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EP2453112A1 - Dispositif de déphasage d'arbres à came pour moteur à combustion interne - Google Patents

Dispositif de déphasage d'arbres à came pour moteur à combustion interne Download PDF

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Publication number
EP2453112A1
EP2453112A1 EP11181270A EP11181270A EP2453112A1 EP 2453112 A1 EP2453112 A1 EP 2453112A1 EP 11181270 A EP11181270 A EP 11181270A EP 11181270 A EP11181270 A EP 11181270A EP 2453112 A1 EP2453112 A1 EP 2453112A1
Authority
EP
European Patent Office
Prior art keywords
valve
chambers
control
pressure medium
chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11181270A
Other languages
German (de)
English (en)
Other versions
EP2453112B1 (fr
Inventor
Michael Busse
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and 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 and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2453112A1 publication Critical patent/EP2453112A1/fr
Application granted granted Critical
Publication of EP2453112B1 publication Critical patent/EP2453112B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01L2001/34423—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
    • F01L2001/34426—Oil control valves
    • F01L2001/3443—Solenoid driven 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
    • F01L2001/3445—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
    • F01L2001/34463—Locking position intermediate between most retarded and most advanced 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/01—Starting

Definitions

  • the invention relates to a camshaft adjuster for internal combustion engine.
  • camshafts are used to actuate the so-called gas exchange valves.
  • the cams of the camshafts are usually on cam followers, such as bucket tappets, finger levers or rocker arms. If a camshaft is rotated, the cams roll on the cam sequences, which in turn actuate the gas exchange valves. Due to the position and the shape of the cams thus both the opening duration and the opening amplitude, but also the opening and closing times of the gas exchange valves are fixed.
  • camshaft timing The angular displacement of the camshaft with respect to a crankshaft to achieve optimized timing for different speed and load conditions is referred to as camshaft timing.
  • a constructive variant of a camshaft adjuster operates, for example, according to the so-called swivel motor principle.
  • a stator and a rotor are provided which are coaxial with each other and are movable relative to each other.
  • the stator and the rotor together form hydraulic chambers, further referred to simply as chambers.
  • a pair of chambers is in each case bounded by webs of the stator and divided by a respective wing of the rotor into two mutually opposite chambers whose volumes by a relative rotational movement of the rotor to the stator are changed in opposite directions. In the maximum adjustment position of the respective wing is located on one of the edge-side webs of the stator.
  • the relative rotational movement of the rotor is accomplished by an adjustment of the wing by applying a hydraulic medium, such as e.g. Oil is introduced through radial channels in the chambers and pushes the wing away.
  • a hydraulic medium such as e.g. Oil
  • the camshaft attached to the rotor becomes, for example, early, i. an earlier opening time of the gas exchange valves, adjusted.
  • the camshaft is opposite the crankshaft in the direction of late, i. a later opening time of the gas exchange valves, adjusted.
  • a control of the camshaft adjuster is effected by an electronic control device, which regulates the inflow and outflow of pressure medium to or from the individual chambers via a control valve designed, for example, as a proportional valve on the basis of electronically recorded characteristics of the internal combustion engine, such as speed and load.
  • Such a locking mechanism includes, for example, an axial pin received in the rotor, which is urged by a spring in the axial direction of its recording and can positively engage in a locking link, in particular in a sealing cover for the Stator and the rotor is shaped.
  • a locking link in particular in a sealing cover for the Stator and the rotor is shaped.
  • For unlocking the pin is subjected to the end face with pressure medium and pushed back into its receptacle in the rotor.
  • a locking of the stator and rotor takes place in a designated as a base position, for a start of the engine thermodynamically favorable phase angle of the camshaft.
  • a base position for a start of the engine thermodynamically favorable phase angle of the camshaft.
  • an early, late or intermediate position Based on the drive direction of the stator or camshaft corresponds to the late position of a final rotational position of the rotor in the wake direction (in the volume of the leading pressure chambers maximum), the early position of Endcoollage the rotor in the forward direction (in which the volumes of the trailing chambers maximum) and the intermediate position a phase position that is between the early and the late position.
  • an intermediate position is referred to, which is at least approximately in the middle between the early and the late position.
  • An adjustment of the phase angle of the rotor in a direction of rotation of the stator or camshaft same direction of rotation is referred to as an advance.
  • An adjustment of the phase position of the rotor in a direction of rotation opposite thereto is referred to as a retardation.
  • the rotor automatically adjusts itself to the retarded position due to friction moments. If the rotor is to be locked in an early or an intermediate position, special precautions must therefore be taken by which the rotor is adjusted relative to the stator. In conventional camshaft adjusters, rotary springs are provided for this purpose, for example, which bias the rotor in the direction of the desired basic position. In a concept for locking the stator and rotor they are already locked during engine shutdown. This provides the advantage that the engine is started directly in the center position during the subsequent engine start. However, this is associated with a large control and monitoring effort because according to the current angular position When the engine is switched off, the control valve is energized strategically and the angular position is to be monitored again and again.
  • the invention has for its object to reduce the effort in locking a camshaft adjuster in the center position regardless of the angular position of the rotor to the stator when switching off the internal combustion engine.
  • control chambers or control chamber pair in this case the two opposing chambers are referred to, the pressure medium circuit in the base position of the control valve, i. when the engine is switched off, actuated by the positioning valve. All other chamber pairs are hereinafter referred to as "further chamber pairs”.
  • the positioning valve is connected to the control valve and thus represents a branch of the pressure medium circuit of the camshaft adjuster. In this case, the positioning valve is switched on only when the control valve has assumed its basic position.
  • Tank port designates that port of the control valve via which the return of the pressure medium from the camshaft adjuster to a tank of the lubricating oil circuit of the engine takes place.
  • the term "tank” thus stands for a discharge of the pressure medium outside the camshaft adjuster.
  • the invention is based on the idea in the basic position of the engine or the control valve, in which the control valve is not energized, to transfer the camshaft adjuster via a suitable distribution of pressure medium in only with the control chamber pair in the center position, which is particularly advantageous for a restart of the internal combustion engine is.
  • the control chambers of the control chamber pair are connected via the arranged in the camshaft adjuster, pressure-controlled positioning valve separated from the other chamber pairs with the pressure medium circuit in the camshaft adjuster. If the blades of the rotor are not in the center position when the engine is stopped, the chambers of each chamber pair are of different sizes. For example, if the wings stop between an early end stop and the center position, the early chambers are smaller than the late chambers.
  • the positioning valve is therefore set such that in the basic position of the control valve, the control chamber, which is smaller than the counter-rotating control chamber when switching off the engine, is connected to a supply line of the pressure medium circuit and thus filled with pressure medium.
  • the other control chamber which has the larger volume when switching off the engine is connected to the discharge line, so that an emptying operation of this control chamber begins.
  • the wing When filling the smaller control chamber and emptying the larger control chamber, the wing is pushed away between the two control chambers and reaches after a short time the center position in which the locking mechanism is activated, in particular by a pin of the locking mechanism engages axially into a gate and the rotor relative to the stator fixed in a form-fitting manner.
  • the camshaft adjuster comprises at least one laterally delimiting the chambers, applied to the stator and the rotor sealing cover, wherein the positioning valve fluidly communicates with grooves formed in the sealing cover, which are connectable via bores in the rotor with the pressure medium circuit.
  • Both the supply line and the discharge line open into the grooves in the sealing lid.
  • the grooves also open the holes in the rotor.
  • the pressure medium is supplied to the grooves or discharged.
  • the holes overlap on their career different, in the direction of rotation successively formed grooves. Which grooves and according to which of the control chambers pressure medium is supplied or removed, thus depends on the position of the rotor.
  • the procedure for locking the camshaft adjuster wear-reducing supported by the fact that in the middle position by overlapping the grooves, which leads to a reduction in the chamber pressure, the rotor is additionally braked, so that the pin has sufficient time to dive into the scenery ,
  • the rotor is additionally braked, so that the pin has sufficient time to dive into the scenery ,
  • only a single pin is provided, since the risk that the pin passes over the locking position and can not intervene in the scenery in a timely manner is minimized. This also causes less wear on the pin and on the scenery.
  • the smaller of the two control chambers via the positioning valve and a first groove in the sealing lid connected to the pressure medium port of the control valve, and the larger control chamber is via the positioning valve with a second Groove in the sealing lid connected, which is designed for a return of the pressure medium in a tank of the pressure medium circuit.
  • Pressure medium is introduced into the first groove and then into the smaller control chamber via the pressure medium port of the control valve.
  • the pressure medium located in the larger control chamber flows via the discharge line to the second groove. Since the second groove is connected to the tank, the oil flows out of the camshaft adjuster.
  • the camshaft adjuster comprises the locking mechanism, by which in the center position, the rotor and the stator are rotatably connected to each other, wherein the control valve is preferably connected via a pressure line with the locking mechanism.
  • the pressurization of the pin is thus coupled to the position of the control valve. So that the pin when passing the center position unhindered into the backdrop in the sealing lid can engage, preferably the pressure line in the base position of the control valve is connected to the tank port of the control valve, so that the pin is no longer acted upon by the pressure medium.
  • the pressure line to the locking mechanism is always connected to the pressure medium port on the control valve, whereby the pin is pushed axially back and can not produce a positive connection to the backdrop.
  • the positioning valve is connected to the pressure line and has two positions which are adjustable in dependence on whether the pressure line is connected to the pressure medium port or to the tank port.
  • the pressure line When the pressure line is connected to the tank port, no pressure force of the pressure medium acts on both the pin and the positioning valve.
  • this first position of the positioning valve which is referred to as ON position, as previously described, the smaller of the control chambers is connected via the supply line to the pressure medium port of the control valve and the larger control chamber is emptied simultaneously via the discharge line.
  • the control valve is not in its basic position, pressure medium is fed into the pressure line which forces back the pin and at the same time transfers the positioning valve to a second position, the OFF position.
  • the early-control chamber In the OFF position of the positioning valve, the early-control chamber is short-circuited with the other early chambers in the camshaft adjuster and the late-control chamber is also shorted to the other late-chambers.
  • Another advantage is that in the base position, the opposing chambers of the other chamber pairs are shorted. By shorting the chamber pairs, the pressure in each two opposing chambers is compensated, which favors a displacement of the rotor by acting on the wing in the region of the control chamber pair pressure.
  • control valve is a 5/4-way valve and is connected via a first port with the late-chambers of the other chamber pairs, via a second port is connected to the early chambers of the further chamber pairs and via a third port via the pressure line to the locking mechanism, wherein the supply line is a branch of the line to the early chambers.
  • the positioning valve is a 6/2-way valve and communicates via two ports with the two control chambers.
  • Each positioning valve has two inputs and two outputs.
  • the supply and discharge lines open into two of the ports, referred to as inputs.
  • the short circuit between the opposing chambers of the other chamber pairs is made.
  • the early chamber of the control chamber pairing with the other early-control chambers and the late-control chamber is connected to the other late-chambers. The other two inputs of the positioning valve are not used in this case.
  • the positioning valve is formed in two parts and comprises two 4/2-way positioning valves, wherein in the basic position of the control valve, the control chambers are connected via a respective positioning valve with the supply line or with the discharge line.
  • Each of these two positioning valves is also an ON / OFF valve, which is actuated by the pressure medium in the pressure line. In the OFF position, both positioning valves are adapted to short circuit the early and late chambers of the control chamber pairing with the early and late chambers of the further chamber pairs, respectively.
  • Fig. 1 and Fig. 2 is a first embodiment of a camshaft adjuster 2 for an internal combustion engine, not shown here in detail, which is in particular a motor shown.
  • the camshaft adjuster 2 likewise comprises a stator and a rotor, not shown in greater detail, between which a plurality of chambers 6 are formed, which are grouped into chamber pairs 4, 4 '.
  • Each of the chamber pairs comprises an early chamber B, B 'arranged on the right in the figures and a late chamber A, A' arranged on the left.
  • the chambers 6 of each chamber pair 4,4 ' are separated by an adjustable wing 8 of the rotor.
  • the webs 10 form an early end stop F and on the side of the late chambers A, A' form a late end stop S.
  • the camshaft adjuster 2 is a hydraulic camshaft adjuster, in which the adjustment of the rotor relative to the stator by means of a pressure medium, in particular an oil occurs.
  • a pressure medium the oil of a lubricant circuit 12 of the engine is used.
  • the control valve 18 is in the embodiment shown, a 5/4-way valve, ie the valve has five ports and can assume four positions 19a, 19b, 19c, 19d.
  • a return spring 20 By a return spring 20, the control valve 18 is held in the de-energized state in a base position 19 a when the engine is turned off.
  • the control valve 18 is also coupled to an electromagnet 22 which is adapted to transfer against the force of the return spring 20 of the control valve 18 in the three other positions 19b, 19c and 19d.
  • the control valve 18 has two input ports, namely a pressure medium port P for supplying the pressure medium and a tank port T for discharging the pressure medium from a provided for the adjustment of the camshaft adjuster 2 pressure medium circuit.
  • the control valve 18 also has three output ports, namely a first output 24, from which a line 26 leads to the late chambers A 'of the chamber pairs 4', a second output 28, which via a line 29 with the Vietnamese- Chambers B 'of the chamber pairs 4' is connected, and a third output 30, from which via a pressure line 32, the oil is passed to a locking mechanism of the camshaft adjuster 2 shown schematically by the block 34.
  • the locking mechanism 34 includes a pin, not shown here in detail, which engages axially for locking the rotor relative to the stator in a slot, which is formed in a voltage applied to the stator and the rotor sealing cover.
  • the blades 8 of the rotor When switching off the engine, the blades 8 of the rotor are usually in a central position, which is indicated by the dashed line 36. In the middle position 36 of the camshaft adjuster 2 is locked. If the angular position at engine standstill, eg by stalling the engine, between the center position 36 and the late-end stop S, the camshaft adjuster 2 does not lock in the middle position 36 due to the effect of the camshaft torque in the direction of late at engine start, but displaces into the late end stop S.
  • a positive control which comprises a positioning valve 38, which is connected to only one pair of chambers, which is referred to as the control chamber pair 4. All other chamber pairs 4 'are further referred to in the text "further chamber pairs".
  • the oil exchange of the control chamber pair 4 with the pressure medium circuit.
  • grooves 40a, 40b, 40c, 40d are formed in the sealing cover, in which holes 42, 44 open in the rotor. About the holes 42, 44, the grooves 40a, 40b, 40c, 40d and the positioning valve 38, the oil reaches the parked motor, the control chambers A, B or flows out of these.
  • the positioning valve 38 is in the embodiment according to Fig. 1 and Fig. 2 a 6/2-way valve and has an ON and an OFF state.
  • a spring 46 By a spring 46, the positioning valve 38 is held in the ON state when no external forces act on the positioning valve 38.
  • Via a line 48 the positioning valve 38 is connected to the pressure line 32, so that when oil is fed into the pressure line 32 oil this oil pushes the positioning valve 38 against the spring force of the spring 46 in the OFF state.
  • Fig. 1 the case is shown in which the wings 8 when switching off the engine are between the late end stop S and the center position 36 so that they must be moved to lock the camshaft adjuster 2 to the right to the center position 36, as indicated by the arrows 50 is.
  • the chambers 6 of the further chamber pairs 4 ' are in this case short-circuited via two inputs 52, 54 of the positioning means 38, so that the pressure in all these chambers 6 compensates.
  • the early-chambers B 'supplied with oil oil is tapped and fed via the bore 42 in the groove 40 a.
  • the groove 40a is connected to the positioning valve 38 via a supply line 56.
  • the oil In the ON position of the positioning valve 38, the oil finally flows into the late control chamber A, whereby its volume increases and the wing 8 is transferred further to the right in the direction of the arrow 50.
  • the early control chamber B is connected via a discharge line 58 to the groove 40c, from which via the bore 44, the oil is discharged to a tank of the lubricant circuit, which is indicated by the symbol T.
  • the holes 42 and 44 also move further to the right in the rotor.
  • the holes 42, 44 each overlap two grooves 40a, 40b and 40c, 40d, whereby the camshaft adjuster is braked and the pin of the locking mechanism 34 has more time for axial locking.
  • Fig. 2 The principle of the adjustment of the rotor in the direction of late to the center position 36 is in Fig. 2 illustrated.
  • the main difference compared to Fig. 1 is that by the position of the wings 8 closer to the early end stop F, the two holes 42, 44, the grooves 40b and 40d overlap.
  • the groove 40b is connected to the discharge of the oil to the tank of the lubrication circuit, while in the groove 40d is fed via a line 60 with oil.
  • the smaller control chamber B when the engine is shut down is connected to the groove 40d via a supply pipe 62, and oil is introduced into the control chamber B.
  • a second embodiment of a camshaft adjuster 2 is shown, which is substantially of the first variant according to Fig. 1 and Fig. 2 characterized in that the positioning valve 38 is in two parts.
  • the positioning valves 38a, 38b each have four ports and are in two positions, an ON and an OFF position, convertible.
  • the positioning valves 38a, 38b each have two inputs 66a, 68a and 68b, 68b and two outputs 70a, 72a and 70b, 72b.
  • the positioning valves 38a, 38b are also pressure-controlled valves which are connected via a respective line 48a, 48b to the pressure line 32.
  • the wing 8 which separates the two control chambers 6a and 6b from each other, pressed in the direction of the middle position 36.
  • the late control chamber A is connected via the supply line 56 with the groove 40a.
  • oil is fed into the groove 40 a, which is then supplied via the supply line 56 of the late-control chamber 6 a.
  • the oil contained in the early control chamber B flows via the discharge line 58, via the groove 40c and via the bore 44 out of the camshaft adjuster 2.
  • these chambers A ', B' via the ports 66a, 70a and 66b, 70b of the two positioning valves 38a, 38b are shorted together.
  • the positioning valves 38a, 38b When the positioning valves 38a, 38b are pressurized by the oil in the pressure line 32, they shift to the left in FIG Fig. 3 in its OFF position, in which the control chamber A via the positioning valve 38 a with the further late-chambers A 'and the early control chamber B via the positioning valve 38b with the other early chambers B' communicates fluidically.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP20110181270 2010-11-11 2011-09-14 Dispositif de déphasage d'arbres à came pour moteur à combustion interne Not-in-force EP2453112B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201010051054 DE102010051054A1 (de) 2010-11-11 2010-11-11 Nockenwellenversteller für eine Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP2453112A1 true EP2453112A1 (fr) 2012-05-16
EP2453112B1 EP2453112B1 (fr) 2013-11-13

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EP20110181270 Not-in-force EP2453112B1 (fr) 2010-11-11 2011-09-14 Dispositif de déphasage d'arbres à came pour moteur à combustion interne

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US (1) US8955477B2 (fr)
EP (1) EP2453112B1 (fr)
DE (1) DE102010051054A1 (fr)

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US20120118252A1 (en) 2012-05-17
DE102010051054A1 (de) 2012-05-16
EP2453112B1 (fr) 2013-11-13

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