CN111365090A - Camshaft phasing system - Google Patents

Camshaft phasing system Download PDF

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Publication number
CN111365090A
CN111365090A CN201811590978.2A CN201811590978A CN111365090A CN 111365090 A CN111365090 A CN 111365090A CN 201811590978 A CN201811590978 A CN 201811590978A CN 111365090 A CN111365090 A CN 111365090A
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CN
China
Prior art keywords
control valve
oil control
rotor
phasing system
camshaft phasing
Prior art date
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Granted
Application number
CN201811590978.2A
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Chinese (zh)
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CN111365090B (en
Inventor
王朋
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 Holding China Co Ltd
Original Assignee
Schaeffler Technologies AG and Co KG
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Priority to CN201811590978.2A priority Critical patent/CN111365090B/en
Publication of CN111365090A publication Critical patent/CN111365090A/en
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Publication of CN111365090B publication Critical patent/CN111365090B/en
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    • 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
    • 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
    • F01L2001/34433—Location 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
    • F01L2001/34479—Sealing of phaser devices

Abstract

The invention relates to a camshaft phasing system, which comprises a rotor (1) and a central engine oil control valve (3) penetrating through the rotor (1), wherein the rotor (1) is provided with a convex part (2) protruding towards the central engine oil control valve (3), the convex part divides a space between the rotor (1) and the central engine oil control valve (3) into a first cavity (A) and a second cavity (B), and the convex part (2) is in clearance fit with the central engine oil control valve (3), wherein a boss part (4) is arranged on the periphery of the central engine oil control valve (3), the outer diameter of the boss part (4) is larger than the inner diameter of the convex part (2), so that the first cavity (A) and the second cavity (B) are in liquid isolation.

Description

Camshaft phasing system
Technical Field
The invention relates to a camshaft phase modulation system, in particular to a hydraulic camshaft phase modulation system.
Background
In the field of variable camshaft drives, an important solution is to use a camshaft phasing system. A camshaft phasing system continuously varies the angular position of a camshaft relative to a drive wheel during operation of an internal combustion engine, and delays the opening and closing times of gas exchange valves by adjusting the rotation of the camshaft, thereby improving fuel consumption and operating characteristics of the internal combustion engine. The camshaft phasing system includes a phaser and a central engine oil control valve. The phaser has a stator which is connected to the drive wheel in a rotationally fixed manner and a rotor which is connected to the camshaft in a rotationally fixed manner, wherein the rotor is arranged radially inside the stator and can be rotated relative to the stator by adjusting the hydraulic pressure in two chambers of the rotor, so that the angular position of the camshaft relative to the drive wheel is changed. Hydraulic pressure is supplied to the two chambers by a central oil control valve disposed radially inward of the rotor.
The most common design currently on the market is a mid-set oil control valve and the radial fit of the phaser rotor is a clearance fit. However, such clearance fit may cause fluid leakage between the two hydraulic chambers, thereby compromising control stability of the camshaft phasing system. It is therefore necessary to take the necessary sealing measures to reduce the leakage of liquid between the two hydraulic chambers.
In patent document CN 103867247B, a camshaft phasing system is disclosed, in which a seal ring is provided between the central oil control valve and the rotor of the phaser in the radial direction, so as to reduce the leakage of fluid between the two hydraulic chambers. However, the addition of the sealing ring makes the production process of the camshaft phasing system more complicated, which in turn increases the cost of the product, and therefore such a design is not common in the market.
In WO 2018/157881 a1, a camshaft phasing system is also known, in which a deformable sealing sleeve is arranged between the central oil control valve and the rotor of the phaser in the radial direction, which sealing sleeve extends in the axial direction and bears partially in the radial direction against the central oil control valve and the rotor of the phaser, and in which an opening for supplying medium to the hydraulic chamber is provided in the sealing sleeve. However, such sealing sleeves are expensive to manufacture and complicated to assemble.
Disclosure of Invention
Therefore, an object of the present invention is to provide a camshaft phasing system in which a good sealing performance is obtained between a hydraulic chamber partitioned by a rotor of a phaser and a central oil control valve, and which is easy and inexpensive to manufacture.
The technical problem is solved by a camshaft phasing system comprising a rotor and a central engine oil control valve passing through the rotor, wherein the rotor has a protrusion protruding towards the central engine oil control valve, the protrusion divides a space between the rotor and the central engine oil control valve into a first cavity and a second cavity, and the protrusion is in clearance fit with the central engine oil control valve, wherein a boss part is arranged on the periphery of the central engine oil control valve, and the outer diameter of the boss part is larger than the inner diameter of the protrusion, so that the first cavity and the second cavity are isolated in a liquid manner.
Within the scope of the present invention, a camshaft phasing system includes a phaser and a central oil control valve (i.e., a center bolt). The phaser has a stator, which is connected in a rotationally fixed manner, for example, to the drive wheel, and a rotor, which is arranged radially inside the stator, which is connected in a rotationally fixed manner, for example, to the camshaft. The central-type oil control valve supplies hydraulic fluid to the first chamber and the second chamber, and causes the rotor to rotate relative to the stator by adjusting a pressure difference of the hydraulic fluid in the first chamber and the second chamber, thereby changing an angular position of the camshaft relative to the driving wheel. According to the invention, the boss part with a circular ring shape, for example, can be arranged on the periphery of the central engine oil control valve, the outer diameter of the boss part is larger than the inner diameter of the bulge part of the rotor, so that a separate sealing element is not required to be additionally arranged, the first cavity and the second cavity are separated in a liquid-saving mode, and the control stability of a camshaft phasing system is prevented from being influenced by liquid leakage between the hydraulic cavities.
In a preferred embodiment, one end of a boss portion of the outer periphery of the central type oil control valve abuts against a projection of a rotor of a phase modulator, so that the first chamber and the second chamber are liquid-isolated. For example, the axial end faces or axial step faces of the land portions abut against the axial end faces of the projections of the rotor, thereby isolating the hydraulic fluid.
In another preferred embodiment, a peripheral land portion of the central oil control valve forms an interference fit at least partially with a lobe of a rotor of the phase modulator, such that the first and second chambers are fluidly isolated. Through interference fit's design, can suitably reduce the axial length of rotor to reduce the demand in system space, realize lightweight design.
In this case, it is necessary to appropriately design the interference fit between the boss portion of the mid-type oil control valve and the projection of the rotor so that the additional friction between the rotor and the mid-type oil control valve is within an acceptable range while ensuring the fluid isolation of the first chamber and the second chamber, and to ensure that the piston of the mid-type oil control valve can freely move in the housing due to the radial compression of the housing of the mid-type oil control valve.
Therefore, it is preferable that the axial length of the interference fit formed by the boss portion of the mid-set type oil control valve and the boss portion of the rotor is greater than 0 and equal to or less than 4.5 mm. Particularly preferably, the axial length of the interference fit is in the range 0.05mm to 2 mm.
And therefore, it is preferable that the outer diameter of the boss portion of the mid-set oil control valve is larger than the inner diameter of the protrusion of the rotor by 0.005mm to 0.1 mm. Particularly preferably, the outer diameter of the boss portion is 0.01mm to 0.05mm larger than the inner diameter of the projection.
In an advantageous embodiment, the end face of the boss portion of the central oil control valve is a chamfer. Alternatively, the end face of the boss portion is an arcuate face. The end face refers to a connecting face or a transition face of the boss portion and a section of the built-in oil control valve where the boss portion is not provided. The end face of the boss part is designed into an inclined plane or an arc-shaped surface with any radian, so that machining is facilitated.
In another advantageous embodiment, the boss portion of the central oil control valve is manufactured by turning the housing of the central oil control valve. Alternatively, the boss portion is manufactured by deep drawing a housing of the central type oil control valve.
Thus, according to the concept of the present invention, the first chamber and the second chamber are liquid-isolated by providing a boss portion having an outer diameter larger than an inner diameter of the rotor protrusion at an outer periphery of the mid-type oil control valve. Therefore, the control stability of the camshaft phase modulation system is prevented from being influenced by liquid leakage among the hydraulic cavities. In addition, because no separate sealing element is required to be additionally arranged, the cost of the camshaft phasing system can be reduced. Particularly, under the condition that the protruding part of the rotor is in interference fit with the boss part of the central engine oil control valve, the axial length of the rotor can be properly reduced, so that the requirement of system space is reduced, and light design and lower cost are realized.
Drawings
Preferred embodiments of the present invention are schematically illustrated in the following with reference to the accompanying drawings. The attached drawings are as follows:
figure 1 is a cross-sectional view of a camshaft phasing system in accordance with a preferred embodiment of the invention,
fig. 2 is an enlarged view of a portion of the camshaft phasing system according to fig. 1.
Detailed Description
Fig. 1 shows a cross-sectional view of a camshaft phasing system according to a preferred embodiment of the invention. The camshaft phasing system includes a phaser and a central oil control valve 3 (i.e., a center bolt). The phaser has a stator, which is connected to the drive wheel in a rotationally fixed manner, and a rotor 1, which is arranged radially inside the stator and is connected to the camshaft in a rotationally fixed manner. The central engine oil control valve 3 passes through the rotor 1, and the central engine oil control valve 3 is arranged coaxially with the rotor 1. The rotor 1 has a projection 2 projecting toward a mid-set oil control valve 3. The protrusion 2 divides a space between the rotor 1 and the mid-type oil control valve 3 into a first chamber a and a second chamber B. The central oil control valve 3 supplies hydraulic fluid to the first chamber a and the second chamber B, and causes the rotor to rotate relative to the stator by adjusting a pressure difference of the hydraulic fluid in the first chamber a and the second chamber B, thereby changing an angular position of the camshaft relative to the driving wheel.
Fig. 2 is a partially enlarged view of the camshaft phasing system according to fig. 1, in which the cooperation between the projection 2 of the rotor 1 and the central oil control valve 3 can be clearly seen. As shown in the figure, a boss portion 4 is provided on the outer periphery of the central oil control valve 3, and the boss portion 4 is at least partially interference-fitted with the boss 2 of the rotor 1. Particularly preferably, the axial length of the interference fit is in the range 0.05mm to 2 mm. Particularly preferably, the outer diameter of the boss portion 4 is 0.01mm to 0.05mm larger than the inner diameter of the projection 2. Therefore, the first cavity A and the second cavity B are isolated in a liquid mode without increasing the cost, and the control stability of the camshaft phasing system is prevented from being influenced by liquid leakage between the two hydraulic cavities A and B. Furthermore, the additional friction between the rotor and the central oil control valve is within an acceptable range, and such an embodiment can guarantee the functional reliability of the piston of the central oil control valve.
Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.
List of reference numerals
1 rotor
2 projection
3 central engine oil control valve
4 boss part
A first chamber
B second Chamber

Claims (9)

1. A camshaft phasing system comprising a rotor (1) and a central oil control valve (3) passing through the rotor (1), wherein the rotor (1) has a projection (2) projecting toward the central oil control valve (3), the projection dividing a space between the rotor (1) and the central oil control valve (3) into a first chamber (A) and a second chamber (B), and the projection (2) is clearance-fitted to the central oil control valve (3), characterized in that,
a boss part (4) is arranged on the periphery of the central engine oil control valve (3), and the outer diameter of the boss part (4) is larger than the inner diameter of the bulge part (2), so that the first cavity (A) and the second cavity (B) are isolated in a liquid mode.
2. Camshaft phasing system according to claim 1, characterized in that one end of the boss part (4) abuts against the projection (2) so that the first chamber (a) and the second chamber (B) are liquid-isolated.
3. Camshaft phasing system according to claim 1, characterized in that the boss portion (4) forms an interference fit at least partially with the projection (2) so that the first cavity (a) and the second cavity (B) are liquid-isolated.
4. A camshaft phasing system according to claim 3, characterized in that the axial length of the interference fit formed by the boss portion (4) and the projection (2) is greater than 0 and equal to or less than 4.5 mm.
5. A camshaft phasing system according to claim 3, characterized in that the outer diameter of the boss portion (4) is 0.005mm to 0.1mm larger than the inner diameter of the projection (2).
6. Camshaft phasing system according to claim 1, characterized in that the end face of the boss part (4) is bevelled.
7. Camshaft phasing system according to claim 1, characterized in that the end face of the boss part (4) is an arc-shaped face.
8. Camshaft phasing system according to claim 1, characterized in that the boss part (4) is manufactured by turning the housing of the central oil control valve (3).
9. Camshaft phasing system according to claim 1, characterized in that the boss part (4) is manufactured by deep drawing the housing of the central oil control valve (3).
CN201811590978.2A 2018-12-25 2018-12-25 Camshaft phasing system Active CN111365090B (en)

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Application Number Priority Date Filing Date Title
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Application Number Priority Date Filing Date Title
CN201811590978.2A CN111365090B (en) 2018-12-25 2018-12-25 Camshaft phasing system

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CN111365090A true CN111365090A (en) 2020-07-03
CN111365090B CN111365090B (en) 2024-03-22

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4799514A (en) * 1987-03-26 1989-01-24 Toyoda Koki Kabushiki Kaisha Rotary servovalve for power-assisted steering system
US20090145386A1 (en) * 2007-12-05 2009-06-11 Denso Corporation Valve timing adjusting apparatus
CN103225522A (en) * 2012-01-26 2013-07-31 株式会社电装 Valve timing controller and assembling method of the same
CN104712388A (en) * 2013-12-17 2015-06-17 株式会社电装 Oil pressure control valve and valve timing controller
DE102015204754A1 (en) * 2015-03-17 2016-09-22 Schaeffler Technologies AG & Co. KG Camshaft adjuster with nose on rotor inside
DE102016201513A1 (en) * 2016-02-02 2017-08-03 Schaeffler Technologies AG & Co. KG Camshaft adjuster with separating sleeve
DE102017120593A1 (en) * 2017-03-30 2018-10-04 Schaeffler Technologies AG & Co. KG Rotor with step-like inner contour, central valve screw with radially projecting sealing element and camshaft adjuster
DE102017107808A1 (en) * 2017-04-11 2018-10-11 Schaeffler Technologies AG & Co. KG Hydraulic camshaft adjuster with elastic sealing element

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4799514A (en) * 1987-03-26 1989-01-24 Toyoda Koki Kabushiki Kaisha Rotary servovalve for power-assisted steering system
US20090145386A1 (en) * 2007-12-05 2009-06-11 Denso Corporation Valve timing adjusting apparatus
CN103225522A (en) * 2012-01-26 2013-07-31 株式会社电装 Valve timing controller and assembling method of the same
CN104712388A (en) * 2013-12-17 2015-06-17 株式会社电装 Oil pressure control valve and valve timing controller
DE102015204754A1 (en) * 2015-03-17 2016-09-22 Schaeffler Technologies AG & Co. KG Camshaft adjuster with nose on rotor inside
DE102016201513A1 (en) * 2016-02-02 2017-08-03 Schaeffler Technologies AG & Co. KG Camshaft adjuster with separating sleeve
DE102017120593A1 (en) * 2017-03-30 2018-10-04 Schaeffler Technologies AG & Co. KG Rotor with step-like inner contour, central valve screw with radially projecting sealing element and camshaft adjuster
DE102017107808A1 (en) * 2017-04-11 2018-10-11 Schaeffler Technologies AG & Co. KG Hydraulic camshaft adjuster with elastic sealing element

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