible force to the control piston. If displaced by a distance between, the control valve is in a first position; The relationship of the distance is 0 <s ₁ <s ₂ <s ₃ The design is done in a manner of <s ₄ .

According to a third embodiment of the device of the present application, preferably, with respect to the design of the third land portion and its arrangement in the control piston, the control piston is deformed if the control unit applies the least possible force on the control piston. Position to be taken; and position s ₁ ; When the control piston takes the position of one side located between, the third land portion blocks the connection between the first operation port and the inlet port, while the control piston is located on the other side, respectively, The third land portion is designed and arranged in such a manner that the third land portion is not blocked.

In this regard, the land portions may be designed integrally with the control piston or may be manufactured separately and may be sleeves that are frictionally fixed to the control piston, fixed in shape or self-bonding, and the control piston It is designed to be essentially hollow cylindrical.

The apparatus of the present invention is provided with a control valve. The control valve has been enlarged by an additional fourth control position compared to the 4/3 way valve disclosed in accordance with the prior art. The second, third and fourth control positions correspond to three control positions of the control valve according to the prior art. The second control position corresponds to a state in which no current is supplied to the control valve described in the prior art, in which state the pressure medium is supplied to the first operating port through the inlet port, whereas the pressure medium of the second operating port Is fed to the outflow port. The third control position corresponds to the second state of the control valve of the prior art, in which the two operating ports are not in communication with any of the inlet port and the outlet port. The fourth control position corresponds to the third state of the control valve of the prior art. In this third state the pressure medium is supplied from the inlet port to the second operating port and the pressure medium of the first operating port is supplied to the outlet port. In the difference to the control valve according to the prior art, in the case of the control valve of the apparatus of the present application for changing the control time of the gas exchange valves of the internal combustion engine, the first state of the prior art control valve is a control piston relative to the valve housing. It is only achieved after this displacement as specified. If less or no displacement is made, an additional (first) control position of the control valve is provided, in which case either port of the first actuation port or the second actuation port is provided within the control valve. It is not in communication with the inlet port. If a defect occurs in the control unit, for example when current is supplied to the electromagnet, the control piston is in close contact with the end stop on the control unit side using a spring member. As a consistent result, the two working ports are separated from the inlet port, so that the two pressure chambers and the two locking pins are no longer supplied with pressure medium. After the internal combustion engine is deactivated, on the basis of the leak, the pressure chambers and the supply lines to the pressure chambers and the locking pins are emptied. On restarting the internal combustion engine, the rotor is moved to a position where the locking pins engage and lock the locking links relative to the stator, based on the emptying state of the pressure medium and the drag torque or pulsating torque of the camshaft. Further, on the basis of the fact that the supply of the pressure medium opposite the locking pins has not been initiated, the fixation between the rotor and the stator is maintained in this position. The phase position of the camshaft relative to the crankshaft is thereby fixed at the desired position for starting the internal combustion engine and it is ensured that good operating characteristics are achieved while the internal combustion engine is in operation.

In contrast to the control valves described according to the prior art, within the control valves of the apparatus of the present application for changing the control time of the gas exchange valves of an internal combustion engine, radial actuation ports are positioned axially between these radial actuation ports. An annular groove communicating with an additional port has an additional land portion, which flows in the first actuating port when the control piston is displaced against a force of the spring member below a certain threshold. Disconnect from the port. At the same time, the second working port is likewise separated from the pressure port by the second land portion. As a result, the pressure medium is not guided by the locking pins at the start of the internal combustion engine or at the failure of the control unit. In this way, the fixation between the rotor and the stator is maintained and the point that the phase position of the camshaft necessary for the desired starting and operating characteristics is maintained relative to the crankshaft. Further, according to this embodiment, it is preferable that no structural change of the cylinder body or the camshaft adjusting device is required as compared with the prior art embodiments. In addition, there is no additional cost in the manufacture of the control valve. In other words, this embodiment is a solution that is inexpensive and does not require a structural change of the internal combustion engine.

Further features of the invention are set forth in the description which follows, and in which drawings schematically show embodiments of the invention.

1 and 2 show the hydraulic control device 1a of the device 1 for changing the control time of the gas exchange valves of the internal combustion engine. The adjusting device 1a consists essentially of the stator 2 and the rotor 3 arranged concentrically with the stator. The drive sprocket 4 is fastened to the stator 2 in a spline manner, and is designed as a chain sprocket in the illustrated embodiment. Similarly conceivable, the drive sprocket 4 may be designed as a belt sprocket or a gear sprocket. The stator 2 is rotatably mounted on the rotor 3, but five recesses 5 are circumferentially spaced on the inner circumferential surface of the stator 2 according to the illustrated embodiment. . The recesses 5 are made by the stator 2 and the rotor 3 in the radial direction, by the two side walls 6 of the stator 2 in the circumferential direction, and by the first and second in the axial direction. The range is limited by the second side covers 7, 8. In this way, each of the recesses 5 is hermetically sealed. The first and second side covers 7, 8 are fastened to the stator 2 by means of connecting members 9, for example screws.

A vane grooves 10 extending in the axial direction are formed on the outer circumferential surface of the rotor 3, and vanes 11 extending in the radial direction are disposed in each vane groove 10. Within each recess 5 a vane 11 extends, which is adjacent to the stator 2 in the radial direction and to the side covers 7 and 8 in the axial direction. Each vane 11 separates the recess 5 into two pressure chambers 12, 13 which act on each other. In order to ensure the airtight adjoining of the vane 11 to the stator 2, a leaf spring member 15 is provided between the groove bases 14 of the vane grooves 10 and the vanes 11. The leaf spring member applies a force to the vane 11 in the radial direction.

Using the first and second pressure medium lines 16, 17, the first and second pressure chambers 12, 13 are likewise through a control valve, not shown, or likewise a pressure medium pump. Communicate with a tank not shown. Thereby, a control drive is formed which enables relative rotation of the stator 2 against the rotor 3. At this time, all the first pressure chambers 12 are provided with the pressure medium pump, and all the second pressure chambers 13 are in communication with the tank or exactly opposite. If the first pressure chambers 12 are in communication with the pressure medium pump and the second pressure chambers 13 are in communication with the tank, the first pressure chambers 12 may be connected to the second pressure chambers. It expands while shrinking (13). Accordingly, the vanes 11 are displaced in the circumferential direction, which is the direction shown by the first arrow 21. The rotor 3 is rotated relative to the stator 2 by the displacement of the vanes 11.

The stator 2 is driven in the illustrated embodiment using its chain drive, not shown, which acts on the drive sprocket 4 of the stator itself in the crankshaft. Similarly conceivable, the stator 2 can be driven using a belt or toothed gear drive. The rotor 3 is fastened frictionally with the camshaft not shown, for example, by press fitting or by screwing with a central screw, fixed in shape or self-bonding. As the rotor 3 is relatively rotated relative to the stator 2 as a result of the pressure medium entering and exiting the pressure chambers 12 and 13, a phase shift occurs between the camshaft and the crankshaft. . Accordingly, by introducing or discharging the pressure medium into the pressure chambers 12 and 13 as intended or from them, the control time of the gas exchange valves of the internal combustion engine can be changed as intended.

The pressure medium lines 16, 17 are designed in the embodiment shown as essentially radially arranged bores, which are external to the rotor from the central bore 22 of the rotor 3. It extends to the circumference. A central valve (not shown) may be disposed inside the central bore 22, through which the pressure chambers 12 and 13 may communicate with the pressure medium pump or the tank as intended. . In a further possibility, a pressure medium dispensing device may be arranged inside the central bore portion 22, the pressure medium dispensing device being connected to the pressure medium lines 16, 17 via pressure medium channels and annular grooves. Is communicated with the ports of an externally mounted control valve.

The radially extending side wall portions 6 of the recesses 5 have features 23, which form in the circumferential direction into the recesses 5. . The shapes 23 are used as stops for the vanes 11. And although the rotor 3, relative to the stator 2, the vane 11 is an end position of any one of the end positions of the rotor itself adjacent to the side wall portion of any one of the side wall portions 6. Even though the pressure chambers 12 and 13 can be supplied with the pressure medium, it is ensured by the shapes 23.

For example, when the pressure medium is insufficiently supplied to the apparatus 1 of the present application during the startup phase of the internal combustion engine, the rotor 3 is based on the pulsating torque and the drag torque that the camshaft applies on the rotor 3. It is moved relative to the stator 2 without being controlled. The drag torque of the camshaft in the first phase keeps the rotor relatively in contact with the stator in the circumferential direction opposite to the direction of rotation of the stator until the rotor stops adjacent to the side wall portions 6. Then, the pulsating torque applied by the camshaft on the rotor 3 is controlled by the rotor until at least one of the pressure chambers 12, 13 is completely filled with the pressure medium. This causes a reciprocating vibration of the vanes 11 in the recesses 5. This results in higher wear and noise generation in the device 1 of the present application. In order to suppress this, two locking members 24 are provided in the device 1 of the present application. Each locking member 24 consists of a cup-shaped piston 26 arranged in the axial bore portion 25 of the rotor 3. The piston 26 is forced in the axial direction by the spring 27. The spring 27 is supported axially on one side facing the exhaust member 28, with the interior of the piston 26 designed in the shape of a cup with its own axial distal end facing away from the support. Is placed on.

)가 각각의 측벽부들(6) 사이의 베인(11)의 중간 위치에 상응한다면, 이 위치에서의 유압식 조정장치(1a)의 고정은 2개의 록킹 부재(24)와 그에 맞게 조정된 연결 링크들(29)을 이용함으로써 달성될 수 있다.In the first side cover 7, one connecting link 29 is formed per locking member 24, in which the rotor 3 is in the position corresponding to the position during start-up of the internal combustion engine. The connecting link 29 is formed in such a way that it can be fixed relative to 2). In this position the piston 26 is pressed into the connecting links 29 using springs 27 when the pressure medium supply to the device 1 of the present application is insufficient. In addition, means are provided for re-adhering the piston 26 into the axial bore 25 and thus stopping the fixation when the pressure medium supply to the apparatus 1 of the present application is insufficient. This is typically accomplished using a pressure medium that is guided into the groove 30 through pressure medium lines, not shown. The groove portion 30 is formed at the cover side tip portion of the piston 26. If the phase position corresponding to the starting position of the internal combustion engine (

) Corresponds to the intermediate position of the vane 11 between the respective side wall portions 6, the fixing of the hydraulic adjuster 1a in this position is such that the two locking members 24 and the connecting links adjusted accordingly. By using (29).

The exhaust member 28 is provided with grooves extending in the axial direction so that the leaked oil can flow out of the spring space of the axial bore portion 25, and along the grooves the pressure medium has a second side cover. Can be directed towards the bore of 8).

8 shows an apparatus 101 for changing the control time of gas exchange valves of an internal combustion engine according to the prior art. The device 101 is composed of a hydraulic regulator 102 and a control valve 103.

The adjusting device 102 is composed of a pressure space 104, which is separated into two pressure chambers 106, 107 which interact with each other by means of a displaceable element 105. The displaceable element 105 is rotatably fastened to the camshaft or crankshaft while another structural member is rotatably fastened to the pressure space 104. The displaceable element 105 is immovably fastened with the two connecting links 108, 109. In addition, locking pins, referred to as 110 or 111, respectively, are mounted to the pressure space 104 in a fixed position. Each connecting link 108, 109 is assigned a respective locking pin 110, 111. In an alternative way the locking pins 110, 111 move with the element 105, and the connecting links 108, 109 can be formed in a structural member which is fixed in the pressure space 104. .

The control valve 103 includes a control unit 112, a first spring member 113, and a valve body 114. The control unit 112 may be designed in the form of an electronic or hydraulic control unit 112, for example. In the following it is regarded as an electrical control unit 112 which is designed as an electromagnet, without limitation of generality. The valve body 114 is formed with a first actuation port A, a second actuation port B, an inlet port P and an outlet port T. The first actuation port A is connected to the first pressure chamber 106 via the first pressure medium line 115, and the second actuation port B is connected to the second pressure medium line 116 via the second pressure port 106. In communication with the pressure chamber 107. In addition, the outlet port T is in communication with the pressure medium storage tank 117. The inlet port P receives the pressure medium through the pressure medium pump 118, the filter 119 and the check valve 120. The first connection link 108 communicates with the first pressure medium line 115 through the third pressure medium line 121. Likewise, the second connection link 109 communicates with the second pressure medium line 116 via the fourth pressure medium line 122. The first and second connecting links 108, 109 are each formed as grooves, the dimensions of which are larger than the dimensions of the respective locking pins 110, 111 in the direction of movement of the movable element 105. The two locking pins 110, 111 are engaged in and fixed in the respective connecting links 108, 109 at the illustrated intermediate position of the displaceable element 105, and in the direction of displacement of the movable element 105, respectively. It is arranged at the end of the groove.

By using the control unit 112, the valve may be moved to the second, third and fourth control positions 130, 131, and 132 against the elastic force of the first spring member 113. If the valve is located in the second control position corresponding to the case where the low current is supplied to the control unit 112 and the state at which the control unit 112 is not supplied at all, the second operation port B is solely the inflow port. Only with (P) and the first actuation port A is in communication with only the outlet port T.

If the valve is located in the third control position 131 corresponding to the case where the low current is supplied to the control unit 112 and the intermediate current is supplied, the two operation ports A and B ) Is not in communication with any of the inlet port (P) and the outlet port (T). In an alternative method, the two actuation ports A, B may only be in communication with the inlet port P to compensate for leakage losses.

If the valve is located at the fourth control position 132 corresponding to the state from when the intermediate current is supplied to the control unit 112 to when the maximum current is supplied, the first operation port A is Only with the inlet port P, and the second operating port B is only in communication with the outlet port T.

In the controlled operation of the internal combustion engine, the control valve 103 is moved to the second control position 130 in order to adjust the movable element 105 in the late direction indicated by the second arrow 126. . The pressure medium is guided from the inlet port P to the second pressure chamber 107 through the second operating port B and the second pressure medium line 116. At the same time, the pressure medium is led to the second connection link 109 through the fourth pressure medium line 122. As a result, the second locking pin 111 is pushed out of the second connection link 109 against the force of the second spring 129. At the same time, the first pressure chamber 106 is in communication with the pressure medium storage tank 117 through the first pressure medium line 115 and the outlet port T. By moving the pressure medium out of the first pressure chamber 106 and introducing the pressure medium into the second pressure chamber 107, the movable element 105 is displaced in the late direction. At the same time, the first and second connecting links 108, 109 are likewise displaced in the late direction. In this regard, the first locking pin 110 is moved inside the first connection link 108, while the second locking pin 111 is located outside the second connection link 109.

)를 고정하기 위해, 상기 제어 밸브(103)는 제3 제어 위치(131)로 이동된다. 상기 두 작동 포트들(A, B)은 상기 유입 포트(P) 및 유출 포트(T) 중 어느 포트와도 연통되지 않는다. 압력 챔버들(106, 107)에 대한 압력매체의 공급 또는 그로부터의 유출은 개시되지 않으며, 상기 위상 위치(

)는 일정하게 유지된다. 제3 화살표(128)에 의해 지시되는 이른 방향으로 상기 이동 가능한 엘리먼트(105)를 조정하기 위해, 상기 제어 밸브(103)는 제4 제어 위치(132)로 이동된다. 압력매체는 상기 유입 포트(P)로부터 상기 제1 작동 포트(A) 및 상기 제1 압력매체 라인(115)을 통해 제1 압력 챔버(106)로 안내된다. 동시에 상기 제3 압력매체 라인(121)을 통해 압력매체는 상기 제1 연결 링크(108)로 안내된다. 그럼으로써 상기 제1 록킹 핀(110)은 제1 스프링(127)의 힘에 대항하여 상기 제1 연결 링크(108)로부터 밀쳐 배출된다. 동시에 상기 제2 압력 챔버(107)는 상기 제2 압력매체 라인(116) 및 상기 유출 포트(T)를 통해 압력 매체 저장탱크(117)와 연통된다. 상기 제2 압력 챔버(107)로부터 압력매체를 유출시키고, 제1 압력 챔버(106)로 압력매체를 유입시킴으로써, 상기 이동 가능한 엘리먼트(105)는 이른 방향으로 변위된다. 동시에 상기 제1 및 제2 연결 링크들(108, 109)도 마찬가지로 이른 방향으로 변위된다. 이때 상기 제2 록킹 핀(111)은 상기 제2 연결 링크(109) 내부에서 이동되며, 그에 반해 상기 제1 록킹 핀(110)은 상기 제1 연결 링크(108) 외부에 위치한다.Phase position of the hydraulic adjustment device 102 (

), The control valve 103 is moved to the third control position 131. The two working ports A, B are not in communication with any of the inlet port P and the outlet port T. The supply of or outlet of the pressure medium to the pressure chambers 106, 107 is not initiated and the phase position (

) Remains constant. In order to adjust the movable element 105 in the early direction indicated by the third arrow 128, the control valve 103 is moved to the fourth control position 132. The pressure medium is guided from the inlet port P to the first pressure chamber 106 through the first operating port A and the first pressure medium line 115. At the same time, the pressure medium is led to the first connection link 108 through the third pressure medium line 121. As a result, the first locking pin 110 is pushed out of the first connecting link 108 against the force of the first spring 127. At the same time, the second pressure chamber 107 is in communication with the pressure medium storage tank 117 through the second pressure medium line 116 and the outlet port (T). By discharging the pressure medium from the second pressure chamber 107 and introducing the pressure medium into the first pressure chamber 106, the movable element 105 is displaced in the early direction. At the same time the first and second connecting links 108, 109 are likewise displaced in an earlier direction. In this case, the second locking pin 111 is moved inside the second connection link 109, while the first locking pin 110 is located outside the first connection link 108.

If the movable element 105 is adjusted above the intermediate position from a position different from the intermediate position shown in Fig. 8, the locking pins 110, 111 which are not supplied with a pressure medium have respective connecting links 108, 109. ) And it is fixed. At the same time another locking pin 110, 111 is supplied with a pressure medium so that it can be located outside the connection link 108, 109. Movement is limited only by the locking pins 110, 111 which are fixed in engagement.

If, for example, the start of the internal combustion engine, the hydraulic adjusting device 102 is located in the intermediate position shown in Fig. 8, and the device 101 is not supplied with sufficient pressure medium, the two locking pins ( 110, 111 are engaged with and fixed to respective connecting links 108, 109. At this time, in relation to the arrangement of the locking pins 110 and 111 and the design of the connection links 108 and 109, the connection links 108 with the locking pins 110 and 111 spaced most widely apart from each other. The arrangement and design is done in such a way that it is located at the end of 109. The movable element 105 is thereby fixed relative to the pressure chamber 104. In an alternative method, the locking pins 110, 111 may be located at the ends of the connection links 108, 109 which are closest to each other. In this alternative embodiment, the first connection link 108 is from the second pressure medium line 116 and the second connection link 109 is from the first pressure medium line 115. Must be supplied. Similarly conceivable, the connecting links 108, 109 may be supplied with a pressure medium through respective pressure chambers 106, 107, for example using a worm groove.

In the course of stopping the internal combustion engine, the displaceable element 105 may be located at a position relatively late to the intermediate position. Upon restarting the internal combustion engine, the apparatus 101 is still not sufficiently filled with pressure medium. Based on the drag torque of the camshaft, the element 105 is driven in the direction of the delay stop 133, and closes and stops in close contact with the delay stop. This creates unpleasant noise while increasing the wear of the components.

If a defect occurs in the control unit 112 of the control valve 103, the current supply is interrupted by, for example, a defect in the electromagnet or the current connection, whereby the control valve 103 is moved to the second control position 130. To be displaced. Thereby, the second locking pin 111 is released and the camshaft is adjusted in a direction later than the crankshaft. As a result, the starting and operating characteristics of the internal combustion engine optimized at the intermediate position shown in FIG. 8 are degraded.

The hydraulic regulator 102 shown schematically may be, for example, an axial piston regulator or a rotary piston regulator. In the following, only embodiments of the rotary piston adjusting device are described without limiting generality. The pressure space 104 corresponds to the recesses 5 in FIG. 1. The movable element 105 corresponds to vanes 11. The locking pins 110, 111 in the embodiment according to FIG. 1 can be arranged in the bore portion, preferably in the blind hole, in the side cover of the rotary piston adjuster or in the rotor of the rotary piston adjuster. . Each connecting link 108, 109 is formed in each other structural member.

4 shows an apparatus 101 according to the invention similar to FIG. 8. The apparatus 101 is mostly the same as shown in FIG. Therefore, the same structural members are described with the same reference numerals. The difference between the device 101 according to the invention is that the control valve 103 additionally comprises a first control position 140. The first control position 140 is activated when the control unit 112 takes a state corresponding to the case where no current supply is made from low current. In this case it is ensured that the first control position 140 is achieved by the first spring member 113. In this position neither of the first and second actuation ports A, B is in communication with the inlet port P. According to each configuration of the hydraulic control device 102, the first or second operating port (A, B) can be in communication with the outlet port (T), while the other operating port (A) , B) is not in communication with the outlet port (T). Similarly, in one embodiment, the first and second operating ports A and B at the first control position 140 may be any one of the inlet port P and the outlet port T. It is also not in communication with the port or both of the operating ports A and B may be in communication only with the outlet port T.

In addition to the first control position 140, the control valve 103 likewise has second, third and fourth control positions 103, 131, and 132 shown in FIG. Position 130 is from the low state to the middle state of the current supply to the control unit 112, the third control position 131 is from the middle state to the high state of the current supply, and the fourth control Position 132 is taken from the high current state to the maximum state.

)는 상기 내연기관이 우수한 시동 및 운전 특성을 갖는 비상 운전 위치에서 일정하게 유지된다. When the control unit 112 is defective or an error occurs in the current supply, the control valve 103 is automatically moved to the first control position 140, the control valve 103 is the control The unit 112 or the current supply of the control unit is fixed in the first control position until repaired. Based on the insufficient pressure medium supply to the hydraulic regulator 102 after the internal combustion engine has been newly started, the movable element 105 is capable of drag torque and pulsation regardless of the element's own position when the internal combustion engine is deactivated. It is moved to an intermediate position based on torque. The two locking pins 110, 111 are then fixedly engaged in respective connection links 108, 109, whereby the position of the movable element 105 is fixed in the pressure space 104. Based on the configuration of the first control position 140, while the internal combustion engine is in operation, no pressure medium is supplied to the pressure chambers 106, 107 and thus the connection links 108, 109. As a result, the movable element 105 remains stationary relative to the pressure space 104, and thus the phase position between the camshaft and the crankshaft (

Is maintained constant in the emergency operation position where the internal combustion engine has good starting and operating characteristics.

5a to 5d show by way of example the valve body 114 of the control valve 103 of the apparatus 101 according to the invention. The valve body 114 is composed of a valve housing 141 and a control piston 142. The valve housing 141 is designed to be essentially hollow cylindrical, with three annular grooves 143, 144 and 145 spaced axially in the outer circumferential surface of the valve housing. Each of the annular grooves 143-145 represents a port of the valve, wherein the outer annular grooves 143, 145 in the axial direction form the working ports A, B, and the intermediate annular groove 144. ) Forms an inlet port P. The outlet port T is formed by the opening in the front end surface of the valve housing 141. Each of the annular grooves 143 to 145 communicates with the inside of the valve housing 141 through a first radial opening 146. Inside the valve housing 141, a control piston 142, which is designed to be essentially hollow, is arranged axially displaceable. The control piston 142 receives a force from the second spring member 147 at one end surface and a force from the push rod 148 of the control unit 112 at the front end surface located opposite the control piston 142. By supplying current to the control unit 112, the control piston 142 is positioned at any position between the first and second end stops 149, 150 against the force of the second spring member 147. Can be displaced.

The control piston 142 is provided with first and second land portions 151, 152. The outer diameters of the land parts 151 and 152 are adjusted to the inner diameter of the valve housing 141. In addition, in the control piston 142, a front end surface side end portion of the control piston to which the push rod 148 is engaged; and the second land portion 152; Second radial openings 146a are formed therebetween, whereby the interior of the control piston 142 is in communication with the interior of the valve housing 141. And with respect to the fact that the first and second land portions 151 and 152 are arranged and designed on the outer circumferential surface of the control piston 142, the control edge portions 153 to 156 are relative to the valve housing 141. Depending on the position of the control piston 142, the connection between the inlet port (P) and the operating ports (A, B) is connected or blocked, and the operating ports (A, B) and the outlet port (T) The arrangement and design of the first and second land parts are made in such a way that the connection part between them can also be connected or blocked. The outer diameter of the control piston 142 is in the region between the push rod 148 and the second land portion 152 and in the region between the first land portion 151 and the second land portion 152. It is designed to be smaller than the inner diameter of the valve housing 141. Thus, a fourth annular groove 157 is formed between the first and second land portions 151 and 152. A third land portion 158 is formed in the fourth annular groove 157. The outer diameter of the third land portion 158 is adjusted to the inner diameter of the valve housing 141. In addition, in relation to the positioning of the third land portion 158, the third land portion 158 at the first control position 140 of the control valve 103 is connected to the inflow port P and the third position. The positioning is made in such a way that the connection between the two operating ports B can be interrupted.

5A shows a first control position 140 of the control valve 103. In this first control position, the control piston 142 receives a force between the minimum force F ₀ and the small force F ₁ from the control unit 112 via the push rod 148, The force relationship is F ₁ > F ₀ . The push rod side front end face of the control piston 142 is located in the region between the first end stop 149 (displacement distance = 0mm) and the displacement distance s ₁ . The connection between the inflow port P and the second operation port B is by a third land portion 158 and the connection between the inflow port P and the first operation port A is It is blocked by the first land portion 151. In addition, the connection portion between the second operation port B and the outlet port T is cut off using the second land portion 152, while the pressure medium is discharged from the first operation port A. Can flow to (T). Since the pressure medium flow to the two locking pins 110, 111 and the two pressure chambers 106, 107 is interrupted, no effective adjustment at the first control position 140 can be initiated. The storage tank 11 is emptied by communicating the storage tank 11 and the first pressure chamber 106. Depending on the position of the hydraulic adjuster 102, the movable element 105 may be dragged or pulsated torque of the camshaft immediately or after some time necessary to empty the second pressure chamber 107 based on leakage. It is moved to the intermediate position based on, and is fixed continuously there.

This control position corresponds to the configuration of the control valve 103 in which no current is supplied to the control unit 112, and as a result, the control piston 142 uses the second spring member 147. Displaced to the first end stop 149, ie the displacement distance is zero. In this regard, if the control unit 112 is defective or the current supply to it is interrupted, the valve is positioned at a position where the displacement distance is zero as above.

5B shows the second control position 130 of the control valve 103. In this second control position, the control piston 142 receives a force between the small force F ₁ and the intermediate force F ₂ through the push rod 148 by the control unit 112, but the force Is a relationship of F ₂ > F ₁ . The control piston 142 is thereby displaced from the first end stop 149 on the push rod side by a distance from S ₁ to S ₂ , where S ₂ > S ₁ . The first land portion 151 also cuts off the connection between the first actuation port A and the inlet port P, while the pressure medium continues from the first actuation port to the outlet port T. Can be flowed. In addition, the second land portion 152 blocks the connection between the second operation port B and the outlet port T, while the second and third land portions 152 and 158 The connection between the inlet port P and the second actuation port B is communicated. In this position a pressure medium is supplied to the second and fourth pressure medium lines 116, 122, the second pressure chamber 107, and the second connection link 109 through the second operating port B. Thus, the second locking pin 111 is released, and the hydraulic control device 102 is adjusted in the late direction. At the same time a pressure medium flows from the first pressure chamber 106 through the first pressure medium line 115 to the first operating port A and then back to the outlet port T.

)가 일정하게 고정되는 고정 위치에 상응한다.5C shows a third control position 131 of the control valve 103. In this third control position, the control piston 142 receives a force between the medium force F ₂ and the large force F ₃ via the push rod 148 by the control unit 112, where F ₃ > F ₂ . The control piston 142 is thereby displaced from the first end stop 149 on the push rod side by a distance from S ₂ to S ₃ , where S ₃ > S ₂ . In the position of this open / close valve, the first and second land portions 151, 152 are connected between the operation ports A, B and the inlet port P and the operation ports A, B. ) And the connection between the outlet port (T). In such a position of the control valve 103, the pressure medium is not supplied to the pressure chambers 106, 107, and the pressure medium may not flow out of the pressure chambers 106, 107. In other words, this control position is the phase position between the camshaft and the crankshaft (

) Corresponds to a fixed position where it is fixed constantly.

5D shows a fourth control position 132 of the control valve 103. In this fourth control position the control piston 142 is applied by the control unit 112 a force between the large force (F ₃ ) and the maximum force (F ₄ ) through the push rod 148, F ₄ > F ₃ . The control piston 142 is thereby displaced from the first end stop 149 on the push rod side by a distance from S ₃ to S ₄ , where S ₄ > S ₃ . In this configuration, the first land portion 151 blocks the connection between the first operating port A and the outlet port T, whereas the inlet port P and the first operating port ( The connection portion between A) is communicated by the first land portion 151 and the third land portion 158. In addition, a connection between the inflow port P and the second operation port B is blocked by the second land part 152, whereas the pressure medium is connected to the second operation port B and the It may be introduced into the control piston 142 through the second radial opening 146a and then guided to the outlet port T. In this position of the control valve 103, the pressure medium is transferred from the second pressure chamber 107 to the second operating port B via the second pressure medium line 116 and then to the outlet port T. Guided by). At the same time through the first operating port (A), the first pressure medium line 115, and the third pressure medium line 121, the pressure medium to the first pressure chamber 106, and the first connection link ( 108). The first locking pin 110 is thereby unlocked, and the hydraulic regulator 102 is adjusted in the early direction.

By using the aforementioned 4 / 4-way valve as the control valve 103 of the device 101 according to the invention, an additional module, for example an additional control valve, to represent the device 101 with an intermediate position lock. Is not needed. In this connection the device 101 is started in a fixed intermediate position, but no adjoining of the element 105 (vane in the vane-cell adjuster) to the stop. Design space and manufacturing or assembly costs do not increase as compared to the embodiments described according to the prior art. At the same time, the apparatus 101 of the present application is moved to an intermediate position even when the control unit 112 fails, and is fixed there until the control unit 112 is repaired.

6 shows the volume flow flowing from the inlet port P into the pressure chambers 106 and 107 according to the pulse impact coefficient of the control unit 112. The control unit may receive a voltage, but zero volts or a maximum value is applied. The pulse shock coefficient indicates the component of time for which the maximum value of the voltage is applied to the control unit 112. The higher the pulse impact coefficient, the greater the force exerted on the control piston 142 from the control unit 112 via the push rod 148. Therefore, the pulse impact coefficient is a measure of the displacement of the control piston 142 made inside the valve housing 141 relative to the first end stop 149.

In a first region in which the pulse shock coefficient is between zero and a first value TV 1, the control valve 103 has a first control position 140. In this control position 140 the connection between the inlet port P and the actuation ports A, B is blocked and the volume flow is zero except for the leak flow.

If the pulse shock coefficient is located between the first value TV 1 and the second value TV 2, the control valve 103 is located at the second control position 130. The pressure medium can be guided from the inlet port P to the second operating port B, while the connection between the inlet port P and the operating port A is blocked. The volume flow continues to increase as the pulse impact coefficient rises from the first value TV 1 to the third value TV 3, whereas the pulse shock further increases to the second value TV 2. The coefficient continues to decrease, and finally near zero at the value TV 2. Preferably only the area between TV3 and TV2 is used for the second control position 130.

Within the third region between the value TV 2 and the value TV 4 of the pulse impact coefficient (the pulse impact coefficient located in this region is hereinafter referred to as the fixed impact coefficient), the volume flow is almost zero (0). Close to) This area corresponds to the third control position 131 of the control valve 103, in which the two actuation ports A, B are not in communication with the inlet port P.

If the value of the pulse shock coefficient starts from the value TV 4 and continues to rise to 100%, the volume flow flowing preferentially from the inlet port P into the pressure chambers 106 and 107 continues to increase. The volumetric flow may continue to rise until the pulse impact coefficient reaches 100%, but may pass a maximum value depending on the structure. This region corresponds to the fourth control position 132 of the control valve 103, wherein the pressure medium is directed from the inlet port P to the first operating port A, whereas the inlet port P And the connection between the second working port B is cut off.

The device 101 according to the invention has the advantage that the hydraulic control device 102 is fixed in an intermediate position and such a fixation is maintained when the internal combustion engine is restarted when the control unit 112 fails. When the control unit 112 is deactivated, it may be possible to fix in the intermediate position of the hydraulic regulator 102 or to position the hydraulic regulator 102 when the internal combustion engine is deactivated. The positioning is made in such a way that when the internal combustion engine is restarted, the hydraulic adjuster 102 is moved to an intermediate position and fixed there. The hydraulic control device 102 is thus preferably secured in an intermediate position during the start-up process, in which the device 101 is still not filled with sufficient pressure medium so that the side wall of the pressure space 104 is secured. Adjacent of the movable element 105 to the part is avoided, thus increased wear and noise generation are also avoided.

In order to operate the internal combustion engine, information on the various pulse shock coefficients, in particular TV1 to TV3 and the fixed impact coefficient TV _Halte , must be provided to the engine control. The fixed shock coefficient is calculated by the engine controller according to the standard and stored in the memory unit. Two possibilities can be considered for calculating TV1, TV2 and TV3.

Through the structural layout and thus the valve characteristics, TV1, TV2 and TV3 can be determined directly according to the fixed impact coefficient TV _Halte . The angular difference Y ₁ , Y ₂ , Y ₃ is permanently stored in the memory unit. The engine control device determines the fixed impact coefficient TV _Halte at an early stage of operation of the internal combustion engine. The following equation applies to TV1, TV2 and TV3:

TV1 = TV _Halte -Y1,

TV2 = TV _Halte -Y2,

TV3 = TV _Halte -Y3.

The second method is in some cases calculating TV1 and TV2 from the engine controller after each restart and storing them in a map. To determine TV1 and TV3, the camshaft angle signal and the crankshaft angle signal can be used. For this purpose, the relative phase position of the two axes and the change over time of the phase position can be used. For example, the following method can be applied. The ramp of the pulse impact coefficient continues to increase from 0%. When the adjustment process is initiated (at this point the pressure chamber on either side of the pressure chambers 106, 107 and the locking pins 110, 111 are supplied with a pressure medium, and the hydraulic regulator is adjusted, which is the camshaft angle sensor Can be detected by the crankshaft angle sensor), to obtain the value of TV1. If the maximum adjustment speed is exceeded, the value of TV3 is obtained. And if the phase position is kept constant, TV2 is obtained. The calculated values are then stored in memory.

7 shows a flow chart of a method for controlling the apparatus 101 according to the invention during the stop process of the internal combustion engine. By the above method, the hydraulic control device 102 is moved to a position fixed after the stop of the internal combustion engine, or is moved to a position corresponding to a position which is displaced to an intermediate position immediately after the restart of the internal combustion engine to be fixed thereto.

)는 제어 밸브(103)를 이용하여 정지 위상 위치로 이동되는데, 이 정지 위상 위치는 고정 위상 위치(

)로부터 정의된 값(X)만큼 상이한 위치이다. 상기 정지 위상 위치는 보상 스프링을 구비하지 않고 설계된 장치 (101)용으로 고정 위상 위치(

)에 상대적으로 이른 방향으로 변위되어 위치한다. 이와 동일한 점은 보상 스프링을 구비하고 있는 장치(101)에 대해서도 적용되지만, 그러나 상기 장치(101)의 토크는 캠축의 드래그 토크보다 작다. 캠축의 드래그 토크보다 큰 토크를 인가하는 보상 스프링을 구비한 장치(101)의 경우, 정지 위상은 고정 위상 위치(

)에 상대적으로 늦은 방향으로 변위된다. 만일 사전 지정된 정지 위상 위치에 도달하게 된다면, 점화는 비활성화되고, 펄스 충격 계수의 값은 상기 위상 위치(

)가 확실하게 유지되는 방식으로 조정된다. 다시 말해 이른 방향으로 변위된 정지 위상 위치를 설정한 경우에 상기 펄스 충격 계수는 TV2와 100% 사이에 위치하며, 정지 위상 위치가 고정 위상 위치(

)에 상대적으로 늦은 방향으로 조정된 경우에는 상기 펄스 충격 계수는 TV4와 TV3 사이가 된다. 이러한 펄스 충격 계수는 속도 센서가 영(0)의 속도를 전송할 때까지 유지된다. 그런 후에 설정된 펄스 충격 계수는, 컨트롤 유닛(112)이 최종적으로 무전류 상태로 유지되기 전에 지정된 시간 간격(Y) 동안 유지된다. Y의 유지 시간은 속도 센서가 이미 n=0인 속도를 공급하는 내연기관의 마지막 회전 동안 맥동 토크에 의한 압력 변동을 바탕으로 록킹 핀들(110, 111)이 고정 해제되어, 이동 가능한 엘리먼트(105)가 중간 위치 이상으로 잘못된 위치로 변위되는 점을 억제한다. 그런 다음 유압식 조정장치(102)는 크랭크축의 마지막 회전을 바탕으로 고정된 상태에 혹은 일측의 위치에 위치하는데, 이 일측의 위치에서 상기 유압식 조정장치 (102)는 내연기관의 시동 시에 캠축의 드래그 토크에 의해 혹은 보상 스프링의 토크에 의해 자동으로 그리고 즉시 고정된 위치로 이동된다.The velocity is n> 0 when inducing the stop process of the internal combustion engine. Phase position between camshaft and crankshaft (

) Is moved to the stationary phase position using the control valve 103, which stationary phase position (

Position differs by a value X defined from The stationary phase position is a fixed phase position for the device 101 designed without a compensation spring.

Are displaced in an earlier direction relative to The same applies to the device 101 with the compensation spring, but the torque of the device 101 is smaller than the drag torque of the camshaft. In the case of a device 101 having a compensating spring for applying a torque greater than the drag torque of the camshaft, the stationary phase is a fixed phase position (

Is displaced in a late direction relative to If a predetermined stop phase position is reached, ignition is deactivated, and the value of the pulse shock coefficient is determined by the phase position (

) Is adjusted in such a way as to be kept secure. In other words, when the stationary phase position displaced in the early direction is set, the pulse shock coefficient is located between TV2 and 100%, and the stationary phase position is fixed phase position (

The pulse shock coefficient is between TV4 and TV3 when it is adjusted in a late direction relative to). This pulse shock coefficient is maintained until the speed sensor transmits a speed of zero. The set pulse impact coefficient is then maintained for a specified time interval Y before the control unit 112 finally remains in the non-current state. The holding time of Y is based on the pressure fluctuation caused by the pulsating torque during the last rotation of the internal combustion engine at which the speed sensor is already supplying a speed of n = 0, so that the locking pins 110, 111 are de-locked, thereby allowing the movable element 105 to move. Suppresses the point that is displaced into the wrong position beyond the intermediate position. The hydraulic adjuster 102 is then located in a fixed position or at a position on the basis of the last rotation of the crankshaft, in which the hydraulic adjuster 102 drags the camshaft at the start of the internal combustion engine. It is moved to a fixed position automatically and immediately by torque or by torque of the compensating spring.

3 shows a flowchart of a method for starting an internal combustion engine using the apparatus 101 according to the invention. In this regard, with the device 101, the hydraulic pressure inside the internal combustion engine is already present relative to the movable element 105 or until the hydraulic pressure inside the device 101 rises to a value necessary for the reliable operation of the device 101. It is ensured that the fastened fixation is maintained during the initial rotation. At the beginning of the start-up process, both speed n and pulse shock coefficient are equal to zero. The pulse shock coefficient remains between 0% and the value of TV1, provided that the speed sensor provides a speed of n = 0. If the speed sensor carries a signal with speed> 0, the value of the hydraulic sensor is read. The value of the pulse shock coefficient is maintained between 0% and the value of TV1, provided that the value of the hydraulic pressure p is smaller than the specified minimum value p _min required for reliably operating the device 101 according to the invention. do. If the hydraulic pressure p exceeds a predetermined pressure, the apparatus 101 is operated in a controlled manner, and the pulse shock coefficient is adjusted between TV3 and 100% according to the respective load state of the internal combustion engine.

The foregoing embodiments are by way of example only. Of course, the actuation ports A, B are interchangeable. Similarly, the devices 101 with the intermediate position fixing of the hydraulic control unit 102 should be included in the area of protection, but only one locking pin can be fixed in engagement with the connecting link or the cascading connecting link. Similarly, devices in which the fixed phase position is arbitrarily determined using one or more locking pins may be contemplated in accordance with the present application. Pressure losses based on leaks were ignored when considering the volume flow of different ports of the control valve and their connections.

According to the invention, there is provided an apparatus which can be fixed in an intermediate position, wherein the fixed position of the intermediate position after failure of the control unit of the control valve is achieved automatically at least after restart of the internal combustion engine, while the fixation is maintained in the fixed position.

Claims (16)

An apparatus 101 for changing the control time of gas exchange valves of an internal combustion engine, A hydraulic regulator (102) having a first pressure chamber (106) and a second pressure chamber (107) acting on each other, The phase position of the camshaft by introducing a pressure medium into or out of the first pressure chamber 106 and the second pressure chamber 107 (

) Can be fixed relative to the crankshaft or changed as intended; A control valve 103 having a first actuation port (A), a second actuation port (B), an outlet port (T) and an inlet port (P), wherein the first actuation port (A) is In the first pressure chamber 106, the second operating port B is connected to the second pressure chamber 107, the outlet port T is connected to the tank, and the inlet port P is connected to the pressure medium. Supplied, The control valve 103 is composed of a valve body 114 and a control unit 112, by using the control unit 112, the control valve 103 has four control positions 103, 131, 132, 140. ), According to the control positions 103, 131, 132, and 140 of the control valve 103, the first operation port A and the second operation port B are respectively the outlet port T and the inflow port ( In the device 101, which is in communication with P) or not with any of the outlet port T and the inlet port P, At the first control position 140 of the control valve 103 corresponding to the control position when the control unit 112 is not activated, the first actuation port A communicates with the outlet port T. The second operation port (B) is not in communication with any of the outlet port (T) and the inlet port (P), In the second control position 130 of the control valve 103, the first actuation port A is connected to the outlet port T, and the second actuation port B is connected to the inlet port P. In communication, In the third control position 131 of the control valve 103, the first and second operating ports A, B communicate with any of the outlet port T and the inlet port P. Not, In the fourth control position 132 of the control valve 103, the second actuation port B is connected to the outlet port T, and the first actuation port A is connected to the inlet port P. Device in communication with. An apparatus 101 for changing the control time of gas exchange valves of an internal combustion engine, A hydraulic regulator (102) having a first pressure chamber (106) and a second pressure chamber (107) acting on each other, The phase position of the camshaft by introducing a pressure medium into or out of the first pressure chamber 106 and the second pressure chamber 107 (

) Can be fixed relative to the crankshaft or changed as intended; A control valve 103 having a first actuation port (A), a second actuation port (B), an outlet port (T) and an inlet port (P), wherein the first actuation port (A) is In the first pressure chamber 106, the second operating port B is connected to the second pressure chamber 107, the outlet port T is connected to the tank, and the inlet port P is connected to the pressure medium. Supplied, The control valve 103 is composed of a valve body 114 and a control unit 112, by using the control unit 112, the control valve 103 has four control positions 103, 131, 132, 140. ), According to the control positions 103, 131, 132, and 140 of the control valve 103, the first operation port A and the second operation port B are respectively the outlet port T and the inflow port ( In the device 101, which is in communication with P) or not with any of the outlet port T and the inlet port P, At the first control position 140 of the control valve 103 corresponding to the control position when the control unit 112 is not activated, the first actuation port A communicates with the outlet port T. The second operation port (B) is not in communication with any of the outlet port (T) and the inlet port (P), In the second control position 130 of the control valve 103, the first actuation port A is connected to the outlet port T, and the second actuation port B is connected to the inlet port P. In communication, In the third control position 131 of the control valve 103, the first and second actuation ports A, B are in communication with the inlet port P, In the fourth control position 132 of the control valve 103, the second actuation port B is connected to the outlet port T, and the first actuation port A is connected to the inlet port P. Device in communication with. delete The method of claim 1 or 2, wherein the hydraulic control device 102 comprises at least one locking pin (110, 111) and the connecting link (108, 109), the connecting link is the locking pin (110, 111 is engaged and fixed in at least one position of the hydraulic adjustment device 102, thus the phase position of the camshaft (

) Can be fixed relative to the crankshaft and the phase position (

The hydraulic control device (102) is fixed in an intermediate position when the) is fixed. The hydraulic control device according to claim 1 or 2, wherein the hydraulic control device comprises two locking pins (110, 111) and two connecting links (108, 109), each locking pin (110, 111) At least one position of the hydraulic control device 102 may be fixed to the connecting link of any one of the connecting links (108, 109), the locking pins (110, 111) are each connected link 108 , 109), and the camshaft at the phase position of the camshaft (

) Is fixed relative to the crankshaft and the phase position (

) Is fixed, the hydraulic control device (102) is fixed to an intermediate position. delete 3. The valve unit (1) according to claim 1 or 2, wherein the valve body (114) consists of a valve housing (141) designed to be hollow and a control piston (142) disposed displaceably within the valve housing. Is capable of moving and securing the control piston (142) inside the valve housing (141) to an arbitrary position between two end stops (149, 150). delete delete delete delete delete delete delete delete delete

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