KR101646469B1 - Rotation control apparatus of cvvt - Google Patents

Rotation control apparatus of cvvt Download PDF

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Publication number
KR101646469B1
KR101646469B1 KR1020150091602A KR20150091602A KR101646469B1 KR 101646469 B1 KR101646469 B1 KR 101646469B1 KR 1020150091602 A KR1020150091602 A KR 1020150091602A KR 20150091602 A KR20150091602 A KR 20150091602A KR 101646469 B1 KR101646469 B1 KR 101646469B1
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KR
South Korea
Prior art keywords
rotor
compensating means
cvvt
angle compensating
lock
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KR1020150091602A
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Korean (ko)
Inventor
오정한
김윤석
박종국
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현대자동차주식회사
기아자동차주식회사
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Priority to KR1020150091602A priority Critical patent/KR101646469B1/en
Priority to US14/946,347 priority patent/US20160376940A1/en
Priority to EP15196013.5A priority patent/EP3109422A3/en
Priority to CN201510882821.7A priority patent/CN106285821A/en
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Publication of KR101646469B1 publication Critical patent/KR101646469B1/en

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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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34459—Locking in multiple positions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34466—Locking means between driving and driven members with multiple locking devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34469—Lock movement parallel to camshaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34483—Phaser return springs

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)

Abstract

A rotation control apparatus of a CVVT is disclosed. The rotation control apparatus of a CVVT comprises a stopper formed to enable one side of an advancement compensation means to be locked to prevent the advancement compensation means from being pressed after the advancement compensation means reaches a set position, wherein the advancement compensation means is installed toward a rotor to enable a rotational force to be continuously applied in the direction of advancing the rotor between the rotor and a stator to enable a lock pin to be locked itself.

Description

CVVT의 회전제어장치 {ROTATION CONTROL APPARATUS OF CVVT}[0001] ROTATION CONTROL APPARATUS OF CVVT [0002]

본 발명은 중간위상 가변 밸브 타이밍 장치(CONTINUOUSLY VARIABLE VALVE TIMING, 이하 CVVT)의 진각 보상 장치에 관한 것으로, 더욱 상세하게는 로터(100)가 진각 방향으로의 회전시 로터(100)측에 설치된 락핀이 챔버 내에서 중간에 위치하는 이른바 셀프 락 작동이 원활하게 구현되도록 하는 CVVT의 회전제어장치에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an advance angle compensation device of an intermediate phase variable valve timing device (CVVT), and more particularly, So that the so-called self-lock operation, which is located at an intermediate position in the chamber, is smoothly implemented.

일반적으로 CVVT는 배기가스 저감과 연비 향상 및 출력 향상을 목적으로 차량에 적용된다. CVVT is generally applied to vehicles for the purpose of reducing exhaust gas, improving fuel economy and improving output.

한편, 본 발명의 이해를 돕기 위해 일반적인 CVVT의 구조를 도 1을 참조로 설명하면 다음과 같다.In order to facilitate understanding of the present invention, the structure of a conventional CVVT will be described with reference to FIG.

도시한 바와 같이, CVVT는 캠샤프트의 회전각을 검출하기 위한 캠포지션 센서(11)와, 크랭크축의 회전각을 검출하기 위한 크랭크 포지션 센서(12)를 포함한다. 더불어, 크랭크축에 의해 구동되는 타이밍 벨트(14)는 가변 밸브 타이밍 유니트(15)를 구동시키게 되는데, 가변 밸브 타이밍 유니트(15)는 일반적으로 베인형을 사용한다.As shown in the figure, the CVVT includes a cam position sensor 11 for detecting the rotation angle of the camshaft and a crank position sensor 12 for detecting the rotation angle of the crankshaft. In addition, the timing belt 14 driven by the crankshaft drives the variable valve timing unit 15, and the variable valve timing unit 15 generally uses a bevel gear.

한편, ECU(13)(Electronic Control Unit)는 캠포지션 센서(11) 및 크랭크 포지션 센서(12)에 의해 검출되는 신호를 인가받아 크랭크 위치에 따라 캠의 밸브 타이밍을 조정하고, 이러한 ECU(13)의 제어신호는 엔진 오일펌프(16)로부터 엔진 오일을 공급받는 오일 제어밸브(Oil Flow Control Valve)(16)로 전달되어 캠의 회전을 유발하게 된다.On the other hand, the ECU 13 receives a signal detected by the cam position sensor 11 and the crank position sensor 12, adjusts the valve timing of the cam according to the crank position, The control signal is transmitted to the oil control valve 16 through which the engine oil is supplied from the engine oil pump 16 to cause the rotation of the cam.

ECU(13)의 제어신호에 따라 오일 제어밸브(16)가 캠의 회전을 유발하게 되면, 캠포지션 센서(11)가 캠샤프트의 위치를 검출하여 ECU(13)로 피드백하게 되고, ECU(13)는 피드백되어 오는 캠샤프트 위치 정보를 이용하여 캠 회전량을 산정하고, 상기 산정된 캠 회전량에 근거하여 다시 캠샤프트의 위치를 제어하기 위한 신호를 상기 오일 제어밸브(16)로 전달한다. 이러한 제어 로직에 의해 밸브 타이밍에 대한 무단 가변 제어가 수행된다.When the oil control valve 16 causes the rotation of the cam in accordance with the control signal of the ECU 13, the cam position sensor 11 detects the position of the camshaft and feeds back to the ECU 13, Calculates a cam rotation amount using the feedback camshaft position information and transmits a signal for controlling the position of the camshaft to the oil control valve 16 based on the calculated amount of cam rotation. This control logic is used to perform unrestricted variable control on the valve timing.

한편, 상기한 피드백 제어 기능을 원활히 수행하기 위하여 크랭크 위치와 캠 위치에 따른 오일 제어밸브(16)의 제어 로직이 ECU(13)에 맵핑된다. 그러므로, 맵핑되어 있는 캠 위치(목표값)와 캠포지션 센서(11)에 의해 검출되는 캠 위치가 서로 상이한 경우에는 ECU(13)가 오일 제어밸브(16)를 제어하여 캠샤프트의 회전을 가감하게 되는 것이다.On the other hand, the control logic of the oil control valve 16 according to the crank position and the cam position is mapped to the ECU 13 to smoothly perform the above-described feedback control function. Therefore, when the mapped cam position (target value) and the cam position detected by the cam position sensor 11 are different from each other, the ECU 13 controls the oil control valve 16 to increase or decrease the rotation of the camshaft .

도 2에서는 크랭크각에 따른 밸브개방시기를 나타내는 그래프가 도시되어 있다. ECU(13)는 크랭크각에 따라 배기행정과 흡기행정에서의 밸브개방시기를 조정하게 되는데, 통상적으로는 흡기행정의 밸브타이밍을 진각시키거나 지각시키게 된다.2 is a graph showing the valve opening timing according to the crank angle. The ECU 13 adjusts the valve opening timing in the exhaust stroke and the intake stroke according to the crank angle, and normally, the valve timing of the intake stroke is advanced or retarded.

한편, CVVT 시스템은 흡기와 배기 밸브의 밸브오버랩을 증대시켜 펌핑 로스를 저감시킴으로써 연비향상을 도모하고, 이러한 밸브오버랩의 최적화로 인해 내부 배기가스재순환(EGR)에 의한 미연소가스의 재연소 효과로 배출가스가 저감되는 효과가 구현된다.On the other hand, the CVVT system improves the fuel efficiency by reducing the pumping loss by increasing the valve overlap between intake and exhaust valves, and by optimizing the valve overlap, the effect of re-combustion of unburned gas by internal exhaust gas recirculation (EGR) The effect of reducing the exhaust gas is realized.

도 3에 도시된 바와 같이 최근에는 종래의 CVVT 시스템의 응답성 및 작동 영역 제한에 대한 한계점을 인식하여 이를 개선한 중간 위상 CVVT 시스템에 대한 개발이 진행되고 있으며, 이 중간위상 CVVT의 경우 캠의 위치를 최지각(흡기), 최진각(배기) 위치가 아닌 중간 위치에서 제어를 하기 때문에 응답성이 빠르고 캠의 사용 영역을 넓힐 수 있어 연비 향상 및 배출가스 저감의 효과가 구현된다.As shown in FIG. 3, in recent years, development of a mid-phase CVVT system which recognizes limitations on the responsiveness and limitation of the operating range of the conventional CVVT system has been recognized and developed. In the case of this intermediate phase CVVT, Is controlled at an intermediate position other than the position of the maximum intake angle (intake) and the angle of maximum angle (exhaust), so that the responsiveness is quick and the use area of the cam can be widened, thereby improving fuel economy and reducing exhaust gas.

한편, 중간위상 CVVT의 락핀은 엔진의 RPM이 감소되는 과정에서 로터(100) 측에 설치된 락핀이 진각챔버와 지각챔버 중간에 위치한 락핀홀에 락이 되어 추후 엔진 시동에 대비하게 된다. 이때, 엔진의 RPM이 감소되는 과정에서 락핀홀에 락핀이 자동적으로 잠기는 상태를 이른바 '셀프 락' 상태라 한다.On the other hand, the lockpin of the intermediate phase CVVT is locked to the lock pinhole located between the advance chamber and the crank chamber in the process of reducing the RPM of the engine, thereby preparing for engine startup at a later time. At this time, the condition that the lock pin is automatically locked to the lock pin hole in the process of reducing the RPM of the engine is called the 'self lock' state.

셀프 락은 CVVT의 작 영역 이외의 영역 즉, 차량의 아이들 구동 상태나, 시동시에 엔진의 운전 안전성을 유지할 수 있도록 별도의 조정없이 기계적으로 정확한 위치로 CVVT가 복귀할 수 있도록 하는 기능이다.The self-lock is a function that enables the CVVT to return to the mechanically correct position without any adjustment to maintain the operating safety of the engine at the driving state of the vehicle idle or at the start of the vehicle other than the working area of the CVVT.

그러나, 밸브 타이밍이 중간위상으로 복귀되지 않고, 최지각 위치로 오게 되면 차량의 아이들 구동시 서지탱크 내에 진공형성이 되지 않고 대기압 수준까지 서지 탱크 내의 압력이 올라가게 되어 서지탱크 내의 진공을 이용한 브레이크 성능이 떨어지는 문제가 발생하게 된다.However, when the valve timing is not returned to the intermediate phase but comes to the most retarded position, the pressure in the surge tank is raised to the atmospheric pressure level without generating a vacuum in the surge tank when driving the idler of the vehicle. The problem of falling occurs.

또한, 밸브 타이밍이 중간위상으로 복귀하지 않고, 최진각 위치로 오게 되면, 흡기밸브와 배기밸브 간의 밸브타이밍 오버랩이 과다하게 발생하여 엔진의 운전 안정성이 떨어짐은 물론 엔진의 진동이 커지게 되는 문제와 함께 경우에 따라서서는 시동꺼짐 문제가 발생하게 되는 것이다.Further, when the valve timing does not return to the intermediate phase but comes to the highest angular position, excessive valve timing overlap occurs between the intake valve and the exhaust valve, resulting in a problem that the operation stability of the engine is deteriorated, In some cases, the start-off problem may occur.

즉 중간위상 CVVT에서 락핀의 이른바 셀프 락 기능이 자동적으로 수행되지 않아 로터(100)와 락핀이 최진각 또는 최지각 위치에 있을 때, 시동꺼짐 문제와 부압이 제대로 형성되지 않아 브레이크가 작동되지 않는 문제가 발생한 것이다.In other words, when the rotor 100 and the lock pin are at the most angular position or the most retarded position because the so-called self-lock function of the lock pin is not automatically performed in the intermediate phase CVVT, the breakdown problem and the negative pressure are not properly formed, .

이에, 진각 혹은 지각의 위상 변화 후에도 다시 기설정된 중간위상의 위치로 조정이 가능하여 락핀이 락핀홀에 정확하게 안착될 수 있도록 함으로써, 셀프 락 불량이 발생되지 않도록 하는 CVVT의 회전제어장치가 필요한 것이다.Accordingly, it is necessary to provide a CVVT rotation control device that can adjust the position of the intermediate phase again after the phase change of the lead angle or the crest angle so that the lock pin can be accurately mounted on the lock pin hole, thereby preventing the self lock failure.

이에, 본 발명은 특히 진각시 엔진이 회전하는 동안에 CVVT가 밸브계의 마찰력을 이기고 회전을 하여야 하기 때문에 중간위상을 확보하는 문제를 해결하기 위해 진각시 로터(100)의 회전력에 보상할 수 있는 별도의 진각보상수단을 마련함에 그 목적이 있다.Therefore, in order to solve the problem of securing the intermediate phase since the CVVT must overcome the frictional force of the valve system during the advance of the engine during the advance angle operation, it is necessary to separately compensate the rotational force of the advance- The present invention has been made in view of the above problems.

상기의 배경기술로서 설명된 사항들은 본 발명의 배경에 대한 이해 증진을 위한 것일 뿐, 이 기술분야에서 통상의 지식을 가진자에게 이미 알려진 종래기술에 해당함을 인정하는 것으로 받아들여져서는 안 될 것이다.It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as an admission that the prior art is known to those skilled in the art.

KRKR 10-2004-010044810-2004-0100448 AA

본 발명은 이러한 문제점을 해결하기 위하여 제안된 것으로, 진각 혹은 지각의 위상 변화 후에도 다시 기설정된 중간위상의 위치로 조정이 가능하여 락핀이 락핀홀에 정확하게 안착될 수 있도록 함으로써, 셀프 락 불량이 발생되지 않도록 하는 CVVT의 회전제어장치를 제공하는데 그 목적이 있다.The present invention has been proposed in order to solve such problems, and it is possible to adjust the position of the lock pin to the lock pin hole by adjusting the position of the intermediate phase again after the phase change of the lead angle or the crank angle, The present invention provides a rotation control device for a CVVT.

상기의 목적을 달성하기 위한 본 발명에 따른 CVVT의 회전제어장치는 로터와 스테이터 사이에서 로터를 진각시키는 방향으로 회전력이 상시 인가되도록 로터측에 진각보상수단이 설치되어 락핀의 셀프 락 작동이 구현되도록 하되, 진각보상수단의 일측이 걸리도록 형성되어 진각보상수단이 설정된 위치에 도달한 후에는 더 이상 가압되지 않도록 하는 스토퍼;를 포함한다.In order to achieve the above-mentioned object, the present invention provides a CVVT rotation control device, wherein advance angle compensation means is installed on the rotor side so that a rotational force is constantly applied between the rotor and the stator in a direction to advance the rotor, And a stopper which is formed so that one side of the lead angle compensating means is hooked so that the lead angle compensating means is no longer pressed after reaching the set position.

진각보상수단은 바이어스 스프링일 수 있다.The lead angle compensating means may be a bias spring.

진각보상수단은 일단은 로터에 연결되고, 타단은 스테이터에 연결될 수 있다.The lead angle compensation means may be connected to the rotor at one end and to the stator at the other end.

스토퍼는 진각보상수단의 일단이 위치되는 로터에 삽입될 수 있다.The stopper may be inserted into the rotor where one end of the lead angle compensating means is located.

로터에는 진각보상수단의 일단이 일정 범위내에서 회동될 수 있도록 하는 회동홈이 형성될 수 있다.The rotor may be provided with a pivoting groove for rotating one end of the lead angle compensating means within a predetermined range.

진각보상수단은 로터의 지각방향으로 회전시 압축되고, 로터의 진각방향으로 회전시 그 압축력에 의해 로터의 회전력을 증가시키되, 로터의 진각방향으로의 회전시 솔레노이드 밸브를 통해 락핀의 잠김작동이 지속될 수 있다.When the rotor is rotated in the advancing direction of the rotor, the advance angle compensating means increases the rotational force of the rotor by the compressive force when the rotor rotates in the advancing direction of the rotor, and when the rotor rotates in the advancing direction, the locking operation of the lock pin is continued through the solenoid valve .

상술한 바와 같은 구조로 이루어진 CVVT의 회전제어장치에 따르면 최지각상태에서 셀프 락까지의 진각보상수단의 하중을 캠토크 편차를 이길정도로 크게하고, 진각보상수단에 의해 로터가 셀프 락 위치에 도달하게 되면, 스토퍼가 진각보상수단이 더 이상 회전되지 않도록함으로써, CVVT를 진각방향으로 더 이상 회전시키지 않게되어, 기설정된 정확한 중간위상을 확보하여 셀프 락 불량을 방지할 수 있어 보다 안정적인 CVVT의 거동을 확보할 수 있게 되는 것이다.According to the CVVT rotation control apparatus constructed as described above, the load of the lead angle compensating means from the most retarded state to the self lock is made large enough to overcome the cam torque deviation, and when the rotor reaches the self lock position , The stopper does not rotate the lead angle compensating means any more, so that the CVVT is not rotated further in the advancing direction, thereby securing a predetermined accurate intermediate phase, thereby preventing the self-lock failure and ensuring more stable CVVT behavior It will be possible to do.

도 1은 CVVT의 일반적인 구성도.
도 2는 CVVT의 크랭크 샤프트의 회전간에 따른 밸브 개방 시기를 나타내는 그래프.
도 3은 중간위상 CVVT의 크랭크 샤프트의 회전각에 따른 밸브 개방 시기를 나타내는 그래프.
도 4는 본 발명의 일 실시예에 따른 CVVT의 회전제어장치를 도시한 도면.
도 5는 도 4의 락핀이 고정된 락 포지션 상태를 도시한 도면.
도 6은 도 4의 최지각 상태를 도시한 도면.1 is a general configuration diagram of a CVVT;
2 is a graph showing the valve opening timing between the revolutions of the crankshaft of the CVVT.
3 is a graph showing a valve opening timing according to the rotation angle of the crankshaft of the intermediate phase CVVT.
4 is a view showing a rotation control apparatus of a CVVT according to an embodiment of the present invention.
FIG. 5 is a view showing a lock position in which the lock pin of FIG. 4 is fixed; FIG.
Fig. 6 is a diagram showing the most retarded state of Fig. 4; Fig.

이하에서는 첨부된 도면을 참조하여 본 발명의 바람직한 실시 예에 따른 CVVT의 회전제어장치에 대하여 살펴본다.Hereinafter, a CVVT rotation control apparatus according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

도 4는 본 발명의 일 실시예에 따른 CVVT의 회전제어장치를 도시한 도면이고, 도 5는 도 4의 락핀(900)이 고정된 락 포지션 상태를 도시한 도면이며, 도 6은 도 4의 최지각 상태를 도시한 도면이다.FIG. 4 is a view showing a rotation control device of a CVVT according to an embodiment of the present invention, FIG. 5 is a view showing a lock position state in which the lock pin 900 of FIG. 4 is fixed, And Fig.

도시된 바와 같이, 본 발명의 바람직한 일 실시예에 따른 CVVT의 회전제어장치는 로터(100)와 스테이터(300) 사이에서 로터(100)를 진각시키는 방향으로 회전력이 상시 인가되도록 로터(100)측에 진각보상수단(500)이 설치되어 락핀(900)의 셀프 락 작동이 구현되도록 하되, 진각보상수단(500)의 일측이 걸리도록 형성되어 진각보상수단(500)이 설정된 위치에 도달한 후에는 더 이상 가압되지 않도록 하는 스토퍼(700);를 포함한다. As shown in the figure, the CVVT rotation control apparatus according to the preferred embodiment of the present invention includes a rotor 100 and a stator 300 so that a rotating force is constantly applied to advance the rotor 100 between the rotor 100 and the stator 300 The advance angle compensating means 500 is installed to allow the lock pin 900 to be operated in a self-locking manner, and after one side of the advance angle compensating means 500 is hooked, after the advance angle compensating means 500 reaches the set position And a stopper 700 for preventing further pressurization.

본 발명은 CVVT의 로터(100)와 스테이터(300) 사이에 로터(100)를 진각시키는 방향으로 회전력이 상시 인가되도록 로터(100)측에 진각보상수단(500)이 설치되어 락핀(900)의 셀프 락 작동이 구현되도록 하는 것이다.The present invention is characterized in that the advance angle compensation means 500 is installed between the rotor 100 of the CVVT and the stator 300 so that the rotational force is always applied in the direction of advancing the rotor 100, Self-locking operation is implemented.

도 3에 도시된 것처럼, 진각보상수단(500)은 다수의 권선으로 감긴 코일형태로써, 진각보상수단(500)은 특히, 바이어스 스프링일 수 있다. 진각보상수단(500)은 일단이 로터(100)에 연결되고, 타단이 스테이터(300)에 연결되어 상시적으로 진각챔버를 확장시킬 수 있도록 하는 진각방향으로 탄성력이 인가된 것을 기술적 특징으로 한다. 또한, 스토퍼(700)는 진각보상수단(500)의 일단이 위치되는 로터(100)에 삽입되며, 원기둥 형상일 수 있다. 그리고, 로터(100)에는 진각보상수단(500)의 일단이 일정한 범위내에서 회동될 수 있도록 하는 회동홈(110)이 형성된다.As shown in FIG. 3, the lead-angle compensating means 500 is in the form of a coil wound with a plurality of windings, and the lead-angle compensating means 500 may in particular be a bias spring. The lead angle compensating means 500 is characterized in that one end is connected to the rotor 100 and the other end is connected to the stator 300 so that an elastic force is applied in an advance angle direction so that the advance angle chamber can be extended at all times. Further, the stopper 700 is inserted into the rotor 100 where one end of the lead angle compensating means 500 is located, and may have a cylindrical shape. The rotor 100 is provided with a rotation groove 110 that allows one end of the advance angle compensating means 500 to rotate within a predetermined range.

진각보상수단(500)은 로터(100)의 지각방향으로 회전시 압축되고, 로터(100)의 진각방향으로 회전시 그 압축력에 의해 로터(100)의 회전력을 증가시키되, 로터(100)의 진각방향으로의 회전시 솔레노이드 밸브를 통해 락핀(900)의 잠김작동이 지속되도록 구성된다.The advance angle compensating means 500 is compressed when rotating in the retard direction of the rotor 100 and increases the rotational force of the rotor 100 by the compressive force when the rotor 100 rotates in the advancing direction, The locking operation of the lock pin 900 is continued through the solenoid valve.

즉, 로터(100)가 지각방향으로 회전할 때는 진각보상수단(500)이 감겨지면서 내부에 탄성력이 저장되게 되고, 로터(100)가 진각방향으로 회전할 때는 저장된 탄성력에 의해 로터(100)의 회전력이 보강되게 된다. 따라서, 종래 캠샤프트의 토크 및 밸브계의 마찰력에 의해 진각방향으로의 회전이 원활하게 이루어지지 않는 문제점을 미연에 방지할 수 있는 장점이 있다.In other words, when the rotor 100 rotates in the retard direction, the advance angle compensating means 500 is wound and the elastic force is stored therein. When the rotor 100 rotates in the advancing direction, The rotational force is reinforced. Therefore, there is an advantage that the problem that the rotation in the advancing direction can not be smoothly performed due to the torque of the cam shaft and the frictional force of the valve system can be prevented in advance.

물론, 진각방향으로의 회전시 로터(100)가 진각보상수단(500)에 의해 회전력이 보강되어 락핀홀(910) 측으로 락핀(900)이 잠길 수 있게 되어 종래에 중간위상을 확보할 수 없어 발생하는 시동꺼짐 및 부압 미형성에 의한 브레이크의 미작동이 방지되는 효과 또한 있게 된다.Of course, during rotation in the advancing direction, the rotor 100 is reinforced by the advance angle compensation means 500 to lock the lock pin 900 toward the lock pin hole 910, And the brake is not operated due to the occurrence of negative pressure.

한편, 진각보상수단(500)의 길이 및 직경에 의해 저장되는 탄성력은 엔진 밸브계의 마찰력 및 엔진오일의 압력 등을 고려하여 적절한 상태가 유지될 수 있도록 선정됨이 바람직하다.The elastic force stored by the length and diameter of the lead angle compensating means 500 is preferably selected in consideration of the frictional force of the engine valve system and the pressure of the engine oil.

그러나, 진각보상수단(500)만을 적용할 경우, 이론적으로는 중간위상의 확보에 문제가 없지만, 실제 차량의 양산시에는 엔진 편차, 각 부품의 편차, 캠토크와 진각보상수단(500)의 편차 등에 의하여 정확한 중간위상의 확보가 어려워 셀프 락의 불량이 발생하게 된다. 따라서, 진각보상수단(500)의 일측에 스토퍼(700)를 적용하여, 중간위상을 벗어나 더 회전하는 것을 방지하는 것이다. 스토퍼(700)는 CVVT가 진각보상수단(500)에 의해 정확한 중간위상을 확보한 후, 캠샤프트의 구동토크에 의해 진각보상수단(500)이 더 가압되는 것을 방지함으로써, 기설정된 중간위상을 확보하여 셀프 락 불량을 방지하게 되는 것이다. However, when only the advance angle compensating means 500 is applied, there is no problem in securing the intermediate phase theoretically. However, at the time of mass production of the actual vehicle, the engine deviation, the deviation of each component, the deviation of the cam torque and the advance angle compensating means 500 Thus, it is difficult to secure an accurate intermediate phase, thereby causing defects in self-locking. Therefore, the stopper 700 is applied to one side of the advance angle compensation means 500 to prevent further rotation beyond the intermediate phase. The stopper 700 prevents the advance angle compensating means 500 from being further pressurized by the drive torque of the camshaft after the CVVT secures the correct intermediate phase by the advance angle compensating means 500, Thereby preventing the self-lock failure.

상기와 같은 구성으로 이루어진, 본 발명의 CVVT의 회전제어장치의 동작을 도 5 내지 6을 통해 살펴보도록 한다. The operation of the CVVT rotation control device of the present invention having the above-described structure will be described with reference to FIGS. 5 to 6. FIG.

도 5는 도 4의 락핀(900)이 고정된 셀프 락 상태를 도시한 도면이다. 중간위상에 비해 로터(100) 및 락핀(900)이 진각방향으로 치우쳐 있다가 캠샤프트의 구동토크에 의해 지각방향으로 회전하게 되고, 로터(100)가 회전하다가 중간위상에 도달하면, 솔레노이드 밸브의 작동에 의해 락핀(900)이 락핀홀(910)에 잠기는 셀프 락이 자동으로 구현된다. 5 is a view showing a self-lock state in which the lockpin 900 of FIG. 4 is fixed. The rotor 100 and the lock pin 900 are biased in the advancing direction relative to the intermediate phase and then rotated in the retard direction by the drive torque of the cam shaft. When the rotor 100 rotates and reaches the intermediate phase, A self lock in which the lock pin 900 is locked by the lock pin hole 910 is automatically implemented.

반면에, 도 6은 도 4의 최지각상태를 도시한 도면으로서, 최지각상태에서 셀프 락 위치로의 변경은 중간위상에 비해 로터(100)의 락핀(900)이 지각방향으로 치우쳐져 있다가 진각방향으로의 회전하여 셀프 락이 구현되게 된다. 그러나, 종래와 동일한 엔진회전수와 오일압력이 진각챔버측으로 공급되더라도 로터(100)의 회전력이 미리 감겨진 진각보상수단(500)에 저장된 탄성력 때문에 회전력이 보강되어 보다 용이하게 캠샤프트의 토크 및 밸브계의 마찰력을 극복하고 중간위상으로 회전할 수 있어 솔레노이드 밸브의 작동으로 락핀(900)이 락핀홀(910)에 잠겨 셀프 락이 구현되는 것이다. 이때, 종래와는 달리 스토퍼(700)에 의해 진각보상수단(500)이 중간위상 이상으로 계속 가압되는 것이 방지되어 정확한 중간위상의 확보가 가능하며, 셀프 락 불량이 미연에 방지된다. 즉, 진각보상수단(500)이 셀프 락이 구현되는 위치에 오면, 스토퍼(700)에 의해 진각보상수단(500)이 더 이상 가압되지 않게 됨으로써, 진각보상수단(500)에 의해 캠이 회전되는 힘이 소멸되는 것이다.On the other hand, Fig. 6 is a diagram showing the most retarded state in Fig. 4, in which the lock pin 900 of the rotor 100 is biased in the retard direction compared with the intermediate phase in the change from the most retarded state to the self lock position And the self-lock is implemented by rotating in the advancing direction. However, even if the same engine speed and oil pressure are supplied to the advance chamber as in the prior art, the rotational force of the rotor 100 is reinforced by the elastic force stored in advance in the advance angle compensating means 500, The lock pin 900 is locked to the lock pin hole 910 by the operation of the solenoid valve, thereby realizing the self lock. At this time, unlike the prior art, the stopper 700 prevents the advance angle compensating means 500 from being continuously pushed over the intermediate phase, so that it is possible to secure an accurate intermediate phase, and the self lock failure is prevented in advance. That is, when the advance angle compensating means 500 comes to the position where the self lock is realized, the advance angle compensating means 500 is no longer pressed by the stopper 700, so that the force that the cam is rotated by the advance angle compensating means 500 Is destroyed.

즉, 최지각상태에서 셀프 락까지 진각보상수단(500)의 하중을 캠토크 편차를 이길정도로 크게하고, 파킹위치에 오면 스토퍼(700)로 진각보상수단(500)을 더 이상 회전시키지 않도록 함으로써, CVVT를 더 이상 진각 방향으로 회전시키지 않게 되어 정확한 중간위상의 확보가 가능하여 셀프 락의 불량이 방지되는 것이다.That is, the load of the lead angle compensating means 500 from the most retarded state to the self lock is increased to such an extent as to overcome the cam torque deviation, and by stopping the advance angle compensating means 500 by the stopper 700, The CVVT is no longer rotated in the advancing direction, and the accurate intermediate phase can be secured, thereby preventing the self-lock from being defective.

따라서, 상기와 같은 CVVT의 회전제어장치에 의하면, 최지각상태에서 셀프 락까지의 진각보상수단의 하중을 캠토크 편차를 이길정도로 크게하고, 진각보상수단에 의해 로터가 셀프 락 위치에 도달하게 되면, 스토퍼가 진각보상수단이 더 이상 회전되지 않도록함으로써, CVVT를 진각방향으로 더 이상 회전시키지 않게되어, 기설정된 정확한 중간위상을 확보하여 셀프 락 불량을 방지할 수 있어 보다 안정적인 CVVT의 거동을 확보할 수 있게 되는 것이다.Therefore, according to the CVVT rotation control apparatus as described above, the load of the lead angle compensating means from the most retarded state to the self lock is made large enough to overcome the cam torque deviation, and when the rotor reaches the self lock position by the lead angle compensating means , The stopper does not rotate the lead angle compensating means any longer, so that the CVVT is no longer rotated in the advancing direction, thereby ensuring a predetermined accurate intermediate phase, thereby preventing the self-lock failure and ensuring more stable CVVT behavior It will be possible.

본 발명은 특정한 실시예에 관련하여 도시하고 설명하였지만, 이하의 특허청구범위에 의해 제공되는 본 발명의 기술적 사상을 벗어나지 않는 한도 내에서, 본 발명이 다양하게 개량 및 변화될 수 있다는 것은 당 업계에서 통상의 지식을 가진 자에게 있어서 자명할 것이다.While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.

100 : 로터
110 : 회동홈
300 : 스테이터
500 : 진각보상수단
700 : 스토퍼
900 : 락핀
910 : 락핀홀100: Rotor
110: Rotating groove
300:
500: Advance compensation means
700: Stopper
900: Lactin
910: Rock pinhole

Claims (6)

로터와 스테이터 사이에서 마련되어 로터를 진각시키는 방향으로 회전력이 상시 인가되도록 로터측에 진각보상수단이 설치되어 락핀의 셀프 락 작동이 구현되도록 하되, 진각보상수단의 일단이 걸리도록 형성되어 진각보상수단이 설정된 위치에 도달한 후에는 더 이상 가압되지 않도록 하는 스토퍼;를 포함하고,
로터에는 진각보상수단의 일단 및 스토퍼가 삽입되고 그 이동영역을 규정하도록 마련된 회동홈이 형성되며,
진각보상수단은 일단이 회동홈에 삽입되되 타단은 스테이터에 고정되어 일단이 로터를 진각방향으로 가압하도록 마련되고,
스토퍼는 스테이터에 고정되되 로터의 회동홈에 삽입되도록 마련되며,
로터에는 진각보상수단의 일단이 회동홈의 진각방향측 내벽에 밀착되고 스토퍼에 도달된 상태에서 락핀홀을 마주보도록 위치된 락핀이 마련된 것을 특징으로 하는 CVVT의 회전제어장치.And an advance angle compensating means is provided on the rotor side so that a rotational force is constantly applied in a direction for advancing the rotor so that the self lock operation of the lock pin is realized, And a stopper for stopping the further pressing after reaching the set position,
The rotor is provided with one end of the lead angle compensating means and a stopper inserted therein, and a pivoting groove formed to define the moving region,
The lead angle compensating means is provided such that one end thereof is inserted into the pivotal groove and the other end thereof is fixed to the stator so that one end thereof pressurizes the rotor in the advancing direction,
The stopper is fixed to the stator and inserted into the rotation groove of the rotor,
Wherein the rotor is provided with a lock pin positioned so that one end of the lead angle compensating means is in close contact with the inner wall of the advancing direction side of the pivotal groove and reaches the stopper so as to face the lock pinhole. 청구항 1에 있어서,
진각보상수단은 바이어스 스프링인 것을 특징으로 하는 CVVT의 회전제어장치.The method according to claim 1,
And the lead angle compensating means is a bias spring. 삭제delete 삭제delete 삭제delete 청구항 1에 있어서,
진각보상수단은 로터의 지각방향으로 회전시 압축되고, 로터의 진각방향으로 회전시 그 압축력에 의해 로터의 회전력을 증가시키되,
로터의 진각방향으로의 회전시 솔레노이드 밸브를 통해 락핀의 잠김작동이 지속되는 것을 특징으로 하는 CVVT의 회전제어장치.The method according to claim 1,
The advance angle compensating means increases the rotational force of the rotor by the compressive force when the rotor is rotated in the advancing direction of the rotor,
And the locking operation of the lock pin is continued through the solenoid valve when the rotor is rotated in the advancing direction.
KR1020150091602A 2015-06-26 2015-06-26 Rotation control apparatus of cvvt KR101646469B1 (en)

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EP15196013.5A EP3109422A3 (en) 2015-06-26 2015-11-24 Rotation control apparatus of cvvt
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