Patent Grant
7946266
The invention relates to a hydraulic circuit suitable for motor vehicles and particularly hydraulic circuits having a camshaft adjuster, and also to corresponding control elements.
In the hydraulic circuits of motor vehicles, hydraulic pistons are used to vary the position of a connected mechanical element, such as a camshaft for example. One type of hydraulic piston may be a swivel-motor-type rotary piston or even a radial piston, also known as a hydraulic motor, which is capable of varying its position in a gyratory manner within a certain angular range.
The piston moves within a housing, the piston forming, on both sides, hydraulic spaces which are varied in an oppositely oriented manner. This means that, if one hydraulic chamber grows as a result of a variation in the position of the hydraulic piston, the corresponding chamber located opposite the piston is reduced in corresponding measure, and vice versa. As is known, the hydraulic chambers are configured in the same manner, so that the growth of one hydraulic chamber, volume-wise, contributes to the same reduction, volume-wise, in the other, corresponding chamber. In this case, the variations in volume are equivalent or even identical in terms of amount.
One very important hydraulic circuit of a motor vehicle is the camshaft-adjuster circuit which starts in the engine sump and which adjusts, via suitable valves and a swivel-motor-type camshaft adjuster, the relative location of the camshaft in relation to a driving shaft, such as the crankshaft or another camshaft for example. The adjustments take place in the direction of an earlier or later point in time with respect to the angle of rotation of the driving shaft or with respect to the position of the piston. In contrast to, for example, closed systems which have a single hydraulic circuit, in just the same way in which known motor-vehicle transmissions are constructed, a system of this kind is regarded as an open system which operates with variable volumes of oil, because a number of hydraulic circuits are present in the internal-combustion engine, starting within the engine sump.
Other known hydraulic circuits in the motor vehicle may include, for example, transmission control systems which are attached, either to the central hydraulic circuit, which is supplied with engine oil, or to an independent, self-contained hydraulic circuit.
Particularly in the case of multiple hydraulic loadings resulting from a strung-on hydraulic system, motor vehicle manufacturers are calling for the smallest possible loading on the hydraulic pump, which has to supply all the consumers. This lowers the parasitic loadings on the internal-combustion engine, and this, in turn, contributes to increasing the efficiency.
Numerous ways in which the over-supplying of the hydraulic consumers can be reduced can be inferred from US 2005/0072397 A1, which primarily addresses the delivery quantities of the hydraulic circuit. According to one aspect of the invention described therein, rotational-speed-dependent delivery quantities from an oil pump which is mechanically coupled directly to the internal-combustion engine are reduced by additional delivery or storage apparatuses.
Another important call from internal-combustion engine manufacturers is the desire to be able to incorporate the quickest possible camshaft adjusters in the internal-combustion engine. As a rule, the speed of adjustment of the camshaft adjusters is increased by correspondingly high oil delivery quantities. Many motor vehicle manufacturers are calling for adjusters with speeds of adjustment of 100°/sec. Adjusters whose speed of adjustment is indicated by means of a single extreme value are often encountered in the literature. What is important, however, is the speed of adjustment over all the rotational speeds of the internal-combustion engine, which speed should be as constant or linear as possible. Thus, in some cases, speeds of adjustment of more than 200°/sec at certain points are described, which, on closer investigation, have a purely singular character with respect to the rotational speed. If these data are studied more closely, it can be established that they often relate to high rotational speeds with low oil temperatures. It is true that a quick camshaft adjuster is obtained by incorporating a larger oil pump, but the output or efficiency of the internal-combustion engine goes down.
From published specification EP 0 388 244 A1, a system is known which, in a completely enclosed manner and with two anti-parallel circuit arrangements, adjusts, via a valve, the relative location of a driven shaft in relation to a driving shaft by equalising, from one chamber to the second chamber, a volume of oil which is constant overall. The teaching of the printed specification, which is summarised, for example, in the main claim and in
In the technical literature, particularly in the article “A camshaft torque-actuated vane-style VCT phaser” by authors Frank Smith and Roger Simpson, reprinted as SAE Article 2005-01-0764, it is proposed, for example, that the pump of the hydraulic circuit be relieved of pressure through the fact that the pump continues to compensate for leakages from the adjuster only while a hydraulic compensating system which is normally closed is present between the two oppositely oriented chambers of the adjuster. The speeds of adjustment put forward in the charts lead to the assumption that the system put forward only operates with suitably large quantities of oil in the hydraulic circuit of the adjuster. In conventional engines in small motor vehicles, which are known, above all, in Western Europe and Japan, the system described would probably find few applications because engines of this kind are supposed to manage with markedly smaller filling quantities (often less than 5 litres of engine oil). A patent which belongs in the same category can be seen in U.S. Pat. No. 5,657,725.
Utilisation of the moment fed into the camshaft adjuster by the camshaft for the purpose of adjusting the camshaft adjuster into an early position is known from DE 101 58 530 A1 and DE 10 2005 023 056 A1. Whereas DE 101 58 530 A1 aims to use the technique in order to pass into the early position more swiftly when the engine drops from a hot-running phase into a lower rotational-speed range, DE 10 2005 023 056 A1 aims to ensure, above all in the event of a failure of the supply pump, that the camshaft is twisted into a position of the kind in which further operation in the early position is possible. For this purpose, DE 101 58 530 A1 uses a non-return valve with a pressure-equalising valve in the camshaft adjuster itself, whereas DE 10 2005 023 056 A1 proposes to arrange a number of non-return valves around the pump.
DE 602 07 308 T2 proposes using a valve or a changeover switch which differentiates between two states, namely between a high rotational-speed range in which an oil pressure-actuated camshaft adjustment takes place, and a low rotational-speed range in which a camshaft moment-actuated camshaft adjustment takes place. The changeover switch switches to and fro between the two states in dependence upon the operating conditions.
As can be seen, the prior art teaches the utilisation of camshaft moments for certain modes and types of operation.
The hydraulic circuits have accordingly been designed for the tasks set.
In order to improve the speed of adjustment, it is known from DE 102 05 415 A1 or its American relative U.S. Pat. No. 6,941,912 B2, which are based on in-house developments by the Applicant, to interconnect a group of valves, in particular four valves that work with pistons, in order to clear a bypass line through which hydraulic medium can be transferred from one chamber to the other for the purpose of increasing the speed of adjustment. Apart from that, the system is an open one which is supplied from a delivery pump. From one of the exemplified embodiments, it can be seen that a bypass arrangement can be produced by means of a nested double-piston arrangement of the hydraulic shunt. According to this exemplified embodiment, the bypass arrangement is arranged, in a manner uncoupled from the shunt and independently, with a valve group which comprises a number of pistons and is set up in the rearward wall of the camshaft adjuster.
In the present invention, an approach has therefore been sought after for the purpose of designing a hydraulic system which offers a high, and also virtually constant, speed of adjustment of the hydraulic piston, as far as possible independently of the operating parameters; which at the same time offers a high regulating quality; which represents a low load for the oil pump of the internal-combustion engine; and which can be incorporated even in small-volume engines, e.g. 1.3 or 1.8-litre engines which have fewer gas exchange valve restoring springs than, for example, the V6 engine in the technical article described above.
In camshaft adjusters, the regulating quality is indicated, inter alia, in angular degrees within which the camshaft adjuster oscillates, although a defined, constant position according to the pressure loading from the supply pump is desirable. The deviation from the theoretically set position in angular degrees is then designated as the regulating quality.
The inventors also set themselves the object of being able to use the system to be designed, even in fully variable valve drives which are described in greater detail in, for example, patent applications WO 2004/088094, WO 2004/088099 and U.S. Pat. No. 6,814,036 A or EP 1 347 154 A2.
In contrast to the utilisation of a pure alternating moment which originates, for example, from the gas exchange valve restoring springs and the camshaft in a camshaft adjuster, or as a result of a purely external adjustment by means of pressure-loaded hydraulic medium, what is proposed, according to the present invention, is a hydraulic system which can manage both with rising and also with purely alternating moments. Depending upon the loading and the reaction of the shaft, such as the camshaft for example, which is being driven and adjusted, rising moments and alternating moments occur alternately. The engine control unit which serves to activate the hydraulic shunt, for example the camshaft adjuster valve, is no longer assigned to alternating moments which are constantly being fed in but, in one form of embodiment, merely has to actively activate a single valve, while the rest of the hydraulic circuit is operated passively.
In this context, alternating moments are moments at the hydraulic piston which have, intermittently, both a positive variable constituent and also a constituent which is negative at times. On the other hand, rising moments are ones which, although they vary in terms of amount, nevertheless remain within the same arithmetic-sign range of the moment characteristic over a fairly long space of time of a number of milliseconds.
Acting upon the hydraulic circuit of the motor vehicle, which circuit has a hydraulic piston which moves in an oppositely oriented manner and has at least two hydraulic chambers, is an external moment which acts in either an alternating or a rising manner. The hydraulic circuit performs a positional variation as a result of differing pressure loading, which can be drawn from a hydraulic pump, on the oppositely oriented hydraulic chambers. In addition to a hydraulic adjustment of the shunt, preferably embodied by a valve, which feeds the pressure loading on the hydraulic medium to the piston, the negative constituent of the alternating moment is utilized to vary the position of the hydraulic piston. On the other hand, the rising constituent of the moment is faded out by other means, such as non-return valves for example. The selective utilisation of moments, particularly as a result of the clearing via non-return valves, leads to linearising of the speed of adjustment via the rotational speed of the motor, while the ongoing utilisation of the smallest possible hydraulic supply from a pump for adjusting the piston ensures the high speed of adjustment, even in the case of purely rising constituents of the moment.
According to one configuration, hydraulic connecting paths from one chamber of one type to the working connection for the other type of chamber are provided in each case. This results in a hydraulic circuit with a valve. The valve is capable of passing the hydraulic pressure, which can be derived from the negative constituent of the alternating moment on one working connection for one type of chamber in each case via at least one non-return valve, through to the second working connection of the other type of chamber in each case. An alternating passing-through operation may take place. Moreover, the pressure loading on the pressure-loaded connection is passed on to the second working connection. The alternating passing-through of the hydraulic medium can be carried out both from the one chamber and also from the other chamber to the corresponding, oppositely oriented chamber.
If the hydraulic circuit of the motor vehicle is constructed in the context of a camshaft adjuster, the hydraulic circuit is one which belongs to an internal-combustion engine and operates with engine oil and whose hydraulic piston is a swivel-motor-type or helically-toothed camshaft adjuster into which the moments of at least one camshaft are fed.
The size of the gas exchange valve springs, and the number of the latter, has an influence on the frequency and nature of the moments fed in from the camshaft to the camshaft adjuster. A manufacturer of camshaft adjusters is called upon to offer camshaft adjusters for internal-combustion engines which are to be as universally usable as possible. A motor vehicle manufacturer would often like to be able to use one and the same camshaft adjuster for different engines belonging to various production series. However, the manufacturer of camshaft adjusters may make specifications regarding the hydraulic circuit, so that it is possible to improve the behaviour of the camshaft adjuster by choosing a suitable valve or suitable valve assembly, and an adjuster together with the hydraulic circuit arrangement.
If use is made of swivel-motor-type camshaft adjusters, closer consideration is given to the fluctuations in moment, the alternating moment and the rising moment which are fed to the camshaft adjuster by the camshaft, instead of to forces, so that, in these cases, reference is made to moment instead of force. As is currently known to every physicist or machine-manufacturer, it is possible to ascertain the force F from the moment M, and to derive, from the force F, the corresponding hydraulic pressure P, where r represents the radius of the swivel-motor-type camshaft adjuster and x and y describe the area. The formulae for this are:
The function of the non-return valves, which only feed in the negative constituent of the alternating force upstream of the shunt again, can be described as a bypass. According to one exemplified embodiment, a suitable place for feeding in the constituent again is the P connection, that connection of the shunt which is continuously loaded with pressure. The non-return valve or, if a number of non-return valves are present, the non-return valves is/are then arranged in such a way that feeding-through of the hydraulic pressure originating from the chambers of the piston is made possible only in the direction of the pressure side of the shunt. By using non-return valves in the context of constructing the bypass, a technically elegant solution has been found as to how it is possible, for example by means of the teaching which is described in greater detail in DE 10 2005 013 085, to construct non-return valves, which function reliably over a long period and have few components, in the case of cartridge valves.
The diverting activity within the hydraulic circuit of the motor vehicle functions if the amount of the pressure arising from the alternating force exceeds the other pressure in one of the infeed lines to that chamber of the piston which is increasing in size, and then clears the non-return valve which is present for determining the direction. The non-return valves may be arranged in such a way that the two hydraulic chambers of the piston are in communication indirectly. In this case, a connection is to be taken via the shunt in order to pass from one chamber to the other. Another variant is direct connection, in the case of which a direct hydraulic connection from one hydraulic chamber to the other is provided when the non-return valve is opened. Which of the two variants is to be chosen depends upon the particular framework conditions for that hydraulic circuit of the motor vehicle which is to be provided. According to one variant of embodiment, if the cylinder head in which the shunt is arranged offers sufficient space to construct hydraulic lines in a multiple manner, an indirect connection via the hydraulic shunt can be designed. Should it be desired to permit the most rapid transfer possible, if possible with little leakage, a direct connection, via the non-return valves, from one chamber of the piston to the other is to be chosen.
The hydraulic shunt is pretensioned. Suitable solutions for generating the pretensioning may include:
a hydraulic solution; a mechanical solution or a combined mechanical/hydraulic solution; an electrical solution; a magnetic solution; or a combined electromagnetic solution. Hydraulic pretensioning arrangements are chosen if it is possible to work with a number of hydraulic quantities. Mechanical pretensioning devices are, as a rule, set once and do not have to be further calibrated thereafter. Electrical and magnetic pretensioning devices can be satisfactorily routed to the motor vehicle control unit for the internal-combustion engine. This makes software-type influencing possible.
According to one exemplified embodiment of the present invention, one of the non-return valves is arranged in the blocking direction in such a way that it is possible to establish a connection from that input side of the hydraulic shunt which is loaded with hydraulic pressure to an output side of the hydraulic shunt. According to this form of embodiment, the output side of the hydraulic shunt is in communication with one of the hydraulic chambers of the piston. The form of embodiment proposed is a really compact variant. It excels because of its elementary nature and simplicity.
According to another exemplified embodiment, the choice of direction of the hydraulic piston can be adjusted by means of a hydraulically controlled valve. In the context of the hydraulic speeds, a system which is hydraulically very stable is produced as a result of its feedback loop.
According to a further development which is also advantageous, a hydraulically controlled valve serves to connect the pressure loading of one of the hydraulic chambers to the other hydraulic chamber. In this instance too, the hydraulic correlations ensure stabilisation of the hydraulic circuit.
With the unpublished findings from DE 10 2005 013 085 A1 in mind, it is possible to provide an integrated component which connects the non-return valves to the hydraulic shunt by built-in strips.
The whole arrangement can be integrated still further if the valve and the camshaft adjuster are combined to form a camshaft adjuster with central valves. In this case, the central valve is arranged either in the axial center of the camshaft adjuster or in the form of an axial prolongation of the latter. The central valve or the arrangement comprises a pressure-reducing valve, a non-return valve or a two-way valve. By means of the disclosure of this invention, a motor vehicle technician or hydraulics specialist has the possibility of selecting suitable components in order to optionally implement the invention with, for example, a pressure-reducing valve and three non-return valves in the camshaft adjuster.
According to one favorable further development, the hydraulic circuit may comprise a partial hydraulic circuit which is built up from three hydraulically controlled valves. The three valves take on the task of alternately obstructing or clearing two feed lines and two return lines.
The hydraulic circuit may be designed in such a way that the essential component is a valve. The valve in question is then a valve for a hydraulic circuit of a motor vehicle. The valve is supposed, particularly in the case of a swivel-motor-type camshaft adjuster, to pass through the fluctuations in moment, which may occur both as alternating moments and as rising moments, with the hydraulic pressure which is passed on from the pressure source to the pressure-loaded connection of the valve. A typical valve for camshaft adjusters may be a valve with four connections. One connection is the connection which is joined directly or indirectly to the continuous pressure sources. It is the P connection. Another connection is the tank connection which, as a rule, leads into the engine sump. Working connections which lead to the chambers of the hydraulic piston are alternately switched through or interrupted, depending upon the switching position of a hydraulic piston inside the valve. The valve feeds the hydraulic pressure into one of the chambers of the swivel motor intermittently, without fluctuations in the moment. Another hydraulic pressure, which originates from the negative constituent of the alternating moment, is produced in the hydraulic circuit. The hydraulic pressure which comes from the negative constituent of the alternating moment can always be fed out, at least via one non-return valve. The pressure fed out is passed through to the second working connection. The state described is a more unusual, or special, state because, most of the time, the pressure loading which originates from the pressure-loaded connection of the hydraulic shunt or of the valve, is passed on to the corresponding working connection. A continuing utilisation of pressures takes place within the hydraulic circuit, beyond the continuous pressure. The bypass line resulting from the non-return valve utilizes the negative moment, while the standard adjustment is ensured by that standard position of the hydraulic piston which is chosen. In addition to an advantageous utilisation, energy-wise, of additional pressure resources, this feedback evens out or improves the regulating quality and even the speed of adjustment.
Two non-return valves are used, particularly for passing through the negative constituent of the alternating moment. The non-return valves are arranged in such a way that they prevent a flow of hydraulic medium from the pressure-loaded connection of the valve to the working connection if the pressure, calculated in accordance with the above formula, resulting from the amount of the negative constituent of the alternating moment exceeds, absolutely, the pressure on the pressure-loaded connection. The valves function, so to speak, as directional throttles. Viewed in this way, even valves having two switching states count as non-return valves according to the invention, if they are to perform the same function. Instead of a strip, which is particularly advantageous, it is also possible to choose technically subordinate solutions without departing from the range of equivalence or the meaning of the term “non-return valve”.
One suitable measure is to pretension the valve, particularly with a spring, and to construct the entire valve as a cartridge valve. For a camshaft adjuster, such a valve is described as a “camshaft adjuster cartridge valve”. Non-return valves which constitute a non-return strip are particularly suitable. The strip is shaped into a ring. As a result of the locking of the strip, the valves open in one direction and close in the other direction. The cartridge valve as a whole thus forms an integrated component with non-return valves. All the cross-connections inside the cartridge valve are produced by transverse bores and clearances in the sleeve and in the piston.
The hydraulic piston is able to adopt two or three switching positions. In actual fact, ranges of switching positions are physically available. The valve is configured as a distributing valve. In the first position, which results from pretensioning but needs no active activation of the piston, an opening position is available. This is a parallel circuit arrangement. A parallel circuit arrangement is understood to be one in which the pressure-loaded connection P effects feeding to the first working connection A. The second working connection leads to the tank connection. If there is a connection from the P connection to the second connection B, and a connection from the first working connection A to the tank connection T, this is referred to as a “cross-connected opening position”. The position opening into the parallel circuit arrangement and the position opening into the cross-type circuit arrangement represent two out of the two or three positions which are available. The third position may be an interrupted or closed position. It may be arranged on the piston in such a way that the interrupted position lies between the first and the second opening position. Naturally, use may also be made of valves which have more than three positions along their piston.
According to one configuration, the first non-return valve is arranged in such a way that pressure peaks in the first working connection are fed through by the non-return valve. In the meantime, the second non-return valve is arranged in such a way that pressure peaks in the second working connection can be fed through via this non-return valve. A third non-return valve is configured as a pump-protecting valve. As protection for the pump, one or two non-return valves are installed in the valve in the reverse direction, in a counter-blocking manner. Thus it is only ever possible for one of the two non-return valves, which are combined to form a pair, to open. The valve may be incorporated in the cylinder head of the internal-combustion engine or even in the camshaft adjuster itself.
Contrary to practical embodiments of the bypass which are already known and in which nested piston arrangements are to be constructed, in the present case a bypass line is routed via the shunt or a separately assigned valve. This practical embodiment considerably reduces the outlay on components and ensures a piston arrangement, inside the valve, which is easy to produce. Without producing a slide within a slide, as has already been investigated in other in-house solutions, a system has been provided which can be actuated passively. The system works without outside intervention, although it is also possible to produce the system in such a way that outside intervention is possible, e.g. via a separate control valve, is possible if desired. The absolute amount of the pressure peaks, which is the result of the force or moment, has no effect on the actual controllability. This fact increases the regulating quality. The pressure differences in the system are also of subordinate importance. Within the meaning of this invention, “non-return valve” is understood to also mean, in addition to what has been disclosed above, any other suitable arrangement which has a directional influence on the result.
The present invention will hereinafter be described in conjunction with the appended drawing figures, wherein like reference numerals denote like elements, and:
a to 8c represent a possible valve with non-return strips, in three different switching positions, in accordance with example embodiment of the present invention;
The ensuing detailed description provides exemplary embodiments only, and is not intended to limit the scope, applicability, or configuration of the invention. Rather, the ensuing detailed description of the exemplary embodiments will provide those skilled in the art with an enabling description for implementing an embodiment of the invention. It should be understood that various changes may be made in the function and arrangement of elements without departing from the spirit and scope of the invention as set forth in the appended claims.
As can be seen in
Represented in the exemplified embodiment according to
The lines may be chosen so as to be as short or long as desired, depending upon whether the hydraulic shunt 10 is arranged far away at another location in the internal-combustion engine, or whether the shunt 10 and camshaft adjuster 100 are integrated to form a single component. On the primary side, the hydraulic shunt 10, which is spring-pretensioned by the spring 32 and is electrically adjustable via the electrically controlled plunger 64, has a pressure-loaded connection P and a tank connection T which leads into the engine sump 7. The pressure-supplying line 34 leads to the pressure connection P. On the secondary side of the hydraulic shunt 10, a first and second non-return line 16, 18 are connected to the working connections A1, B1, for example by means of tap lines or transversely bored lines. The first non-return line has a first non-return valve 12, and the second non-return line 18 has a second non-return valve 14. The non-return valves lead to the pressure-supplying line 34. The first non-return line 16 acts upon the first working connection A1, and the second non-return line 18 acts upon the second working connection B1. The pressure-supplying line 34 contains a summation point to which both the non-return valves 12, 14 and also a pump-protecting valve lead. The pump-protecting valve 44 and the non-return valves 12, 14 are arranged in a clearing manner with respect to the junction point. Another pressure-supplying line 36, which is in communication with the hydraulic pump 5, is provided on the side that feeds in to the pump-protecting valve 44. In the present example, a 4/3-way valve 60 has been chosen, which has a position opening into the cross-type circuit arrangement 50, a blocking position 52 and a position opening into the parallel circuit arrangement 54. When the electrically controlled plunger 64 is not supplied with current, the spring 32 presses the hydraulic piston of the valve 10 into the position opening into the parallel circuit arrangement 54. Alternatively, another first position may be chosen, depending upon the construction of the valve. If the pump 5 is working satisfactorily, the pump-protecting valve 44 opens when in the state devoid of hydraulic oil, and hydraulic medium flows out of the engine sump or oil pan 7 via the valve 10 and into the first hydraulic chamber A which grows and consequently reduces the second hydraulic chamber B. If the electrically controlled plunger 64 adjusts the hydraulic piston of the valve 10 and the position opening into the cross-type circuit arrangement 50 is set, the hydraulic medium is conducted away, out of the chamber A via the working connection A1, to the tank connection T, while fresh hydraulic medium, which is delivered by the hydraulic pump 5, is fed into the second hydraulic chamber B. The hydraulic chamber B is thereby enlarged, while the hydraulic chamber A becomes correspondingly smaller. If the camshaft adjuster is subjected, in addition to the normal adjustment, to the feeding-in of a moment or force, and if this feeding-in operation intensifies the adjustment, the respective non-return valve 12, 14 is opened. As a result of a rising pressure in the junction point for pressure, the pump-protecting valve 44 effects blocking while the non-return valve 12 or the non-return valve 14 is being opened by the feeding-in of force. Because of the hydraulic routes involved, momentary but almost immediate alternate switching-over between the types of valves does not take place.
Another exemplified embodiment of a hydraulic circuit according to the invention can be seen in
In the exemplified embodiment in
From
Represented in
The other variant of embodiment for a hydraulic piston 3, particularly for a camshaft adjuster 100 having a camshaft 102, as illustrated in
Instead of arranging the non-return valves and auxiliary valves within the camshaft adjuster 100 itself, it is possible to produce a large functionality assembly within a valve 200, as illustrated in
By referring to
The 4/3-way valve 60 with the pretensioning spring 32 and the electrically controlled plunger 64 in
A 4/3-way valve 60, whose non-return valves 12, 14 have not been positioned on the working-connection side but are provided on the pressure-supplying side of the connection P, is likewise represented in
The regulating deviation is noted on the y axis. The rotational speed of the engine is noted on the x axis. Various rotational running speeds of the internal-combustion engine are illustrated, namely 750 rpm, 1,000 rpm, 2,000 rpm and 4,000 rpm. Only at relatively high rotational speeds does the regulating deviation deviate, with respect to the camshaft, to 2° just once, compared to 1° in the remaining cases. Without feedback via non-return valves in the blocking direction, the regulating deviation remains at values which are as high as 6° for example.
The teaching put forward indicates various exemplified embodiments showing how it is possible, by means of favourably positioned non-return valves inside a camshaft adjuster, or a camshaft adjuster valve and a number of non-return lines, to construct a passively operating camshaft adjuster system which stabilises itself, as a whole, by means of rapid transfers brought about by torques or extraneous forces which are fed in. Only a small number of moving parts is needed. The absolute pressure values are of secondary importance. The work is carried out by means of relative pressure differences, compared to the pressure supply. Because of the short paths, particularly in the case of integration or partial integration in the camshaft adjuster, it is not necessary to provide major additional quantities of oil. As a result of awareness of the non-return valve, which is simple to produce and can be integrated in the hydraulic shunt on a multiple basis, the hydraulic circuits represented even out the speed of angular adjustment of the camshaft adjuster. A system has been designed which is failure-tolerant, is easy to construct and manages with few moving parts. The invention can therefore be applied to a valve and a suitable hydraulic circuit, particularly for camshaft adjusters in an internal-combustion engine, in which a number of non-return valves, or two-way valves functioning as non-return valves, are positioned in order to provide a rapid camshaft adjuster with a high regulating quality.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2006 012 733 | Mar 2006 | DE | national |
| 10 2006 030 897 | Jul 2006 | DE | national |
This application is a continuation of PCT/EP2007/051768 of Feb. 23, 2007 and which claims the benefit of German application number 10 2006 012 733 of Mar. 17, 2006 and German application number 10 2006 030 897 of Jul. 2, 2006, each of which is incorporated herein by reference in their entirety and for all purposes.
| Number | Name | Date | Kind |
|---|---|---|---|
| 5138985 | Szodfridt et al. | Aug 1992 | A |
| 5645017 | Melchior | Jul 1997 | A |
| 5657725 | Butterfield et al. | Aug 1997 | A |
| 6267041 | Skiba et al. | Jul 2001 | B1 |
| 6453859 | Smith et al. | Sep 2002 | B1 |
| 6532921 | Sato et al. | Mar 2003 | B2 |
| 6814036 | Palesch et al. | Nov 2004 | B2 |
| 6941912 | Palesch et al. | Sep 2005 | B2 |
| 7219636 | Sawada | May 2007 | B2 |
| 7331318 | Schweizer | Feb 2008 | B2 |
| 7387097 | Schmitt et al. | Jun 2008 | B2 |
| 20020062803 | Sato et al. | May 2002 | A1 |
| 20030177991 | Palesch et al. | Sep 2003 | A1 |
| 20040211379 | Palesch et al. | Oct 2004 | A1 |
| 20050072397 | Sluka et al. | Apr 2005 | A1 |
| 20050241603 | Palesch et al. | Nov 2005 | A1 |
| 20050257762 | Sawada | Nov 2005 | A1 |
| 20060201463 | Schweizer | Sep 2006 | A1 |
| 20060225791 | Patze et al. | Oct 2006 | A1 |
| 20070074687 | Bosl-Flierl et al. | Apr 2007 | A1 |
| 20070266971 | Bosl-Flierl et al. | Nov 2007 | A1 |
| Number | Date | Country |
|---|---|---|
| 36 01 643 | Jul 1987 | DE |
| 42 10 580 | Oct 1993 | DE |
| 198 44 669 | Mar 2000 | DE |
| 101 58 530 | Aug 2002 | DE |
| 102 05 415 | Aug 2003 | DE |
| 10 2005 023 056 | Dec 2005 | DE |
| 10 2005 004 281 | Jan 2006 | DE |
| 10 2005 013 085 | Jan 2006 | DE |
| 602 07 308 | Mar 2006 | DE |
| 0 388 244 | Sep 1990 | EP |
| 1 347 154 | Sep 2003 | EP |
| 1 447 602 | Aug 2004 | EP |
| 1 212 327 | Nov 1970 | GB |
| 9967537 | Dec 1999 | WO |
| 2004088094 | Oct 2004 | WO |
| 2004088099 | Oct 2004 | WO |
| Number | Date | Country | |
|---|---|---|---|
| 20090071426 A1 | Mar 2009 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/EP2007/051768 | Feb 2007 | US |
| Child | 12283882 | US |
