CAMSHAFT ADJUSTER

Abstract

The disclosure relates to a vane type camshaft adjuster for a motor vehicle drive train. The camshaft adjuster having a stator, a rotor arranged such that it can rotate relative to the stator, working chambers formed between the stator and the rotor, each working chamber being divided into two sub-chambers by a radially projecting blade of the rotor, and a reservoir connected to the sub-chambers for storing hydraulic medium. The sub-chambers can be connected to a pump or a tank according to a switch position of a control valve of the camshaft adjuster. The control valve has a switch position in which a first sub-chamber of the two sub-chambers is connected to the tank and a second sub-chamber of the two sub-chambers is blocked from the pump.

Claims

1. A vane type camshaft adjuster configured for a motor vehicle drive train, the vane type camshaft adjuster comprising: a stator, a rotor arranged to rotate relative to the stator, working chambers formed between the stator and the rotor, each working chamber divided into two sub-chambers by a radially projecting blade of the rotor, and a reservoir connected to the two sub-chambers, the reservoir configured for storing hydraulic medium so that hydraulic medium can be supplied from the reservoir to any one of the two sub-chambers when a negative pressure is present in the any one of the two sub-chambers to adjust the rotor relative to the stator, and the two sub-chambers are configured to be connected to either a pump or a tank according to a switch position of a control valve of the camshaft adjuster, and in a first additional switch position of the control valve, a first sub-chamber of the two sub-chambers is connected to the tank and a second sub-chamber of the two sub-chambers is disconnected from the pump.

2. The vane type camshaft adjuster according to claim 1, wherein in a second additional switch position of the control valve, the first sub-chamber is disconnected from the pump and the second sub-chamber is connected to the tank.

3. The vane type camshaft adjuster according to claim 1, wherein the control valve is configured as a 4/5-way valve having an A-connection connected to the first sub-chamber, a B-connection connected to the second sub-chamber, a P-connection connected to the pump and a T-connection connected to the tank.

4. The vane type camshaft adjuster according to claim 3, wherein the control valve has five switch positions obtained via a PWM signal.

5. The vane type camshaft adjuster according to claim 2, wherein a pressurized hydraulic medium flow is blocked at least in the first additional switch position or in the second additional switch position.

6. The vane type camshaft adjuster according to claim 1, wherein: the control valve has a valve sleeve and a piston (12) arranged so as to be axially displaceable in the valve sleeve, and the piston comprises four webs.

7. The vane type camshaft adjuster according to claim 6, wherein a distance between two axially adjacent webs of the four webs of the piston is essentially as large as that of an opening of the valve sleeve connected to the pump.

8. The vane type camshaft adjuster according to claim 6, wherein a width of an opening of the valve sleeve connected to the pump is essentially as large as an overlap of control edges of the piston with an opening of the valve sleeve connected to one of the two sub-chambers.

9. The vane type camshaft adjuster according to claim 6, wherein the piston is configured such that it has a sequence control.

10. The vane type camshaft adjuster according to claim 1, wherein the camshaft adjuster includes a locking mechanism for locking the rotor relative to the stator, and the locking mechanism is unlocked in an end position of the control valve.

11. A vane type camshaft adjuster configured for a motor vehicle drive train, the vane type camshaft adjuster comprising: a stator, a rotor arranged to rotate relative to the stator, working chambers formed between the stator and the rotor, each working chamber divided into a first sub-chamber and a second sub-chamber by a radially projecting blade of the rotor, a reservoir connected to the first and second sub-chambers, the reservoir configured to store hydraulic medium so that hydraulic medium can be supplied from the reservoir to one of the first or second sub-chambers when a negative pressure is present in the one of the first or second sub-chambers to adjust the rotor relative to the stator, and a control valve having a piston configured to be displaceable to five switch positions, and in a first switch position of the control valve: the first sub-chamber is configured to be connected to a tank, and the second sub-chamber is configured to be connected to a pump, and in a second switch position of the control valve: the first sub-chamber is configured to be connected to the tank, and the second sub-chamber is configured to be blocked from the pump, and in a third switch position of the control valve, the first sub-chamber is configured to be connected to the pump, and the second sub-chamber is configured to be connected to the pump, and in a fourth switch position of the control valve, the first sub-chamber is configured to be blocked from the pump, and the second sub-chamber is configured to be connected to the tank, and in a fifth switch position of the control valve, the first sub-chamber is configured to be connected to the pump, and the second sub-chamber is configured to be connected to the tank.

12. The vane type camshaft adjuster of claim 11, further comprising a locking mechanism configured to lock the rotor relative to the stator, and in the fifth switch position of the control valve, the locking mechanism is unlocked.

13. The vane type camshaft adjuster of claim 11, wherein the piston comprises four webs.

14. A vane type camshaft adjuster configured for a motor vehicle drive train, the vane type camshaft adjuster comprising: a stator, a rotor arranged to rotate relative to the stator, working chambers formed between the stator and the rotor, each working chamber divided into a first sub-chamber and a second sub-chamber by a radially projecting blade of the rotor, a reservoir connected to the first and second sub-chambers, the reservoir configured to store hydraulic medium so that hydraulic medium can be supplied from the reservoir to one of the first or second sub-chambers when a negative pressure is present in the one of the first or second sub-chambers to adjust the rotor relative to the stator, and a control valve having a piston configured to be displaceable to five switch positions, and in three switch positions, at least one of the first or second sub-chambers is configured to be connected to a pump, and in two switch positions, at least one of the first or second sub-chambers is configured to be disconnected from the pump and a remaining one of the first or second sub-chambers is configured to be connected to a tank.

15. The vane type camshaft adjuster of claim 14, wherein: in one of the two switch positions, the first sub-chamber is configured to be connected to a tank, and the second sub-chamber is configured to be disconnected from a pump, and in a remaining one of the two switch positions, the first sub-chamber is configured to be disconnected from the pump, and the second sub-chamber is configured to be connected to the tank.

16. The vane type camshaft adjuster of claim 15, wherein in a first one of the three switch positions, the first sub-chamber is configured to be connected to the tank, and the second sub-chamber is configured to be connected to the pump.

17. The vane type camshaft adjuster of claim 16, wherein in a second one of the three switch positions, the first and second sub-chambers are configured to be connected to the pump.

18. The vane type camshaft adjuster of claim 17, wherein in a third one of the three switch positions, the first sub-chamber is configured to be connected to the pump, and the second sub-chamber is configured to be connected to the tank.

19. The vane type camshaft adjuster of claim 14, further comprising: a first check valve arranged between the reservoir and the first sub-chamber, and a second check valve arranged between the reservoir and the second sub-chamber.

20. The vane type camshaft adjuster of claim 19, wherein the reservoir is configured to be connected to the tank.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The disclosure is explained below with the aid of drawings. In the figures:

[0022] FIG. 1 shows a schematic view of a camshaft adjuster according to the disclosure in a first switch position,

[0023] FIG. 2 shows a schematic view of the camshaft adjuster in a second switch position,

[0024] FIG. 3 shows a schematic view of the camshaft adjuster in a third switch position,

[0025] FIG. 4 shows a schematic view of the camshaft adjuster in a fourth switch position,

[0026] FIG. 5 shows a schematic view of the camshaft adjuster in a fifth switch position, and

[0027] FIG. 6 shows a graph representing a relationship between a hydraulic medium flow and the switch positions.

[0028] The figures are only schematic in nature and serve only for understanding the disclosure. The same elements are provided with the same reference signs.

DETAILED DESCRIPTION

[0029] FIGS. 1 to 5 show a camshaft adjuster 1 according to the disclosure in a purely schematic manner. The camshaft adjuster 1 is a camshaft adjuster of the vane type for a motor vehicle drive train. The camshaft adjuster 1 is used for adjusting the phase position of a camshaft relative to a crankshaft. The camshaft adjuster 1 has a stator 2 which is rotatably coupled to the crankshaft and a rotor 3 which is rotatably coupled to the camshaft. The rotor 3 is arranged so as to be rotatable within the stator 2. The stator 2 and the rotor 3 can be rotated relative to one another within a limited angular range. The camshaft adjuster 1 has working chambers 4 formed between the stator 2 and the rotor 3.

[0030] The working chambers 4 are each divided by a radially projecting blade 5 of the rotor 3 into two sub-chambers, which are also referred to as A-chamber and B-chamber. The sub-chambers can be pressurized with hydraulic medium in order to adjust the rotor 3 relative to the stator 2. The sub-chambers each act in opposite directions. This means that the rotor 3 can be adjusted relative to the stator 2 in the retard direction by applying pressure to one sub-chamber, for example the A-chamber, and in the advance direction by applying pressure to the other sub-chamber, for example the B-chamber. When a sub-chamber is pressurized, the hydraulic medium is displaced from the other sub-chamber.

[0031] The camshaft adjuster 1 has a reservoir 6 connected to the sub-chambers for storing hydraulic medium, in order to supply hydraulic medium from the reservoir 6 to a sub-chamber when a negative pressure is present in one of the sub-chambers.

[0032] The camshaft adjuster 1 has a control valve 7 for controlling the hydraulic medium flow. Depending on the switch position of the control valve 7, the A-chamber and the B-chamber can be connected to a pump 8 or a tank 9. The reservoir 6 is connected to the tank 9 so that excess hydraulic medium can drain away. The reservoir 6 is connected to the A-chamber and to the B-chamber via a check valve 10.

[0033] The reservoir 6 is supplied with hydraulic medium via the control valve 7. According to the disclosure, the control valve 7 has a switch position in which a first sub-chamber of the two sub-chambers is connected to the tank 9 and a second sub-chamber of the two sub-chambers is separated or disconnected from the pump 8. According to an example embodiment, the control valve 7 also has a switch position in which the second sub-chamber is connected to the tank 9 and the first sub-chamber is separated or disconnected from the pump 8. According to the disclosure there are thus two additional switch positions in the control valve 7, in which the pump 8 is blocked and communication is established between the tank 9 and the sub-chamber to be reduced.

[0034] The control valve 7 is designed as a 4/5-way valve 11. The control valve 7 has an A-connection connected to the A-chamber, a B-connection connected to the B-chamber, a P-connection connected to the pump 8 and a T-connection connected to the tank 9. The control valve 7 is controlled between five switch positions by a PWM signal.

[0035] FIG. 1 shows the camshaft adjuster 1 in a first switch position of the control valve 7. In the first switch position, the pump 8 is connected to the B-chamber and the A-chamber is connected to the tank 9. In the first switch position, the camshaft adjuster undergoes a smart operation, in which adjustment is performed via a combination of the camshaft torques (CTA principle) and the hydraulic medium pressure (OPA principle). The PWM signal is at 0%.

[0036] FIG. 2 shows the camshaft adjuster 1 in a second switch position of the control valve 7. In the second switch position, the P-connection and the B-connection are blocked and the A-chamber is connected to the tank 9. In the second switch position, the camshaft adjuster 1 is in pure CTA operation, in which adjustment is only performed via the camshaft torques. The PWM signal is at 25%.

[0037] FIG. 3 shows the camshaft adjuster 1 in a third switch position of the control valve 7. In the third switch position, a central position compensation is performed. This allows the leakage from the camshaft adjuster 1 to be compensated for. This means the connection between the pump 8 and the A-chamber and the connection between the pump 8 and the B-chamber are slightly opened. A connection between the A-chamber and the tank 9 and a connection between the B-chamber and the tank 9 are blocked. In the third switch position, the camshaft adjuster 1 is in regulated operation. The PWM signal is at 50%.

[0038] FIG. 4 shows the camshaft adjuster 1 in a fourth switch position of the control valve 7. In the fourth switch position, the P-connection and the A-connection are blocked and the B-chamber is connected to the tank 9. In the fourth switch position, the camshaft adjuster 1 is in pure CTA operation, in which adjustment is only performed via the camshaft torques. The PWM signal is at 75%.

[0039] FIG. 5 shows the camshaft adjuster 1 in a fifth switch position of the control valve 7. In the fifth switch position, the pump 8 is connected to the A-chamber and the B-chamber is connected to the tank 9. In the fifth switch position, the camshaft adjuster undergoes a smart operation, in which adjustment is performed using a combination of the camshaft torques (CTA principle) and the hydraulic medium pressure (OPA principle). The PWM signal is at 100%.

[0040] To unlock the camshaft adjuster 1, the PWM signal should be set to 100%. The control valve 7 is then in an end position, which here is the fifth switch position. The A-chamber is then connected to the P-opening and an unlocking is performed.

[0041] In FIGS. 1 to 5, the control valve 7 is shown schematically. The control valve 7 has a valve sleeve and a valve piston/piston 12 which is arranged so as to be displaceable in the valve sleeve. The piston 12 is designed in such a way that a sequence control is available. The valve sleeve has P-openings connected to the pump 8, which form the P-connection. The valve sleeve has T-openings connected to the tank 9, which form the T-connection. The valve sleeve has A-openings connected to the A-chamber, which form the A-connection. The valve sleeve has B-openings connected to the B-chamber, which form the B-connection.

[0042] The piston 12 has four webs 13. In the first switch position, the B-openings are arranged between a first outer web 14 and a first central web 15, the P-openings are arranged between a second central web 16 and a second outer web 17 and the A-openings are arranged distal to the second outer web 17. The distance between the first central web 15 and the second central web 16 essentially corresponds to the width of the P-openings. The width of the P-openings essentially corresponds to that of an overlap of the control edges of the piston 12 formed by the outer webs 14, 17 with the A-openings or with the B-openings. The P-connection is thus closed before the A-connection or the B-connection (depending on the direction of adjustment) is connected to the tank 9 or the reservoir 6. Thus, the P-opening can be blocked with the piston 12 and the A-opening or B-opening can be opened when switching from the regulated state (50%) to 25% or 75%.

[0043] FIG. 6 shows a flow 18 of the camshaft adjuster 1 according to the disclosure in comparison with a flow 19 of a known (smartphaser) camshaft adjuster. In the first, third and fifth switch positions, the flows 18, 19 are equal. In the second and fourth switch positions, the pump 8 is blocked, so that the flow 18 of the camshaft adjuster 1 is equal to zero.

LIST OF REFERENCE SYMBOLS

[0044] 1 Camshaft adjuster [0045] 2 Stator [0046] 3 Rotor [0047] 4 Working chamber [0048] 5 Vane [0049] 6 Reservoir [0050] 7 Control valve [0051] 8 Pump [0052] 9 Tank [0053] 10 Check valve [0054] 11 4/5-way valve [0055] 12 Piston [0056] 13 Web [0057] 14 First outer web [0058] 15 First central web [0059] 16 Second central web [0060] 17 Second outer web [0061] 18 Flow [0062] 19 Flow