Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
  • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
  • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
  • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
• • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
  • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
  • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
  • F01L2001/34423—Details relating to the hydraulic feeding circuit
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
  • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
  • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
  • F01L2001/34423—Details relating to the hydraulic feeding circuit
  • F01L2001/34426—Oil control valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
  • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
  • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
  • F01L2001/34423—Details relating to the hydraulic feeding circuit
  • F01L2001/34436—Features or method for avoiding malfunction due to foreign matters in oil
  • F01L2001/3444—Oil filters
• • 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
  • F01L2001/34476—Restrict range locking means

Definitions

• the invention relates to a device for changing the timing of gas exchange valves of an internal combustion engine according to the preambles of claims 1, 2 and 3.
• camshafts are used to actuate the gas exchange valves.
• Camshafts are mounted in the internal combustion engine in such a way that cams attached to them abut cam followers, for example cup tappets, drag levers or rocking levers. If a camshaft is set in rotation, the cams roll on the cam followers, which in turn actuate the gas exchange valves. As a result of the position and the shape of the cams, both the opening duration and the opening amplitude but also the opening and closing times of the gas exchange valves are defined.
• valve lift and valve opening duration should be variable, up to the complete shutdown of individual cylinders.
• concepts such as switchable cam followers or electrohydraulic or electric valve actuations are provided.
• it has proven advantageous to be able to influence the opening and closing times of the gas exchange valves during operation of the internal combustion engine. In this case, it is particularly desirable to be able to influence the opening or closing times of the inlet or outlet valves separately in order to set a defined valve overlap, for example.
• the attitude the opening and closing times of the gas exchange valves in dependence on the current map range of the engine for example, the current speed or the current load
• the specific fuel consumption can be lowered, the exhaust behavior positively influenced, the engine efficiency, the maximum torque and the maximum power can be increased.
• the described variability of the valve timing is achieved by a relative change in the phase angle of the camshaft to the crankshaft.
• the camshaft is usually via a chain, belt, gear drive or equivalent drive concepts in drive connection with the crankshaft.
• a device for changing the Steuerzei ⁇ th an internal combustion engine hereinafter also called camshaft adjuster, called attached, the torque from the crankshaft to the cam wave transmits.
• this device is designed such that during operation of the internal combustion engine, the phase angle between the crankshaft and camshaft securely held and, if desired, the camshaft can be rotated in a certain angular range relative to the crankshaft.
• each with a camshaft for the intake and exhaust valves these can each be equipped with a camshaft adjuster.
• the opening and closing times of the intake and exhaust valves can be shifted relative to one another in terms of time and the valve overlaps can be adjusted in a targeted manner.
• the seat of modern camshaft adjusters is usually located on the drive end of the camshaft.
• the camshaft adjuster can also be arranged on an intermediate shaft, a non-rotating component or the crankshaft. It consists of a driven by the crankshaft, a fixed phase relation to this holding drive wheel, a drive connection with the drive cam with the camshaft output part and a torque from the drive wheel to the driven part transmitting Verstellmechanis-
• the drive wheel can be designed as a chain, belt or toothed wheel and is driven by the crankshaft by means of a chain drive, a belt drive or a toothed wheel drive.
• the adjustment mechanism can be operated electrically, hydraulically or pneumatically.
• Two preferred embodiments of hydraulically adjustable camshaft adjusters are the so-called axial piston adjuster and rotary piston adjuster.
• the drive wheel is connected to a piston and this with the output part via helical gears in combination.
• the piston separates a cavity formed by the driven part and the drive wheel into two pressure chambers arranged axially relative to one another. If pressure medium is applied to one pressure chamber while the other pressure chamber is connected to a tank, the piston shifts in the axial direction. The axial displacement of the piston is translated by the Schrägver ⁇ yakept in a relative rotation of the drive wheel to the output part and thus the camshaft to the crankshaft.
• a second embodiment of hydraulic phaser are the so-called rotary piston adjuster.
• the drive wheel is rotatably connected to a stator.
• the stator and a rotor are arranged concentrically zuein ⁇ other, the rotor is positively, positively or materially, for example by means of a press fit, a screw or welded connection with a camshaft, an extension of the camshaft or a Swiss ⁇ wave is connected ,
• a stator a plurality of circumferentially spaced cavities are formed which extend radially outward from the rotor.
• the cavities are pressure-tightly bounded in the axial direction by side covers.
• a wing connected to the rotor extends, dividing each cavity into two pressure chambers.
• camshaft adjuster sensors detect the characteristics of the engine, such as the load condition and the speed. These data are fed to an electronic control unit which, after comparing the data with a characteristic data field of the internal combustion engine, controls the inflow and outflow of pressure medium to the various pressure chambers.
• one of the two counteracting pressure chambers of one cavity is connected in hydraulic camshaft adjuster with a pressure medium pump and the other with the tank.
• the inflow of pressure medium to one chamber in conjunction with the discharge of pressure medium from the other chamber shifts the piston separating the pressure chambers in the axial direction, whereby the camshaft is rotated relative to the crankshaft in axial piston adjusters via the helical toothings.
• Rotationskolbenverstellem is caused by the pressurization of a chamber and the pressure relief of the other chamber, a displacement of the wing and thus directly a rotation of the camshaft to the crankshaft.
• both pressure chambers are either connected to the pressure medium pump or disconnected from the pressure medium pump as well as from the tank.
• the control of the pressure medium flows to and from the pressure chambers by means of a control valve, usually a 4/3-proportional valve.
• a valve housing is provided with one connection each for the pressure chambers (working connection), a connection to the pressure medium pump and at least one connection to a tank.
• an axially displaceable control piston is arranged within the substantially hollow cylindrical valve housing.
• the control piston can be brought axially into any position between two defi ⁇ ned end positions by means of an electromagnetic actuator against the spring force of a spring element.
• the control piston is further provided with ring grooves and control edges, whereby the individual pressure chambers optionally be connected to the pressure medium pump or the tank NEN.
• a position of the control piston can be provided, in which the pressure medium chambers are separated from the pressure medium pump as well as from the pressure medium tank.
• first and second pressure medium lines the pressure medium chambers can be filled with pressure medium. If a first pressure medium chamber filled with pressure medium, so also an end face of a locking pin is acted upon with pressure medium.
• the corresponding pin is inserted into the receiving bore of the side cover. pushes and an adjustment of the rotor relative to the stator in one direction er ⁇ allows.
• the other groove in which the other Verrieglungspin still ein ⁇ engages designed such that an adjustment of the rotor from the center position is made possible up to a maximum value. Accordingly, the position of the rotor relative to the stator runs in the other direction.
• the Vorrich ⁇ device is equipped with a compensation spring, which is attached at its one end to the rotor and at the other end to the stator and the drag torque, which balances the camshaft on the rotor balances.
• a control valve which is used to control the pressure medium flow to the pressure chambers depending on the current Lastzu ⁇ the internal combustion engine.
• the control valve consists of a Stell ⁇ unit, a substantially hollow cylindrical valve housing and a substantially hollow cylindrical running control piston, which is rather axially slidably received within the valve housing.
• On the valve housing two working ports, an inlet and a drain port are formed.
• the actuating unit can be an electromagnet which shifts the control piston counter to the force of a spring by applying a control current via a push rod.
• the inlet connection is connected with one of the two working connections and the tank connection with the respectively other working connection or the working connections are separated from the inlet or outlet connection.
• a pressure chamber is supplied with pressure medium while pressure medium flows out of the other pressure chamber, which causes a change in the phase position of the camshaft relative to the crankshaft.
• a serious disadvantage of this control valve in conjunction with a camshaft adjuster with center-position locking is the fact that in the de-energized state, the pressure medium connection is connected to one of the two working connections. In the case of a malfunction of the actuator so pressure medium is directed to one of the two pressure chambers and at the same time to one of the two pins.
• the camshaft adjuster depending on the configuration of the control valve, after failure of the actuator in one of twisted two maximum positions and held this phase position over the entire operation of the internal combustion engine.
• the invention is therefore based on the object to avoid these disadvantages and thus to propose a method by which the Nockenwel ⁇ le can be brought relative to the crankshaft in a phase position in which the hydraulic actuator is in a position in which this entwe- is locked or in which it is automatically brought into the locked position during the first revolution of the camshaft upon restart, without a piston or wing abutting an end stop. Furthermore, a method is to be proposed, whereby the Stellvorrich ⁇ device is brought in unlocked parking position in the locked position.
• the object is achieved according to the invention in that the following method steps are carried out in the order listed: starting and holding a defined phase position ⁇ + X ° CA,
• the adjusting device is brought into a phase position during the stopping process, which deviates from the center locking position by an amount X ° crankshaft (KW).
• the sign of X depends on the adjustment direction of the adjusting device, if it is not yet sufficiently filled with pressure medium.
• this phase position is in the direction of the center locking position in the direction of early .
• the compensating spring torque is greater and opposite to the camshaft drag torque, this phase position is in the direction of late relative to the central locking position due to the method steps.
• - is the rotational speed n> 0: detection of the fluid pressure p, - is the fluid pressure p greater than a predetermined value: setting of control positions according to the filed in the control unit map,
• FIG. 2 shows a cross section through a hydraulic adjusting device according to FIG. 1,
• FIG. 3 shows a flowchart for a method for starting an internal combustion engine with a device according to the invention for changing the control times of gas exchange valves
• FIG. 4 shows a schematic illustration of a device according to the invention for changing the control times of gas exchange valves of an internal combustion engine
• FIG. 5a shows a longitudinal section through a control valve of a device according to the invention for changing the control times of gas exchange valves of an internal combustion engine in a first control position
• FIG. 5b shows a longitudinal section through the control valve from FIG. 5a in a second control position
• FIG. 5c shows a longitudinal section through the control valve from FIG. 5a in a third control position
• FIG. 5d shows a longitudinal section through the control valve from FIG. 5a in a fourth control position
• FIG. 6 shows in a diagram the volume flow from the inlet connection to the pressure chambers as a function of the position of the control piston relative to the valve housing
• FIG. 7 is a flow chart for a method for the controlled shutdown of an internal combustion engine with a device according to the invention for changing the timing of gas exchange valves and
• FIG. 8 shows a schematic representation of a device for changing the control times of gas exchange valves of an internal combustion engine from the prior art.
• FIGS 1 and 2 show a hydraulic adjusting device 1a of a Vor ⁇ device 1 for changing the timing of gas exchange valves of an internal combustion engine.
• the adjusting device 1a consists essentially of a stator 2 and a rotor 3 arranged concentrically therewith.
• a drive wheel 4 is connected in a rotationally fixed manner to the stator 2 and, in the illustrated embodiment, is designed as a chain wheel. Likewise conceivable are embodiments of the drive wheel 4 as a belt or gear.
• the stator 2 is rotatably mounted on the rotor 3, wherein on the inner circumferential surface of the stator 2 in the illustrated embodiment, five circumferentially spaced recesses 5 are provided.
• the recesses 5 are bounded in the radial direction by the stator 2 and the rotor 3, in the circumferential direction of two see ⁇ walls 6 of the stator 2 and in the axial direction by a first and a second side cover 7, 8. Each of the recesses 5 is sealed pressure-tight manner in this way.
• the first and second side covers 7, 8 are connected to the stator 2 by means of connecting elements 9, for example screws.
• On the outer circumferential surface of the rotor 3 axially extending vane grooves 10 are formed, wherein in each vane groove 10, a radially extending vane 11 is arranged.
• each recess 5 a wing 11 extends, wherein the wings 11 in the radial direction on the stator 2 and in the axial direction on the side tende 7, 8 abut.
• Each vane 11 divides a recess 5 into two pressure chambers 12, 13 working against each other.
• leaf spring elements 15 are provided between the groove green 14 of the vane grooves 10 and the vanes 11 , which act on the wing 11 in the radial direction with a force.
• first and second pressure medium lines 16, 17, the first and second pressure chambers 12, 13 can be connected via a control valve (not shown) to a pressure medium pump (also not shown) or to a tank (also not shown).
• a control valve not shown
• a pressure medium pump also not shown
• a tank also not shown
• an actuator is formed, which makes a relative rotation of the stator 2 with respect to the rotor 3 possible.
• the first pressure chambers 12 are connected to the pressure medium pump and all second pressure chambers 13 are connected to the tank or the configuration opposite to that. If the first pressure chambers 12 are connected to the pressure medium pump and the second pressure chambers 13 are connected to the tank, then the first pressure chambers 12 expand at the expense of the second pressure chambers 13. This results in a displacement of the wings 11 in the circumferential direction, in the direction indicated by the first arrow 21.
• the rotor 3 is rotated relative to the stator 2.
• the stator 2 is driven by the crank shaft by means of a chain drive (not shown) acting on its drive wheel 4. Also conceivable is the drive of the stator 2 by means of a belt or gear drive.
• the rotor 3 is non-positively, positively or materially, for example, by means of press fit or by a screw connection by means of a central screw, connected to a camshaft, not shown. From the Relatiwerpitung of the rotor 3 relative to the stator 2, as a result of the supply and discharge of pressure medium to or from the pressure chambers 12, 13, resulting performs a phase shift between camshaft and crankshaft. By deliberately introducing or removing pressure medium into the pressure chambers 12, 13, the control times of the gas exchange valves of the internal combustion engine can thus be selectively varied.
• the pressure medium lines 16, 17 are designed in the illustrated embodiment as substantially radially arranged bores extending from a central bore 22 of the rotor 3 to the outer circumferential surface.
• a central valve not shown, can be arranged, via which the pressure chambers 12, 13 can be selectively connected to the pressure medium pump or the tank.
• a pressure medium distributor within the central bore 22, which connects the pressure medium lines 16, 17 via pressure medium channels and annular grooves to the connections of an externally mounted control valve.
• the substantially radially extending side walls 6 of the recesses 5 are provided with formations 23 which extend in the circumferential direction into the recesses 5.
• the formations 23 serve as a stop for the wings 11 and ensure that the pressure chambers 12, 13 can be supplied with pressure medium, even if the rotor 3 assumes one of its two extreme positions relative to the stator 2, in which the wings 11 on one of Side walls 6 abut.
• the rotor 3 With insufficient supply of pressure medium of the device 1, for example, during the starting phase of the internal combustion engine, the rotor 3 is due to the alternating and drag torque that exerts the camshaft on this un ⁇ controlled relative to the stator 2 moves.
• the drag torques of the camshaft urge the rotor relative to the stator in a circumferential direction which is opposite to the direction of rotation of the stator until they strike against the side walls 6.
• the Kirmo ⁇ elements that exerts the camshaft on the rotor 3 to a back and forth swing of the rotor 3 and thus the wing 11 in the recesses 5, to at least one of the pressure chambers 12, 13 is completely filled with pressure medium. This leads to higher wear and noise development in the device 1.
• Each locking element 24 consists of a cup-shaped piston 26, which is arranged in an axial bore 25 of the rotor 3.
• the piston 26 is acted upon by a spring 27 in the axial direction with a force.
• the spring 27 is supported in the axial direction on one side on a venting element 28 and is arranged with its axial end facing away from it inside the pot-shaped piston 26.
• a link 29 is formed per locking element 24 such that the rotor 3 can be locked relative to the stator 2 in a position which corresponds to the position during the start of the internal combustion engine.
• the pistons 26 are urged into the scenes 29 by means of the springs 27 in the event of insufficient pressure medium supply to the device 1.
• means are provided to push the piston 26 with sufficient supply of the device 1 with pressure medium in the axial bores 25 and thus cancel the lock. This is usually accomplished with pressure medium, which is conducted via pressure lines, not shown, into a recess 30, which is formed on the cover-side front end of the piston 26.
• a center position of the wings 11 between the respective side walls 6, a locking of the hydraulic actuator 1a can be accomplished in this position by the use of two locking elements 24 and adapted scenes 29.
• FIG. 8 shows a device 101 for changing the timing of Gas ⁇ interchange valves of an internal combustion engine from the prior art.
• This consists of a hydraulic adjusting device 102 and a control valve 103.
• the adjusting device 102 consists of a pressure chamber 104, which is divided by a ver ⁇ sliding element 105 into two oppositely acting pressure chambers 106, 107.
• the displaceable element 105 is connected in a rotationally fixed manner to the camshaft or the crankshaft, while the other component is connected in a rotationally fixed manner to the pressure chamber 104.
• the displaceable element 105 is immovably connected to two scenes 108, 109. Furthermore, 110 and 111 respectively denotes a locking pin, wherein these are fixedly mounted to the pressure chamber 104. Each link 108, 109 is each assigned a locking pin 110, 111. Alternatively, the locking pins 110, 111 can move with the element 105 and the scenes 108, 109 may be formed in a stationary to the pressure chamber 104 component.
• the control valve 103 consists of an actuating unit 112, a first spring element 113 and a valve body 114.
• the actuating unit 112 can be embodied, for example, in the form of an electric or hydraulic actuating unit 112. In the following, an electrical actuator 112 is to be assumed without limiting the generality, which is designed as an electromagnet.
• On the valve body 114 a first working port A, a second working port B, an inflow port P and a discharge port T are formed on the valve body 114.
• the first working port A is connected via a first pressure medium line 115 to the first pressure chamber 106 and the second working port B via a second pressure medium line 116 with the second pressure chamber 107 in connection.
• the outlet connection T is connected to a pressure medium reservoir 117.
• the inlet port P is acted upon by pressure medium.
• the first link 108 is in communication with the first pressure medium line 115.
• the second link 109 is a fourth pressure medium line 122 in connection with the second Druckstofflei ⁇ device 116.
• the first and second link 108, 109 are each as a groove formed, wherein the dimension thereof in the direction of movement of the movable E lements 105 is greater than that of the respective Verrieglungspins 110, 111. Both locking pins 110, 111 engage in the illustrated center position of the displaceable element 105 in the respective link 108, 109 and are in Displacement direction of the movable member 105 disposed at one end of the jeweili ⁇ gen groove.
• the valve against the spring force of the first spring element 113 in a second, a third and a fourth control position 130, 131, 132 are brought. If the valve is located in the second control position 130, which is the case for low to no energization of the setting unit 112, the second working connection B is connected exclusively to the inlet connection P and the first working connection A is connected exclusively to the outflow connection T. If the valve is in the third control position 131, which is the case with low to medium energization of the setting unit 112, both working connections A, B are connected neither to the inlet connection P nor to the outlet connection T. Alternatively it can be provided that both working ports A, B are connected exclusively to the inlet port P to compensate for leakage losses.
• the valve is located in the fourth control position 132, which is the case with average to maximum energization of the setting unit 112, the first working connection A is connected exclusively to the inlet connection P and the second working connection B is connected exclusively to the outlet connection T.
• the control valve 103 is brought into the second control position 130 in order to achieve an adjustment of the movable element 105 in the direction of late, characterized by the second arrow 126.
• Pressure medium is passed from the inlet connection P via the second work connection B and the second pressure medium line 116 to the second pressure chamber 107.
• 122 pressure medium is passed into the second gate 109 via the fourth pressure medium line.
• the second locking pin 111 is urged against the force of a second spring 129 from the second link 109.
• the first pressure chamber 106 is connected to the pressure medium reservoir 117 via the first pressure medium line 115 and the discharge port T.
• the movable element 105 is displaced in the direction of late.
• the first and the second gate 108, 109 are also moved late.
• the first locking pin 110 moves within the first link 108, while the second locking pin 111 is located outside the second link 109.
• the control valve 103 is brought into the third control position 131. Both working connections A, B are connected neither to the inlet P nor to the outlet connection T, there is no inflow or outflow of pressure medium to or from the pressure chambers 106, 107 and the phase position ⁇ is kept constant.
• the control valve 103 is brought into the fourth control position 132.
• Pressure medium is passed from the inlet port P via the first working port A and the first pressure medium line 115 to the first pressure chamber 106.
• pressure medium is conducted into the first slide 108 via the third pressure medium line 121.
• the first locking pin 110 is urged against the force of a first spring 127 from the first link 108.
• the second pressure chamber 107 is connected to the pressure medium reservoir 117 via the second pressure medium line 116 and the discharge port T.
• the movable element 105 is displaced in the direction of early.
• the first and the second scenery 108, 109 are also shifted in the direction of early.
• the second locking pin 111 moves within the second link 109, while the first locking pin 110 is located outside the first link 108.
• the locking pin 110, 111 which is not subjected to pressure medium, locks in place respective backdrop 108, 109 a.
• the other locking pin 110, 111 is acted upon by pressure medium so that it is outside the gate 108, 109.
• the movement is limited only by the latched locking pin 110, 111. If the hydraulic adjusting device 102 is in the middle position shown in FIG. 8 and the device 101 is not supplied with sufficient pressure medium, which is the case, for example, when starting the internal combustion engine, then both locking pins in 110, 111 are in the respective one Setting 108, 109 engaged.
• the locking pins 110, 111 are arranged in such a way and the scenes 108, 109 designed such that the Verrieglungspins 110, 111 are located at the ends of the scenes 108, 109, which are farthest from each other.
• the movable element 105 is fixed relative to the pressure chamber 104.
• the locking pins 110, 111 may be at the ends of the scenes 108, 109 that are closest to each other.
• the first link 108 would have to be acted upon by the second pressure medium line 116 and the second link 109 of the first pressure medium line 115 with pressure medium.
• an action on the scenes 108, 109 via the respective pressure chamber 106, 107 for example by means of a worm groove.
• the control valve 103 If the actuating unit 112 of the control valve 103 fails, the power supply is interrupted, for example, by a defect in the electromagnet or the power connections, the control valve 103 is set in the second control position 130. As a result, the second locking pin 111 is unlocked and the camshaft is retarded relative to the crankshaft. is presented. This has the consequence that the starting and running properties of the internal combustion engine, which are optimal in the center position shown in Figure 8, deteriorate.
• the schematically illustrated hydraulic adjusting device 102 may be, for example, an axial piston adjuster or a rotary piston adjuster. In the following, without restriction of the generality, only the embodiment of a rotary piston adjuster is to be treated.
• the pressure chamber 104 corresponds to the recesses 5 from FIG. 1.
• the movable element 105 can be used in the embodiment of FIG. 1 either in a side cover of the rotary piston adjuster or in the rotor of the rotary piston adjuster inside a bore. preferably a blind hole, be arranged.
• the respective scenes 108, 109 are formed in the respective other component.
• FIG. 4 a device 101 according to the invention is shown schematically, analogously to FIG. 8. This is largely identical to that shown in FIG. 8, which is why the same reference numbers were used for the same components.
• the difference of the device 101 according to the invention is that the control valve 103 additionally has a first control position 140.
• the first control position 140 is activated when the actuator 112 assumes a state corresponding to a low to no energization.
• the first spring element 113 ensures in this case that the first control position 140 is reached. In this position, neither the first nor the second vonschi uss A, B connected to the inlet port P.
• either the first or the second working port A, B can now be connected to the discharge port T, while the other working port A, B does not communicate with the drain port T.
• the control valve 103 in addition to the first control position 140, the control valve 103 likewise has the second, third and fourth control positions 103, 131, 132 shown in FIG. 8, the second control position 130 at a low to medium supply, the third control position 131 at a middle to high energization and the fourth control position 132 at a high to maximum current, the actuator 112 is taken.
• the control valve 103 In the case of a defect of the actuator 112 or an error in the Strom ⁇ supply the control valve 103 automatically enters the first control position 140, wherein the switching valve 103 holds this position until the repair of the unit 112 and their power supply.
• the movable member 105 After a restart of the internal combustion engine 102, the movable member 105 is inde pendent of its position on the switching off of the internal combustion engine due to the drag and alternating moments moved into the middle position due to the insufficient pressure medium supply. There, both locking pins 110, 111 in the respective link 108, 109 einriegeln, whereby the position of the movable member 105 is fixed in the pressure chamber 104.
• FIGS. 5a to 5d show, by way of example, a valve body 114 of a control valve 103 of a device 101 according to the invention.
• the valve body 114 consists of a valve housing 141 and a control piston 142.
• the valve housing 141 is substantially hollow-cylindrical, with three axially extending in its outer lateral surface spaced annular grooves 143, 144, 145 are formed.
• Each of the annular grooves 143 to 145 constitutes a connection of the valve, wherein the outer ring grooves 143, 145 in the axial direction form the working connections A, B and the middle annular groove 144 forms the inlet connection P.
• a discharge connection T is through an opening in one end face of the valve housing ses 141 executed.
• Each of the annular grooves 143 to 145 is connected to the inner of the valve housing 141 via first radial openings 146.
• a substantially hollow-cylindrical executed control piston 142 is arranged axially displaceable.
• the control piston 142 is acted on by a second spring element 147 on one end face and by a push rod 148 of the setting unit 112 with a force on the opposite end face.
• the control piston 142 can be displaced against the force of the second spring element 147 into an arbitrary position between a first and a second end stop 149, 150.
• the control piston 142 is provided with a first and a second annular web 151, 152.
• the outer diameters of the annular webs 151, 152 are adapted to the inner diameter of the valve housing 141. Furthermore, in the control piston 142 between the frontal end, on which the push rod 148 engages, and the second annular web 152 second radial openings 146a are formed, whereby the interior of the control piston 142 is in communication with the interior of the valve housing 141.
• the first and second annular ribs 151, 152 are designed and arranged on the outer lateral surface of the control piston 142 such that control edges 153 to 156, depending on the position of the control piston 142 relative to the valve housing 141, form a connection between the inlet connection P and the working ports A, B releases or blocks and a connection between the working ports A, B and the drain port T releases or blocks.
• the outer diameter of the control piston 142 is made smaller in the regions between the push rod 148 and the second annular web 152 and between the first annular web 151 and the second annular web 152 than the inner diameter of the valve housing 141. As a result, between the first and the second annular web 151 , 152 a fourth annular groove 157 is formed.
• a third annular rib 158 is formed within the fourth annular groove 157.
• the outer diameter of the third annular web 158 is adapted to the inner diameter of the valve housing 141.
• the third annular web 158 is positioned such that in the first control position 140 of the control valve 103 it blocks the connection between the supply port P and the second working port B.
• 5a shows the first control position 140 of the control valve 103, in which the control piston 142 is acted upon by the adjusting unit 112 via the push rod 148 with a force between a minimum force and a small F 1 .
• connection between the inlet port P and the second Ulanschi uss B is blocked by the third ring land 158 and the connection between the inlet port P and the first working port A through the first ring land 151. Furthermore, the connection between the second working connection B and the discharge connection T is blocked by means of the second annular web 152, while pressure medium can flow from the first working connection A to the discharge connection T. Since the pressure medium flow to the locking pins 110, 111 and to both pressure chambers 106, 107 is blocked, no active adjustment can take place in the first control position 140. By the connection of the first pressure chamber 106 with the reservoir 11, this is emptied.
• the movable element 105 is immediately, or after a certain time, required to empty the second pressure chamber 107 due to leakage due to drag or alternating torques of the camshaft driven into the center position and locked there permanently.
• This control position corresponds to a configuration of the control valve 103 in which the actuator 112 is de-energized and consequently the control piston 142 is displaced by means of the second spring element 147 to the first end stop 149, the displacement is thus zero. In this position, the valve is when the actuator 112 is defective or their power supply is interrupted.
• FIG. 5 b shows the second control position 130 of the control valve 103, in which the control piston 142 is acted upon by the setting unit 112 via the push rod 148 with a force between a small force F 1 and an average force F 2 , where F 2 > F 1 .
• the control piston 142 is displaced by a distance S 1 to S 2 from the push rod-side first end stop 149, S 2 > S 1 .
• the first ring land 151 still blocks the connection between the first working port A and the inlet port P, while pressure fluid from the first work to the outlet port T can continue to flow.
• the second annular rib 152 blocks the connection between the second working port B and the drain port T, while both the second and the third annular ribs 152, 158 release a connection between the inflow port P and the second working port B.
• pressure medium is supplied via the second working port B, the second and fourth pressure medium lines 116, 122 to the second pressure chamber 107 and the second link 109, whereby the second locking pin 111 is unlocked and the hydraulic actuating device 102 moves laterally.
• pressure medium flows from the first pressure chamber 106 via the first pressure medium line 115 to the first working port A and from there to the discharge port T.
• FIG. 5c shows the third control position 131 of the control valve 103, in which the control piston 142 is acted upon by the setting unit 112 via the push rod 148 with a force between a middle F 2 and a large force F 3 , where F 3 > F 2 .
• the control piston 142 is displaced by a distance S 2 to S 3 from the push rod-side first end stop 149, S 3 > S 2 .
• the first and the second annular web 151, 152 block the connections between the working ports A, B and the inlet port P and the connections between the working ports A, B and the drain port T.
• This position of the control valve 103 is neither pressure means supplied to the pressure chambers 106, 107, nor can pressure fluid from the pressure chambers 106, 107 flow away.
• This control position thus corresponds to a holding position in which the phase angle ⁇ between camshaft and crankshaft is kept constant.
• FIG. 5 d shows the fourth control position 132 of the control valve 103, in which the control piston 142 is acted upon by the setting unit 112 via the push rod 148 with a force between a large force F 3 and a maximum force F 4 , where F 4 > F 3 , As a result, the control piston 142 is displaced by a distance S 3 to S 4 from the push rod-side first end stop 149, whereby at S 4 > S 3 .
• the first ring land 151 blocks a connection between the first working port A and the drain port T, while the connection between the inlet port P and the first working port A is blocked by both the first ring land 151 and the third ring land 158 is released.
• the connection between the inlet port P and the second working port B is blocked by the second annular web 152, while pressure fluid can reach the interior of the control piston 142 and from there to the outlet port T via the second working port B and the second radial ports 146a.
• the control valve 103 pressure medium from the second pressure chamber 107 via the second pressure medium line 116 to the second working port B and from there to the drain port T is passed.
• the first pressure medium line 115 and the third pressure medium line 121 are supplied with pressure medium to the first pressure chamber 106 and the first slide 108 via the first working connection A. Thereby, the first locking pin 110 is unlocked and the hydraulic actuator 102 moves to early.
• FIG. 6 shows the volume flow from the inlet connection T to the pressure chambers 106, 107 as a function of the duty cycle of the setting unit 112.
• the setting unit 112 can be subjected to a voltage, with either zero volts or a maximum value being applied.
• the duty cycle indicates the proportion of time in which the maximum value of the voltage at the actuator 112th is applied. The higher the duty cycle, the higher the force exerted by the positioning unit 112 on the control piston 142 via the push rod 148.
• the duty cycle is a measure of the displacement of the Steuerkol ⁇ bens 142 within the valve housing 141 relative to the first end stop 149th
• the control valve 103 assumes the first control position 140. In this control position 140, the connections between the inlet connection P and the working connections A, B are blocked, the volume flow is apart from leakage flows 0.
• the control valve 103 is in the second control position 130.
• Pressure medium can reach the second working port B from the inlet port P, while the connection between the inlet port P and the first working port A Is blocked.
• the volumetric flow increases steadily as the duty cycle increases from a first value TV 1 to a third value TV 3, while when increasing further up to the second value TV 2 it steadily decreases and finally near the value TV 2 it is close to zero.
• only the area between TV3 and TV2 is used for the second control position 130.
• the volume flow from the feed port P to the pressure chamber 106, 107 initially increases steadily.
• the volumetric flow can increase steadily up to a duty cycle of 100%, or, for design reasons, can go through a maximum.
• This area corresponds to the fourth control position 132 of the control valve 103, in the pressure medium from the inlet port P to the first Häanschi A is guided while the connection between the supply port P and the second working port B is blocked.
• the inventive device 101 allows for intact actuator 112 locking the hydraulic actuator 102 in the center position when switching off the internal combustion engine or a positioning of the hydraulic Stellvorrich- device 102 such that when restarting the internal combustion engine, the hydraulic actuator 102 is brought into the center position and locked there.
• This has the advantage that during the starting operation, in which the device 101 is not yet sufficiently filled with pressure medium, the hydraulic adjusting device 102 is securely locked in the center position, whereby a striking of the displaceable element 105 on a side wall of the pressure ⁇ space 104 is avoided, whereby increased wear and Geisseschent ⁇ development is avoided.
• the various duty cycles, in particular TV1 to TV3, and the Haitetast crop TV Ha it e must be known to the Mo tor torture réelle.
• the Haitetastiety is determined by default by the engine control unit and stored in a storage unit.
• the structural design and the resulting valve characteristics can be used to determine TV1, TV2 and TV3 in direct dependence on the Haitetast ratio TV Ha i te .
• the difference angles Y 1 , Y 2 and Y 3 are stored permanently in a memory unit.
• the engine control unit determines the Haitetastannihiza TV Ha ⁇ te- For TV1 in an early Phase se of the operation of the internal combustion engine.
• TV2 and TV3 then apply:
• a second way is to have TV1 and TV2, optionally after each restart, determined by the engine control unit and store in the map.
• the camshaft angle signals and crankshaft angle signals can be used.
• the relative phase angle of the two waves and the temporal change of the phase position can be used for this purpose.
• the following method can be used.
• a ramp of duty cycle of 0% is increased.
• the value TV1 is reached when an adjustment process starts (at this point one of the pressure chambers 106, 107 and a locking pin 110, 111 is acted upon by pressure medium and the hydraulic adjusting device adjusted, which is detected by camshaft angle sensors and crankshaft angle sensors can be).
• the value TV3 is reached when a maximum adjustment speed is exceeded.
• TV2 is reached when the phase position is kept constant. The determined values are then stored in a memory.
• FIG. 7 shows a flowchart of a method for controlling the device 101 according to the invention during a stopping operation of the internal combustion engine, by which the hydraulic adjusting device 102 is brought into a position in which it is either locked after the stop of the internal combustion engine or in one Position is from which it is moved after the restart of the internal combustion engine directly in the center position and locked there ver ⁇ .
• the rotational speed n > zero.
• the phase angle ⁇ between the camshaft and the crankshaft is brought by means of the control valve 103 in a Abstellphasenlage which differs by a defined amount X of the locking phase position ⁇ M itt e .
• the Ab ⁇ stellphasenlage is for a device 101, which is designed without compensation spring, relative to the locking phase position ⁇ M i tt e moved early.
• the parking phase is relative to the locking phase position ⁇ M i tte shifted late. If the predetermined Abstellphasenlage reached so the ignition is turned off and the value of the duty cycle is der ⁇ art set that this phase ⁇ is held securely.
• the hydraulic adjusting device 102 is now either automatically due to the last revolution of the crankshaft, in the locked state or in a position in which it automatically and immediately into either of the drag torques of the camshaft or the torque of the compensation spring when starting the internal combustion engine locked position is driven.
• FIG. 3 shows a flow chart of a method for starting a combustion engine with a device 101 according to the invention, by which it is ensured that an already existing or a locking of the movable element 105 produced during the first revolution of the crankshaft is held, until the oil pressure within the internal combustion engine has risen to a value which is required for safe operation of the device 101.
• the value of the duty cycle is kept between zero% and the value TV 1. If the oil pressure p exceeds the predetermined pressure, the device 101 changes over to controlled operation and the duty cycle is adjusted between TV 3 and 100%, depending on the load condition of the machine.
• Leaf spring element 117 Pressure medium reservoir first pressure medium line 118 Pressure medium pump second pressure medium line 119 Filter first arrow 120 Check valve
• Axial bore 127 first spring

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• 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)

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• 2004
  • 2004-10-07 DE DE102004049123A patent/DE102004049123A1/de not_active Withdrawn
• 2005
  • 2005-09-03 WO PCT/EP2005/009487 patent/WO2006039966A1/de active Application Filing
  • 2005-09-03 EP EP05782451A patent/EP1797285B1/de not_active Not-in-force
  • 2005-09-03 CN CNB2005800345078A patent/CN100529335C/zh not_active Expired - Fee Related
  • 2005-09-03 KR KR1020077007842A patent/KR101201609B1/ko active IP Right Grant
  • 2005-09-03 DE DE502005008502T patent/DE502005008502D1/de active Active
  • 2005-09-03 DE DE502005007868T patent/DE502005007868D1/de active Active
  • 2005-09-03 JP JP2007535034A patent/JP4982867B2/ja not_active Expired - Fee Related
  • 2005-09-03 EP EP08150439A patent/EP1914395B1/de not_active Not-in-force

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