WO2015090294A1 - Dispositif de réglage d'arbre à cames - Google Patents

Dispositif de réglage d'arbre à cames Download PDF

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Publication number
WO2015090294A1
WO2015090294A1 PCT/DE2014/200581 DE2014200581W WO2015090294A1 WO 2015090294 A1 WO2015090294 A1 WO 2015090294A1 DE 2014200581 W DE2014200581 W DE 2014200581W WO 2015090294 A1 WO2015090294 A1 WO 2015090294A1
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WO
WIPO (PCT)
Prior art keywords
pressure medium
locking
rotor
stator
valve
Prior art date
Application number
PCT/DE2014/200581
Other languages
German (de)
English (en)
Inventor
Michael Busse
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2015090294A1 publication Critical patent/WO2015090294A1/fr

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

Definitions

  • the invention relates to a camshaft adjusting device having the features of the preamble of claim 1.
  • Camshaft phasers are generally used in internal combustion engine valve trains to vary the valve opening and closing times, which can improve engine fuel economy and performance generally.
  • a proven in practice embodiment of the Nockenwellenverstelleinrich- device has a Flugelzellenversteller- with a stator and a rotor, which define an annular space, which is divided by projections and wings in several working chambers.
  • the working chambers are optionally acted upon by a pressure medium which is supplied in a pressure medium circuit via a pressure medium pump from a pressure medium reservoir in the working chambers on one side of the blades of the rotor and is returned from the working chambers on the other side of the wing again in the pressure fluid reservoir.
  • the working chambers, the volume of which is thereby enlarged have a direction of action which is opposite to the effective direction of the working chambers whose volume is reduced.
  • the direction of action means that pressurizing the respective group of working chambers causes rotation of the rotor either clockwise or counterclockwise relative to the stator.
  • the control of the pressure medium flow and thus the adjusting movement of the camshaft adjusting device takes place e.g. by means of a central valve having a complex structure of flow openings and control edges and a valve body which is displaceable in the central valve and closes or releases the flow openings as a function of its position.
  • a problem with such a camshaft adjusting device is that it is not completely filled with pressure medium in a starting phase or may even have run empty, so that the rotor due to the camshaft applied alternating moments can perform uncontrolled movements relative to the stator, which can lead to increased wear and unwanted noise.
  • exceptional cases such as when stalling the internal combustion engine, it is possible that the locking device does not lock the rotor as intended, and the camshaft adjuster must be operated in the subsequent starting phase with unlocked rotor.
  • the rotor since some internal combustion engines have a very poor starting behavior when the rotor is not locked in the center position, the rotor must then be automatically rotated and locked in the starting phase in the center locking position.
  • Such an automatic rotation and locking of the rotor relative to the stator is known, for example, from DE 10 2008 01 1 915 A1.
  • the locking device described therein comprises a plurality of spring-loaded locking pins, which lock in a rotation of the rotor successively provided in the sealing cover or the stator locking cams and allow each before reaching the center locking position rotation of the rotor in the direction of the center locking position, but a rotation of the Block the rotor in the opposite direction.
  • the locking pins After warming up of the internal combustion engine and / or the complete filling of the camshaft adjuster with pressure medium, the locking pins are displaced pressure medium actuated from the locking cams, so that the rotor can then be rotated as intended to adjust the rotational angle position of the camshaft relative to the stator.
  • the pressure medium must first flow out of the locking slot into the pressure medium reservoir so that the locking pins can engage therein. Furthermore, after stopping the internal combustion engine, ie "ignition off", only a period of 0.4 remains to 0.6 s until the final engine standstill. The locking of the rotor must therefore be completed in as short a time as possible, which can be problematic especially in the case of limited flowability of the pressure medium, such as at low temperatures and a very low viscosity. Further, the pressure medium flow is controlled by means of a valve with a limited Magnetethub, which releases only a relatively small gap for flow, which is sufficient at higher temperatures for the flow of the pressure medium. In an already limited flowability of the pressure medium of the pressure medium flow can be further reduced by the resistance generated in the gap, however, that the pressure medium can not escape quickly enough from the locking link.
  • the locking device does not lock the rotor relative to the stator during the stopping process of the internal combustion engine, the internal combustion engine must be started during a subsequent starting operation with an unlocked rotor.
  • the present invention seeks to provide a generic camshaft adjusting, in which the rotor safely locked even in unfavorable flow conditions or unfavorable flow behavior of the pressure medium during the shutdown of the engine against the stator.
  • At least one valve which is connected in terms of flow with the locking link and a pressure medium reservoir of the pressure medium circuit be provided which opens or closes a flow connection between the locking link and the pressure medium reservoir in dependence on the rotational speed of the internal combustion engine.
  • an additional flow cross-section is released and an additional outflow of the pressure medium from the locking link allows so that the resistance in the flow connection to the pressure medium reservoir is lowered, and the pressure medium in the sequence even at a very low Viscosity or under unfavorable flow conditions in the available short period of time can flow.
  • the valve is arranged in the rotor or the stator and can be actuated by the centrifugal force acting during the rotational movement of the rotor or of the stator.
  • the centrifugal force is advantageous insofar as the centrifugal force is a directly dependent on the speed of the internal combustion engine, which in turn directly related to the speed of the stator or apart from the adjustment and directly related to the speed of the rotor dependent size, so that thereby an automatic speed-dependent control of the valve is possible.
  • Such a centrifugal actuation of the valve can be realized structurally particularly simple in that the valve comprises a displaceably guided, against the acting centrifugal spring-loaded valve body, which is displaceable by the centrifugal force acting against the spring force and depending on its position, a flow connection between the locking link and the pressure medium reservoir closes or releases.
  • the flow connection between the pressure medium reservoir and the locking device is realized by an at least partially radially extending pressure medium line in the rotor or the stator.
  • the pressure medium line By the proposed course of the pressure medium line, the outflow of the pressure medium is supported by the centrifugal force acting, the pressure medium is thrown off virtually radially outwards and thereby sucked out of the locking link.
  • the radially extending portion of the pressure medium line is for this purpose preferably arranged radially outside the locking link.
  • the valve is arranged in a rotatably connected to the locking link component.
  • the valve is in a fixed spatial chen assignment to the locking link and can be easily connected by a pressure medium line to the locking link, without the flow connection must be realized via two mutually moving parts.
  • the locking link can be acted upon by pressure medium via a first pressure medium line, and the valve is associated with a second pressure medium line connecting the locking link with the pressure medium reservoir.
  • the additionally created flow cross-section which can be released by the valve is decoupled from the pressure medium line in which the pressure medium is supplied.
  • the camshaft adjusting device would function like a conventional camshaft adjusting device, since the pressure medium, as known in the prior art, can still flow away via the pressure medium line, via which the pressure medium is also supplied becomes.
  • the locking link and the valve are arranged in the stator or in a stator-fixed part.
  • the locking linkage e.g. To arrange in a stator-fixed locking lid, since the pressurization of the locking link can be made easier in this case.
  • the stator or the stator-fixed part encloses the rotor, so that the pressure medium can be removed via the flow cross-section released by the valve more easily to the outside into the pressure medium reservoir.
  • valve closes the flow connection from a limit speed, which corresponds to a predetermined idle speed of the internal combustion engine minus 50 - 200 U / min.
  • FIG. 1 shows a camshaft adjusting device according to the invention with an open valve in a flow connection between a locking link and a pressure medium reservoir;
  • Fig. 2 a camshaft adjusting device according to the invention with a closed valve in a flow connection between a locking link and a pressure medium reservoir of Flugelzellenversteller.
  • FIGS. 1 and 2 a camshaft adjusting device with a known basic structure with a schematically represented plumell actuator as the basic component can be seen, which has a stator 16, which can be driven by a crankshaft (not shown), and a rotor 17 that can be connected non-rotatably to a camshaft (also not shown)
  • Rotor hub 36 and a plurality thereof radially outwardly extending wings 1 1, 12 and 13 summarized.
  • FIGS. 1 and 2 a camshaft adjusting device with a known basic structure with a schematically represented plumell actuator as the basic component
  • Rotor hub 36 and a plurality thereof radially outwardly extending wings 1 1, 12 and 13 summarized.
  • the Flugelzellenversteller in the settlement is to recognize while bottom left schematically a section of the rotor hub 36 of the rotor 17 with a center locking device 33 and lower right schematically a multi-way switching valve 21 is to control the pressure medium flow.
  • a pressure medium circuit with a plurality of pressure medium lines 1, 2,3,4,5,6,7,8,23,37 and 38 can be seen, which optionally via the multi-way switching valve 21 fluidly with a pressure medium pump P or a pressure medium reservoir T are connected, wherein the pressure medium pump P, the pressure medium after returning to the pressure medium reservoir T from the same again promotes the pressure medium circuit.
  • the stator 16 has a plurality of stator webs which divide an annular space between the stator 16 and the rotor 17 into a plurality of pressure chambers 29, 30 and 31.
  • the pressure chambers 29,30 and 31 are divided by the wings 1 1, 12 and 13 of the rotor 17 in working chambers 24,25,26,27,28 and 32, in which the pressure medium lines 1, 3,4,6,7 and 8 open.
  • the center locking device 33 comprises two locking pins 18 and 19, which lock for locking the rotor 17 relative to the stator 16 in a stator-fixed locking link 22.
  • the locking link 22 may be arranged, for example, in a bolted to the stator 16 sealing cover.
  • the angle of rotation of the camshaft is adjusted to the crankshaft in normal operation, for example in the direction of "early" characterized by the working chambers 24,32 and 27 are acted upon by pressure medium and thereby increase their volume, while the pressure medium from the working chambers 25,26 and the volume is reduced, and the working chambers 24, 25, 26, 27, 28 and 32, the volume of which is increased in groups during this adjustment movement, are referred to as working chambers 24, 25, 26, 27, 28 and 22 in the sense of the invention 32, the working chambers 24, 25, 26, 27, 28 and 32, whose volume is simultaneously reduced, are referred to as working chambers 24, 25, 26, 27, 28 and 32 of the opposite working direction , 25,26,27,28 and 32 then causes the rotor 17 is rotated with the wings 1 1, 12 and 13 relative to the stator 16.
  • the volume of Working chambers 25,26 and 28 increased by a pressurizing agent via the B-port of the multi-way switching valve 21, while the volume of the working chambers 24,32 and 27 is simultaneously reduced by backflow of the pressure medium via the A-port of the multi-way switching valve 21.
  • This change in volume then leads to a rotation of the rotor 17 relative to the stator 16, which in the developed representation leads to a displacement of the wings 1 1, 12 and 13 to the left.
  • the center locking device 33 is first released by the locking backdrop 22 is applied via the pressure medium lines 2 and 23 of the C-port of the multi-way switching valve 21 via the pump P with pressure medium.
  • the locking pins 18 and 19 are pushed out of the locking link 22, so that the rotor 17 can then turn freely relative to the stator 16.
  • each pressure medium lines 34 and 35 are provided with a non-return valve 9 and 10 disposed therein, which allow an overflow of the pressure medium from the working chamber 25 into the working chamber 24 and from the working chamber 32 into the working chamber 26.
  • the flow of the pressure medium through the pressure medium lines 34 and 35 can also be blocked or made possible in each case by a second switchable valve device, formed in each case by a spring-loaded displaceable valve body 14 and 15.
  • the valve body 14 and 15 on two switching positions, in which the flow is either enabled or disabled.
  • the switchable second valve devices can be acted upon by pressure medium via a respective pressure medium line 2 and 5 and are transferred from a first to a second switching position by a displacement of the valve bodies 14 and 15 against the acting spring force when pressure medium is applied.
  • the second switching position the flow through the pressure medium lines 34 and 35 is blocked, so that the working chambers 24 and 25 or 32 and 26 are to be regarded as separated from each other, and the Nockenwellenvers- means without an overflow of the pressure medium between the working chambers 24,25, 32 and 26 can be operated with a correspondingly high adjustment accuracy.
  • the center locking device 33 further comprises a third valve device formed by two locking pins 18 and 19 in the rotor hub 36.
  • the locking pins 18 and 19 are designed as spring-loaded valve body with corresponding grooves or holes, which by pressurizing the locking link 22 via the pressure medium line 23rd against the acting spring force from a first to a second switching position are displaced.
  • the locking pins 18 and 19 in the first switching position when they engage in the locking link 22 and the springs are relaxed.
  • the bores or grooves in the locking pins 18 and 19 are arranged so that a flow through the pressure medium in the first switching position of the locking pin 18 is locked with relieved spring between the pressure medium line 1 and the pressure medium line 39 and the pressure medium line 40 and 6.
  • One of these positions shown in FIG. 1 or FIG. 2 is when the rotor 17 is not locked in the center locking position when the engine is started, and either in the direction of the stop position "late” or in the direction of the stop position "early" the stator 16 is rotated.
  • one of the locking pins 18 or 19 does not engage in the locking slot 22 and is thereby displaced against the spring force in the second switching position.
  • the bores or grooves in the locking pins 18 and 19 are arranged so that the locking pins 18 and 19 in the second switching position allow flow of the pressure medium between the pressure medium lines 6 and 38 and 1 and 37, while the flow through each in the locking link 22 engaging, located in the first switching position locking pin 18 or 19 is locked.
  • the pressure medium lines 6 and 38 or 1 and 37 are fluidly connected to the working chambers 25 and 26 or 24 and 32, which are thereby shorted by the located in the second switching position locking pins 18 and 19.
  • the working chambers 25 and 28 of a direction of action can be acted upon together with pressure medium or connected to the pressure medium reservoir "T" become.
  • the same function is provided by the pressure medium line 37, via which the working chambers 32 and 27 can be acted upon with pressure medium via the A port of the multiway switching valve 21 or connected to the pressure medium reservoir "T.”
  • the locking pins 18 and 19 separate the pressure medium lines 1 and 37 or 6 and 38 in the locking position in which they engage in the locking link 22, so that the rotor 17 acts hydraulically via the working chamber 24 or the working chamber 26 in the direction of adjustment "early” or “late” when the camshaft alternating torques are effective. can support.
  • a first switchable valve means formed by a spring loaded sliding valve pin 20.
  • the valve pin 20 has a pressure medium line 41, e.g. in the form of a circumferential groove, through which the working chambers 27 and 28 of the different directions of action on the side surfaces of the wing 13 can be short-circuited in a first switching position of the third valve device.
  • the pressure means can not flow out of the working chamber 24 due to the locked position of the locking pin 18 and also not via the check valve 9 in at the same time, the rotor 17 can not turn back in the direction of the "late" stop position S.
  • the working cannister 25, from which the pressure medium flows out via the check valve 9 is via the pressure medium line 3 and in the unlocked position Position arranged locking pin 19 with the working chamber 26 the same direction of action, which is also separated by a wing 12 with a check valve 10 from a working chamber 32 of the opposite effective direction, fluidly connected, so that the pressure fluid from this working chamber 26 into the working chamber 25 and finally via the check valve 9 in the working chamber 24 or from the working chamber 25 via the pressure medium lines 3,38 and 8 in the working chamber 28 and from there via the pressure medium line 41 can flow into the working chamber 27.
  • the rotor 17 is supported by the proposed circuit practically from the pressure medium located in the working chamber 24, wherein the volume of the working chamber 24 is increased by the over the check valve 9 pulsating inflowing pressure medium, and the rotor 17 is thereby rotated relative to the stator 16.
  • the check valve 9 thus forms together with the correspondingly blocked or released pressure medium lines 1, 3,4,6,7 and 8 a freewheel through which the rotor 17 by utilizing the forces acting on the camshaft alternating torques unilaterally in the direction of the center locking position relative to the stator 16 is rotated is until the locking pin 19 engages in the locking link 22 and until the locking pin 18 laterally abuts against a stop of the locking link 22.
  • the locking link 22 is connected via a pressure medium line 43 with a stator-fixed, spring-loaded valve 39.
  • the spring-loaded valve 39 comprises a displaceable in a pressure medium line 44 valve body 45 which is spring-loaded via a compression spring 40 in the direction of a flow connection between the pressure medium lines 43 and 40 releasing position.
  • the movement of the valve body 45 is limited by a shoulder 47 in the bottom of the pressure medium line 44.
  • the pressure medium line 44 and thus also the spring force exerted by the compression spring 40 are radially aligned, so that the valve body 45 is displaced radially outward with increasing rotational speed of the stator 16 due to the centrifugal force acting against the force exerted by the compression spring 40 spring force, until he the flow connection closes between the pressure medium lines 43 and 44, as can be seen in FIG.
  • the speed decreases until the valve body 45 is again arranged in the position shown in FIG. 1 and the flow connection from the pressure medium line 43 into the pressure medium line 44 releases.
  • the pressure medium line 44 is fluidly connected to the pressure medium reservoir T, so that the pressure medium contained in the locking link 22 in the final phase of the shutdown process can additionally flow through the valve 39 into the pressure medium reservoir T.
  • the flow cross-section released by the valve body 45 thus represents an additional flow cross-section, which, in addition to the flow connection already made possible via the C-port to the pressure medium reservoir T, enables the pressure medium to flow out of the locking slot 22. Due to the additionally created flow connection, the pressure medium can be ensured even at a low viscosity or other circumstances that lower the flow rate, such as narrowed control gaps.
  • the pressure medium line 43 or 44 is at least partially radially aligned, so that the outflow of the pressure medium is further supported by the centrifugal force.
  • the pressure medium is practically sucked out of the locking link 22.
  • the compression spring 40 is supported at one end on the valve body 45 and at the other end to a narrowing the pressure medium line 44 and fixed to the valve 39 annular disc 46, through the opening of the pressure medium then flows directly or indirectly into the pressure medium reservoir T. If instead of the compression spring 40 a tension spring should be provided, this would also be possible by the tension spring between the valve body 45 and the shoulder 47 is arranged and each tensile strength is held with the two ends to the parts. Therefore, the use of the compression spring 40 is advantageous because it does not have to be connected to the parts, but instead only between the valve body 45 and the washer 46 needs to be clamped.
  • the valve 39 can be designed by the spring force of the compression spring 40, the mass of the valve body 45 and the orientation of the pressure medium line 44 so that the flow connection between the pressure medium lines 43 and 44 is automatically closed from a predetermined speed of the stator 16.
  • the speed from which the flow connection should be closed should be about 50 - 200 U / min below the idle speed of the engine, so that the valve 39 is closed during normal operation of the engine is constantly closed and the rotor 17 is not unintentional due to from the Locking link 22 outflowing pressure fluid locked.
  • the valve 39 is assigned to the stator 16 in the present embodiment, which is advantageous in that the stator 16 comprises the rotor 17 radially on the outside, and the pressure medium is thereby simply thrown radially outward from the camshaft adjusting device into the pressure medium reservoir T. can. ⁇

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

La présente invention concerne un dispositif de réglage d'arbre à cames comportant - un régleur de cellule à ailettes comportant - un stator (16) pouvant être relié à un vilebrequin d'un moteur à combustion interne et - un rotor (17) monté à rotation dans le stator (16) et pouvant être relié à un arbre à cames (17), - une pluralité de nervures étant disposées sur le stator (16), lesquelles divisent un espace annulaire entre le stator (16) et le rotor (17) en une pluralité de chambres de pression (29, 30, 31), - le rotor (17) comportant un moyeu de rotor (36) et une pluralité d'ailettes (11, 12, 13) s'étendant radialement vers l'extérieur depuis le moyeu de rotor (36) et divisant les chambres de pression (29, 30, 31) en deux groupes de chambres de travail (24, 25, 26, 27, 28, 32) qui peuvent être alimentées chacune avec un fluide sous pression amené ou évacué dans un circuit de fluide sous pression et qui agissent dans des directions différentes, et - un dispositif de blocage médian (33) qui sert à bloquer le rotor (17) dans une position de blocage médian par rapport au stator (16) et qui comporte une coulisse de blocage (22) et au moins une tige de blocage (18, 19) blocable dans la coulisse de blocage (22), - au moins une soupape (39) étant prévue qui est reliée par une technique d'écoulement à la coulisse de blocage (22) et à un réservoir de fluide sous pression (T) du circuit de fluide sous pression et qui ouvre ou ferme une liaison d'écoulement entre la coulisse de blocage (22) et le réservoir de fluide sous pression (T) en fonction de la vitesse de rotation du moteur à combustion interne.
PCT/DE2014/200581 2013-12-18 2014-10-22 Dispositif de réglage d'arbre à cames WO2015090294A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013226437.2A DE102013226437B4 (de) 2013-12-18 2013-12-18 Nockenwellenverstelleinrichtung
DE102013226437.2 2013-12-18

Publications (1)

Publication Number Publication Date
WO2015090294A1 true WO2015090294A1 (fr) 2015-06-25

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Families Citing this family (6)

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Publication number Priority date Publication date Assignee Title
DE102017126172B3 (de) 2017-11-09 2019-03-28 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller
DE102017126171B3 (de) * 2017-11-09 2019-03-21 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller
DE102017126174A1 (de) 2017-11-09 2019-05-09 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller
DE102017126170A1 (de) 2017-11-09 2019-05-09 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller
DE102017126169B4 (de) 2017-11-09 2019-08-29 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller
DE102017126173B3 (de) 2017-11-09 2019-04-11 Schaeffler Technologies AG & Co. KG Hydraulischer Nockenwellenversteller

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EP1531240A1 (fr) * 2003-11-17 2005-05-18 BorgWarner Inc. Broche de verrouillage avec valve libérée par la force centrifuge
JP2007138725A (ja) * 2005-11-15 2007-06-07 Denso Corp バルブタイミング調整装置
DE102008011915A1 (de) 2008-02-29 2009-09-03 Schaeffler Kg Nockenwellenversteller mit Verriegelungseinrichtung

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