WO2007125842A1 - ベーン式の可変バルブタイミング調整機構の制御装置 - Google Patents
ベーン式の可変バルブタイミング調整機構の制御装置 Download PDFInfo
- Publication number
- WO2007125842A1 WO2007125842A1 PCT/JP2007/058695 JP2007058695W WO2007125842A1 WO 2007125842 A1 WO2007125842 A1 WO 2007125842A1 JP 2007058695 W JP2007058695 W JP 2007058695W WO 2007125842 A1 WO2007125842 A1 WO 2007125842A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- valve timing
- variable valve
- control
- response characteristic
- hydraulic
- Prior art date
Links
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
- F01L1/02—Valve drive
- F01L1/022—Chain drive
-
- 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
- F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
- F01L2001/34453—Locking means between driving and driven members
- F01L2001/34469—Lock movement parallel to camshaft axis
-
- 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
- F01L2001/34479—Sealing of phaser devices
-
- 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
-
- 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
- F01L2820/00—Details on specific features characterising valve gear arrangements
- F01L2820/01—Absolute values
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0234—Variable control of the intake valves only changing the valve timing only
Definitions
- JP 2003-106115 A (US-6763791B2) [As shown in this figure, check valves are provided in the hydraulic pressure oil passage of the retarded hydraulic chamber and the hydraulic pressure oil passage of the advanced hydraulic chamber, respectively. Even if it is received, the backflow of hydraulic oil from the retarded hydraulic chamber or the advanced hydraulic chamber is prevented by a check valve, so that the vane rotor can reach the target displacement angle during variable valve timing control as shown by the solid line in Fig. 3. It is conceivable to improve the responsiveness of the variable valve timing control by preventing it from returning in the direction opposite to the direction.
- variable valve timing device check valves are provided in the hydraulic supply oil passages of the advance hydraulic chamber and the hydraulic supply oil passage (hydraulic introduction line) of the retard hydraulic chamber, respectively, and the hydraulic pressure of each hydraulic chamber is set.
- a return line (hydraulic discharge line) that bypasses the check valve is provided in parallel in the supply oil path, and a return line for each hydraulic chamber is connected to the hydraulic control valve (spool valve) that controls the hydraulic pressure supplied to each hydraulic chamber.
- the function as a line switching valve that opens and closes is integrated. Then, by controlling the control current value of this hydraulic control valve, the hydraulic pressure supplied to each hydraulic chamber is controlled, and at the same time, the return line of each hydraulic chamber is switched to open and closed. When it is necessary to release the hydraulic pressure of the hydraulic chamber, the return line of the hydraulic chamber is opened so that the hydraulic pressure can be quickly released through the return line.
- a plurality of vane storage chambers formed in a housing of a vane type variable valve timing adjustment mechanism are respectively divided into an advance hydraulic chamber and a retard hydraulic chamber by vanes.
- a check valve is provided in each of the hydraulic supply oil passages of the at least one vane storage chamber and the retarded hydraulic chamber to prevent the backflow of hydraulic oil from each hydraulic chamber.
- a hydraulic oil supply valve is provided in parallel with a drain oil passage that bypasses the check valve, and a hydraulic control valve that controls the hydraulic pressure supplied to each hydraulic chamber is
- It has a drain switching control function that opens and closes the drain oil passage of each hydraulic chamber.
- response characteristic learning means for learning a response characteristic of the variable valve timing adjusting mechanism with respect to a control current value of the hydraulic control valve. In this way, it is possible to learn the response characteristics of the variable valve timing adjustment mechanism with respect to the control current value of the hydraulic control valve during engine operation. By using the learned value, the variable valve timing adjustment mechanism and the hydraulic pressure can be learned. It is possible to realize variable valve timing control (control of the control current value of the hydraulic control valve) in consideration of manufacturing variations of the control valve.
- FIG. 1 is a diagram schematically showing a variable valve timing adjusting mechanism and its hydraulic control circuit in an embodiment of the present invention.
- FIG. 2 is a diagram for explaining a retarded angle operation, intermediate holding, and advanced angle operation of a variable valve timing adjusting mechanism.
- FIG. 4 is a characteristic diagram showing an example of response characteristics of a variable valve timing adjusting mechanism with a check valve.
- FIG. 5 is a time chart for explaining the first learning method for the sudden change point of the retarded VCT response speed.
- FIG. 6 A time chart for explaining the second learning method for the retarded VCT response speed sudden change point.
- FIG. 8 is a time chart for explaining the first learning method of the advancing side VCT response speed sudden change point.
- FIG. 9 is a time chart for explaining the second learning method for the advancing side VCT response speed sudden change point.
- FIG. 10 Plots of measured points of VCT displacement angle change ⁇ VCT measured during the first and second learning of the advancing side VCT response speed sudden change point.
- FIG. 11 is a diagram showing an example of a target displacement angle map during normal control.
- FIG. 12 is a time chart for explaining a method for setting a target displacement angle during learning of VCT response characteristics.
- FIG. 13 is a characteristic diagram showing an example of an engine torque increase / decrease rate characteristic with respect to a VCT displacement angle when the throttle opening is constant.
- FIG. 14 is a time chart for explaining an example of control before completion of learning of VCT response characteristics.
- FIG. 15 is a time chart for explaining an example of control after completion of learning of VCT response characteristics.
- FIG. 16 is a flowchart explaining the process flow of the VCT response characteristics learning execution condition determination routine.
- FIG. 20 is a flowchart for explaining the flow of processing of a normal control current value calculation routine.
- FIG. 21 is a flowchart illustrating a process flow of a target displacement angle calculation routine.
- FIG. 22 is a diagram schematically showing a variable valve timing adjusting mechanism and its hydraulic control circuit in another embodiment of the present invention.
- the housing 12 of the variable valve timing adjustment mechanism 11 is not shown on the intake side or It is fastened with bolts 13 to a sprocket that is rotatably supported on the outer periphery of the exhaust camshaft. Thereby, rotation of the crankshaft of the engine is transmitted to the sprocket and the housing 12 via the timing chain, and the sprocket and the housing 12 rotate in synchronization with the crankshaft.
- a vane rotor 14 is accommodated in the housing 12 so as to be relatively rotatable. The vane rotor 14 is fastened and fixed to one end of the camshaft by a bolt 15.
- a plurality of vane storage chambers 16 for storing a plurality of vanes 17 on the outer periphery of the vane rotor 14 so as to be relatively rotatable on the advance side and the retard side.
- the storage chamber 16 is divided into an advance hydraulic chamber (hereinafter referred to as “advance chamber”) 18 and a retard hydraulic chamber (hereinafter referred to as “retard chamber”) 19 by each vane 17.
- stopper portions 22, 23 for restricting the relative rotation range of the vane rotor 14 with respect to the housing 12 are formed on both side portions of any one vane 17, and the stopper portions 22, 23 The most retarded position and the most advanced position of the cam shaft displacement angle (cam shaft phase) are restricted.
- any one vane 17 is provided with a lock pin 24 for locking the cam shaft displacement angle at a predetermined lock position when the engine is stopped, etc., and this lock pin 24 is connected to the housing 12.
- the camshaft's displacement angle is locked at a predetermined lock position by fitting it into the provided lock hole (not shown). This lock position is set to a position suitable for starting (for example, approximately the middle position within the adjustable range of camshaft displacement angle).
- the hydraulic oil supply passages 28 and 29 of the chambers 18 and 19 are provided in parallel with drain oil passages 32 and 33 that bypass the check valves 30 and 31, respectively.
- Drain switching valves 34 and 35 are provided, respectively.
- Each drain switching valve 34, 35 is constituted by a spool valve that is driven in the valve closing direction by the hydraulic pressure (pilot pressure) supplied from the hydraulic control valve 21, and is opened by the springs 41, 42 when no hydraulic pressure is applied. Holds in valve position.
- the drain switching valves 34 and 35 are opened, the drain oil passages 32 and 33 are opened, and the check valves 30 and 31 do not function.
- the hydraulic control valve 21 is constituted by a spool valve driven by a linear solenoid 36, and an advance angle Z delay angle hydraulic control valve 3 that controls the hydraulic pressure supplied to the advance angle chamber 18 and the retard angle chamber 19. 7 and a drain switching control valve 38 for switching the hydraulic pressure for driving the drain switching valves 34 and 35 are connected together.
- the current value (duty value) energized to the linear solenoid 36 of the hydraulic control valve 21 is controlled by an engine control circuit (hereinafter referred to as “ECU”) 43.
- the actual valve timing is set toward the target valve timing on the retard side.
- the drain switching valve 34 in the advance chamber 18 is opened by the hydraulic control valve 21 providing hydraulic pressure to the drain switching valve 34 in the advance chamber 18.
- the check valve 30 of the advance chamber 18 is disabled and the hydraulic pressure supply to the drain switch valve 35 of the retard chamber 19 is stopped, so that the drain switch valve 35 of the retard chamber 19 is closed.
- both drain switch valves 34 and 35 in both advance chamber 18 and retard chamber 19 are closed. Then, check valves 30, 31 in both the advance chamber 18 and the retard chamber 19 are put into a functioning state.
- the first learning of the retarded side VCT response speed sudden change point is roughly performed, and then the second retarded side sudden change point is learned in the following manner.
- the VCT displacement angle change amount ⁇ detected by the first retarded sudden change point learning is just before the predetermined value Ki exceeds the predetermined value Ki.
- the OCV current value is increased from the holding current learning value by a predetermined current value (for example, 0.02 ⁇ ) every predetermined time! And repeat the process of measuring the VCT displacement angle change ⁇ VCT toward the advance side.
- a predetermined current value for example, 0.02 ⁇
- the VCT displacement angle change amount AVCT to the advance side exceeds the predetermined value ⁇ 3
- the VCT displacement angle change amount ⁇ is set to the predetermined value ⁇ 3.
- the OCV current value immediately before the value exceeding V is stored as a temporary learning value for the OC V current value at the sudden advance point of VCT response speed.
- the temporary learning value of the OCV current value at the sudden advance side VCT response speed sudden change point is stored as a deviation ⁇ OC V between the OCV current value and the holding current learning value.
- the VCT response characteristics learning execution condition judgment routine in Fig. 16 is executed at a predetermined period during engine operation.
- this routine is started, first, in step 101, engine operating conditions such as engine speed, intake pressure, and cooling water temperature are detected, and in the next step 102, the detected engine operating conditions are within the VCT control execution area.
- VCT control execution condition depending on whether it is If the VCT control execution condition is not satisfied, this routine is terminated. If the VCT control execution condition is satisfied, the routine proceeds to step 103 and the holding current is It is determined whether or not the force has been learned.
- step 103 If it is determined in step 103 that the holding current value has not yet been learned, the routine is terminated. If it is determined that the holding current value has been learned, the routine proceeds to step 104, where It is determined whether or not learning of the VCT response speed sudden change point is completed, and if it is before completion of learning of the retarded VCT response speed sudden change point, the process proceeds to step 105 and the current engine operating conditions (engine speed) , Intake pressure, etc.) is within the VCT response characteristics learning area shown in Fig. 11.
- step 105 If it is determined in step 105 that the current engine operating condition is not within the VCT response characteristic learning region, the present routine is terminated, and if it is determined that it is within the VCT response characteristic learning region, step 106 is performed. Proceed to, and determine if the actual displacement angle is greater than or equal to the lower limit.
- the lower limit value is set to the displacement angle necessary to prevent adverse effects such as deterioration of flammability due to the learning operation (retarding operation) of the retarded VCT response speed sudden change point.
- step 106 If it is determined in step 106 that the actual displacement angle is below the lower limit value! /, It is determined that the retard side sudden change point learning condition is not satisfied, and this routine is immediately terminated. If it is determined that the actual displacement angle is greater than or equal to the lower limit value, it is determined that the retard side sudden change point learning condition is satisfied, and the routine proceeds to step 107, where the retard side sudden change point learning flag XVCTLRNRET is set to the retard side sudden change point. Point Set to “1”, which means that the learning condition is satisfied, and end this routine.
- step 104 determines whether or not learning of the retard side VCT response speed sudden change point has been completed. If the advance side VCT response speed sudden change point has been learned, this routine is terminated. If the advance side VCT response speed sudden change point has not been learned, the process proceeds to step 109. Then, it is determined whether or not the current engine operating conditions (engine speed, intake pressure, etc.) are within the VCT response characteristic learning region shown in FIG.
- step 109 If it is determined in step 109 that the current engine operating condition is not within the VCT response characteristic learning region, the present routine is terminated, and if it is determined that it is within the VCT response characteristic learning region, step 110 is performed.
- the upper limit value is set to the displacement angle necessary to prevent adverse effects such as deterioration of flammability due to the learning operation (advance angle operation) of the advance side VCT response speed sudden change point!
- step 110 If it is determined in this step 110 that the actual displacement angle exceeds the upper limit value, it is determined that the advance side sudden change point learning condition is not satisfied, and this routine is terminated as it is. If the displacement angle is determined to be less than or equal to the upper limit value, it is determined that the advance side sudden change point learning condition is satisfied, and the routine proceeds to step 111, where the advance side sudden change point learning flag XVCTLRNADV is set. Set to “1”, which means that the condition is met, and terminate this routine.
- the routine for learning the VCT response characteristics shown in Figs. 17 and 18 is executed at predetermined intervals during engine operation.
- this routine is started, first, in step 201, engine operating conditions such as engine speed, suction pressure, and cooling water temperature are detected, and in the next step 202, the retarded-side sudden change point learning flag XVCTLRNRET is suddenly retarded. It is determined whether or not it is set to ⁇ 1 '' which means that the point learning condition is satisfied.If it is set to ⁇ 1 '', the OCV current value at the retard side VCT response speed sudden change point is determined as follows. learn.
- the initial current value for second retarded side learning is the OCV current value immediately before the absolute value of the VCT displacement angle change amount AVCT detected in the first retarded side sudden change point learning exceeds the predetermined value K1. This is set in step 218 described later.
- the deviation ⁇ OCV between the OCV current value and the holding current learning value is used as the OCV current value data.
- a table of VCT displacement angle change ⁇ with the deviation A OCV between OCV current value and holding current learning value as a parameter is created.
- step 220 in FIG. To determine whether or not the advance side sudden change point learning flag XVCTLRNADV is set to ⁇ 1 '' which means that the advance side sudden change point learning condition is satisfied. If it is not set to ⁇ 1 '', When the routine is finished and the advance side sudden change point learning flag XVCTLRNA DV is set to “1”, the OC V current value of the advance side VCT response speed sudden change point is learned as follows.
- the OCV current value it is determined whether or not a predetermined time T1 has elapsed, and “ ⁇ ” is determined. If this is the case, the routine is terminated as it is, and if “Yes” is determined, the process proceeds to step 230, where the current VCT displacement angle is set to VCTold. After this, proceed to step 231.
- the OCV current value determine whether or not the force is at the point when the predetermined time T2 has elapsed. If it is determined to be ⁇ No '', this routine is terminated and ⁇ Yes '' is terminated.
- the deviation ⁇ OCV between the OCV current value and the holding current learning value is used as the OCV current value data.
- a table of VCT displacement angle change ⁇ with the deviation A OCV between OCV current value and holding current learning value as a parameter is created.
- step 233 it is determined whether or not the absolute value of the VCT displacement angle change amount ⁇ VCT is equal to or larger than the predetermined value ⁇ 3, and the absolute value of the VCT displacement angle change amount AVCT is less than the predetermined value ⁇ 3. If so, it is determined that the VCT response speed has not changed suddenly, and this routine is immediately terminated. After that, when the absolute value of the VCT displacement angle change amount AVCT reaches the predetermined value ⁇ 3 or more, it is determined that the VCT response speed has suddenly changed, the process proceeds to step 234, and the first advance angle sudden change point learning is completed. It is determined whether or not there is power. As a result, the first advance side sudden change point learning is still complete.
- step 234 If it is determined in step 234 that the first advance side sudden change point learning has been completed! /, The process proceeds to step 235, and (1) the current OCV current value is converted to the advance side VCT.
- the final learning value of the OCV current value at the response speed sudden change point is stored in a rewritable nonvolatile memory such as the backup RAM of the ECU 43, and it is determined that the second advance side sudden change point learning is completed.
- the OCV current control routine of FIG. 19 is executed at a predetermined cycle during engine operation.
- this routine is started, first, at step 301, engine operating conditions such as the engine speed, intake pressure, and cooling water temperature are detected.
- the retard side sudden change point learning flag X VCTLRNRET is set to “1”. It is determined whether or not the force or the advance side sudden change point learning flag XVCTLRNADV is “1”. If either one of the retarded-side sudden change point learning flag XVCTLRNRET and the advance-side sudden change point learning flag XVCTLRNADV is 1, then it is determined that VCT response characteristics are being learned, and the process proceeds to step 303.
- Set the learning current value to the OCV current value and end this routine. This learning current value is the OCV current value during the learning of the VCT response characteristic calculated in steps 209, 210, 227, and 228 of the VCT response characteristic learning routine in FIGS.
- step 402 determines whether the learning of the retard side VCT response speed sudden change point has been completed. If it is determined in step 402 that the learning of the retard side VCT response speed sudden change point has been completed, the process proceeds to step 403, where the lower limit current value in the FZB control region and the retarded side FZF Set both upper limit current values in the control area to the OCV current learning value at the retarded VCT response speed sudden change point.
- step 504. Referring to the map of target displacement angle during normal control shown in Fig. 4, set the target displacement angle according to the current engine operating conditions (engine speed, intake pressure, etc.).
- the learning of the VCT response characteristics is not limited to learning of the sudden change point of the VCT response speed.
- the drain switching valve 34 or 35 of either the advance chamber 18 or the retard chamber 19 is opened.
- the relationship between the OC V current value and the VCT response speed in an area where the drain switching valves 34 and 35 are closed and both the check valves 30 and 31 function effectively may be learned.
- the variable valve adjustment mechanism shown in FIG. 1 includes two valves, a valve for switching the oil path for the advance Z retarded hydraulic control function and a valve for switching the oil path for the drain switching control function. It is configured.
- the variable valve adjustment mechanism shown in FIG. 22 is configured to achieve the advance angle / delay angle hydraulic control function and the drain switching control function with a single valve.
- the hydraulic pressure supply passages 28 and 29 are branched between the hydraulic control valve and the check valve so as to communicate with the drain switching valves 34 and 35, respectively.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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DE112007000050T DE112007000050T5 (de) | 2006-04-26 | 2007-04-23 | Steuervorrichtung für einen variablen Flügelmechanismus zum Einstellen der Ventilzeitgebung |
US12/065,366 US7845321B2 (en) | 2006-04-26 | 2007-04-23 | Controller for vane-type variable timing adjusting mechanism |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2006-121419 | 2006-04-26 | ||
JP2006121419 | 2006-04-26 |
Publications (1)
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WO2007125842A1 true WO2007125842A1 (ja) | 2007-11-08 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/JP2007/058695 WO2007125842A1 (ja) | 2006-04-26 | 2007-04-23 | ベーン式の可変バルブタイミング調整機構の制御装置 |
Country Status (4)
Country | Link |
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US (1) | US7845321B2 (ja) |
CN (1) | CN101356351A (ja) |
DE (1) | DE112007000050T5 (ja) |
WO (1) | WO2007125842A1 (ja) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102008036876A1 (de) * | 2008-08-07 | 2010-04-15 | Schaeffler Kg | Nockenwellenverstellvorrichtung für eine Brennkraftmaschine |
JP5013323B2 (ja) * | 2008-12-09 | 2012-08-29 | 株式会社デンソー | 内燃機関の可変バルブタイミング制御装置 |
JP4640510B2 (ja) * | 2009-01-14 | 2011-03-02 | 株式会社デンソー | バルブタイミング調整装置 |
JP5978080B2 (ja) * | 2012-09-19 | 2016-08-24 | 日立オートモティブシステムズ株式会社 | 内燃機関のバルブタイミング制御装置及び該バルブタイミング制御装置のコントローラ |
JP5900428B2 (ja) * | 2013-07-09 | 2016-04-06 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
CN104832245B (zh) * | 2015-03-31 | 2017-11-10 | 安徽江淮汽车集团股份有限公司 | 一种油压控制阀阀座 |
JP6780573B2 (ja) * | 2017-04-21 | 2020-11-04 | 株式会社デンソー | バルブタイミング調整装置 |
JP6879243B2 (ja) * | 2018-03-22 | 2021-06-02 | 株式会社デンソー | 弁装置 |
JP7021584B2 (ja) * | 2018-03-28 | 2022-02-17 | いすゞ自動車株式会社 | 内燃機関の可変動弁装置 |
US11118464B2 (en) | 2018-10-11 | 2021-09-14 | General Electric Company | Aircraft gas turbine engine blade pitch change mechanism |
KR101992795B1 (ko) * | 2019-01-04 | 2019-06-25 | 콘티넨탈 오토모티브 시스템 주식회사 | 캠 제어 장치 및 방법 |
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JP2002332875A (ja) * | 2001-05-08 | 2002-11-22 | Mitsubishi Electric Corp | 内燃機関のバルブタイミング制御装置 |
JP2003106115A (ja) * | 2001-08-14 | 2003-04-09 | Borgwarner Inc | 位相器 |
JP2005009393A (ja) * | 2003-06-18 | 2005-01-13 | Fuji Heavy Ind Ltd | エンジンのバルブタイミング制御装置 |
JP2005264950A (ja) * | 1993-05-03 | 2005-09-29 | Borgwarner Inc | カム軸に伝達する手段への流体源からの液圧流体の流れを制御する方法 |
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US5218935A (en) * | 1992-09-03 | 1993-06-15 | Borg-Warner Automotive Transmission & Engine Components Corporation | VCT system having closed loop control employing spool valve actuated by a stepper motor |
US5497738A (en) * | 1992-09-03 | 1996-03-12 | Borg-Warner Automotive, Inc. | VCT control with a direct electromechanical actuator |
KR100406777B1 (ko) | 1999-08-17 | 2003-11-21 | 가부시키가이샤 덴소 | 가변밸브 타이밍 제어장치 |
JP2006121419A (ja) | 2004-10-21 | 2006-05-11 | Nikon Corp | 無線通信機能付きカメラ |
US7434554B2 (en) * | 2006-05-19 | 2008-10-14 | Denso Corporation | Controller for vane-type variable valve timing adjusting mechanism |
-
2007
- 2007-04-23 CN CNA2007800013476A patent/CN101356351A/zh active Pending
- 2007-04-23 WO PCT/JP2007/058695 patent/WO2007125842A1/ja active Application Filing
- 2007-04-23 US US12/065,366 patent/US7845321B2/en not_active Expired - Fee Related
- 2007-04-23 DE DE112007000050T patent/DE112007000050T5/de not_active Withdrawn
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2005264950A (ja) * | 1993-05-03 | 2005-09-29 | Borgwarner Inc | カム軸に伝達する手段への流体源からの液圧流体の流れを制御する方法 |
JP2001159330A (ja) * | 1999-12-02 | 2001-06-12 | Denso Corp | 内燃機関の可変バルブタイミング制御装置 |
JP2002332875A (ja) * | 2001-05-08 | 2002-11-22 | Mitsubishi Electric Corp | 内燃機関のバルブタイミング制御装置 |
JP2003106115A (ja) * | 2001-08-14 | 2003-04-09 | Borgwarner Inc | 位相器 |
JP2005009393A (ja) * | 2003-06-18 | 2005-01-13 | Fuji Heavy Ind Ltd | エンジンのバルブタイミング制御装置 |
Also Published As
Publication number | Publication date |
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US20090151671A1 (en) | 2009-06-18 |
DE112007000050T5 (de) | 2008-08-07 |
CN101356351A (zh) | 2009-01-28 |
US7845321B2 (en) | 2010-12-07 |
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