CN111365090B - Camshaft phasing system - Google Patents

Camshaft phasing system Download PDF

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Publication number
CN111365090B
CN111365090B CN201811590978.2A CN201811590978A CN111365090B CN 111365090 B CN111365090 B CN 111365090B CN 201811590978 A CN201811590978 A CN 201811590978A CN 111365090 B CN111365090 B CN 111365090B
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CN
China
Prior art keywords
control valve
oil control
rotor
boss part
phasing system
Prior art date
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Application number
CN201811590978.2A
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Chinese (zh)
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CN111365090A (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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Publication date
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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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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • 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 comprising a rotor (1) and a centrally arranged engine oil control valve (3) penetrating the rotor (1), wherein the rotor (1) is provided with a protruding part (2) protruding towards the centrally arranged engine oil control valve (3), the protruding part divides a space between the rotor (1) and the centrally arranged engine oil control valve (3) into a first cavity (A) and a second cavity (B), and the protruding part (2) is in clearance fit with the centrally arranged engine oil control valve (3), a boss part (4) is arranged on the periphery of the centrally arranged engine oil control valve (3), and the outer diameter of the boss part (4) is larger than the inner diameter of the protruding part (2), so that the first cavity (A) and the second cavity (B) are isolated from liquid.

Description

Camshaft phasing system
Technical Field
The invention relates to a cam shaft phasing system, in particular to a hydraulic cam shaft phasing system.
Background
In the field of variable camshaft drive, an important technical solution is to use a camshaft phasing system. The camshaft phasing system continuously changes the angular position of the camshaft relative to the drive wheel during operation of the internal combustion engine, and delays the timing of opening and closing of the scavenging valve by adjusting the rotation of the camshaft, thereby improving the fuel consumption and the operating characteristics of the internal combustion engine. The camshaft phasing system includes a phaser and a centrally-mounted engine oil control valve. The phaser has a stator in rotationally fixed connection with the drive wheel and a rotor in rotationally fixed connection with the camshaft, wherein the rotor is arranged radially inside the stator and can be rotated relative to the stator by adjusting the hydraulic pressure in the two chambers of the rotor, so that the angular position of the camshaft relative to the drive wheel is changed. Hydraulic pressure is provided into the two chambers by a centrally-mounted oil control valve disposed radially inward of the rotor.
The most common design in the current market is that the radial fit of the rotors of the center engine oil control valve and phaser is a clearance fit. However, this clearance fit can allow fluid leakage between the two hydraulic chambers, thereby compromising the control stability of the camshaft phasing system. It is therefore necessary to take the necessary sealing measures to reduce the leakage of fluid between the two hydraulic chambers.
In patent document CN 103867247B, a camshaft phasing system is disclosed in which a seal ring is provided between a centrally-located oil control valve and the radial direction of the rotor of the phaser, thereby reducing leakage of fluid between the two hydraulic chambers. However, the addition of the seal ring makes the production process of the cam shaft phasing system more complex, thereby increasing the cost of the product, and therefore, such a design is not common in the market place.
In WO 2018/157881 A1, a camshaft phasing system is also disclosed, 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 axially and partially bears radially against the central oil control valve and the rotor of the phaser, and openings are provided in the sealing sleeve for supplying medium to the hydraulic chamber. However, such a sealing sleeve is costly to manufacture and is complex to assemble.
Disclosure of Invention
The object of the present invention is therefore to provide a camshaft phasing system in which a good sealing is provided between the hydraulic chamber separated by the rotor of the phaser and the centrally located 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 centrally located oil control valve passing through the rotor, wherein the rotor has a bulge protruding towards the centrally located oil control valve, the bulge divides the space between the rotor and the centrally located oil control valve into a first cavity and a second cavity, and the bulge is in clearance fit with the centrally located oil control valve, wherein a boss portion is provided at the periphery of the centrally located oil control valve, the outer diameter of the boss portion being larger than the inner diameter of the bulge, such that the first cavity and the second cavity are fluidly isolated.
Within the scope of the present invention, a camshaft phasing system includes a phaser and a centrally-mounted oil control valve (i.e., a center bolt). The phaser has a stator, which is connected to the drive wheel in a rotationally fixed manner, for example, and a rotor, which is arranged radially inside the stator, which is connected to the camshaft in a rotationally fixed manner, for example. The centrally-mounted engine oil control valve supplies hydraulic fluid to the first and second chambers, and changes the angular position of the camshaft relative to the drive wheel by adjusting the pressure difference of the hydraulic fluid in the first and second chambers to cause the rotor to rotate relative to the stator. According to the invention, the outer periphery of the centrally-mounted engine oil control valve is provided with the annular boss part, and the outer diameter of the boss part is larger than the inner diameter of the protruding part of the rotor, so that a separate sealing piece is not required to be additionally arranged, the first cavity and the second cavity are isolated from each other in a liquid-proof manner, and the control stability of the camshaft phasing system is prevented from being influenced by liquid leakage between the hydraulic cavities.
In a preferred embodiment, one end of the boss portion of the outer periphery of the center-placed oil control valve abuts against the projection of the rotor of the phase modulator so that the first chamber and the second chamber are fluidly isolated. For example, the axial end face or the axial stepped face of the boss portion is brought into contact with the axial end face of the projection of the rotor, so that the hydraulic fluid is isolated.
In another preferred embodiment, the boss portion of the outer periphery of the center-mounted oil control valve forms an interference fit with the boss portion of the rotor of the phase modulator at least partially, 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 of system space, realize the design of lightweight.
In this case, it is necessary to appropriately design an interference fit between the boss portion of the center-placed oil control valve and the boss portion of the rotor so that additional friction between the rotor and the center-placed oil control valve is within an acceptable range while ensuring that the first chamber and the second chamber are fluidly isolated, and it is also necessary to ensure that the piston of the center-placed oil control valve can freely move in the housing because the housing of the center-placed oil control valve is radially pressed.
Therefore, it is preferable that the boss portion of the center-placed oil control valve and the protruding portion of the rotor form an interference fit having an axial length of greater than 0 and equal to or less than 4.5mm. Particularly preferably, the axial length of the interference fit is in the range of 0.05mm to 2 mm.
And therefore, it is preferable that the boss portion of the center-placed oil control valve has an outer diameter larger than an inner diameter of the boss portion of the rotor by 0.005mm to 0.1mm. It is particularly preferable that 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 center-mounted oil control valve is a slope. Alternatively, the end face of the boss portion is an arcuate face. The end surface refers to a connection surface or a transition surface of the boss portion and a section of the center-placed engine oil control valve where the boss portion is not provided. The end face of the boss part is designed to be an inclined plane or an arc-shaped surface with any radian, which is beneficial to machining.
In a further advantageous embodiment, the boss part of the mid-set oil control valve is manufactured by turning the housing of the mid-set oil control valve. Alternatively, the boss portion is manufactured by deep drawing a housing of the center engine oil control valve.
Thus, according to the concept of the present invention, the first chamber and the second chamber are fluidly isolated by providing the boss portion having an outer diameter larger than an inner diameter of the rotor protrusion at the outer circumference of the center-set oil control valve. Thereby avoiding the influence on the control stability of the cam shaft phasing system due to the liquid leakage between the hydraulic cavities. In addition, since there is no need to provide a separate seal, the cost of the cam shaft 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 centrally-mounted engine oil control valve, the axial length of the rotor can be properly reduced, so that the requirement on system space is reduced, and the light design and lower cost are realized.
Drawings
Preferred embodiments of the present invention are schematically illustrated below with reference to the accompanying drawings. The attached drawings are as follows:
figure 1 is a cross-sectional view of a camshaft phasing system according to a preferred embodiment of the invention,
FIG. 2 is an enlarged view of a portion of the phasing system of the camshaft 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 centrally-mounted oil control valve 3 (i.e., a center bolt). The phaser has a stator and a rotor 1 arranged radially inside the stator, wherein the stator is connected to the drive wheel in a rotationally fixed manner and the rotor is connected to the camshaft in a rotationally fixed manner. The center-mounted oil control valve 3 passes through the rotor 1, and the center-mounted oil control valve 3 is arranged coaxially with the rotor 1. The rotor 1 has a convex portion 2 that protrudes toward the center-placed oil control valve 3. The bulge 2 divides the space between the rotor 1 and the centrally-mounted oil control valve 3 into a first chamber a and a second chamber B. The center engine oil control valve 3 supplies hydraulic fluid to the first chamber a and the second chamber B, and changes the angular position of the camshaft relative to the drive wheel by adjusting the pressure difference of the hydraulic fluid in the first chamber a and the second chamber B so that the rotor rotates relative to the stator.
Fig. 2 is an enlarged view of a part of the phasing system of the camshaft according to fig. 1, in which the cooperation between the projection 2 of the rotor 1 and the centrally placed oil control valve 3 can be clearly seen. As shown, a boss portion 4 is provided at the outer periphery of the center-mounted oil control valve 3, and the boss portion 4 is at least partially interference-fitted with the boss portion 2 of the rotor 1. Particularly preferably, the axial length of the interference fit is in the range of 0.05mm to 2 mm. It is particularly preferable that 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 from each other in a liquid manner without increasing cost, and the control stability of the cam shaft 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 center-placed oil control valve is within an acceptable range, and this embodiment can ensure the functional reliability of the piston of the center-placed oil control valve.
While possible embodiments are exemplarily described in the above description, it should be understood that there are numerous variations of the embodiments still through all known and furthermore easily conceivable combinations of technical features and embodiments by the skilled person. 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. The technical teaching for converting at least one exemplary embodiment is provided more in the foregoing description to the skilled person, wherein various changes may be made without departing from the scope of the claims, in particular with regard to the function and structure of the components.
List of reference numerals
1. Rotor
2. Projection part
3. Centrally-mounted engine oil control valve
4. Boss portion
A first cavity
B second cavity

Claims (7)

1. Camshaft phasing system comprising a rotor (1) and a centrally placed oil control valve (3) passing through the rotor (1), wherein the rotor (1) has a bulge (2) bulging towards the centrally placed oil control valve (3), the bulge separates the space between the rotor (1) and the centrally placed oil control valve (3) into a first chamber (a) and a second chamber (B), and the bulge (2) is in clearance fit with the centrally placed oil control valve (3), characterized in that,
the periphery of the middle-set engine oil control valve (3) is provided with a boss part (4), the outer diameter of the boss part (4) is larger than the inner diameter of the protruding part (2), one end of the boss part (4) is propped against the protruding part (2) or the boss part (4) at least partially forms interference fit with the protruding part (2), so that the first cavity (A) and the second cavity (B) are isolated from each other in a liquid mode, and the clearance fit is formed between the protruding part (2) and the peripheral section of the middle-set engine oil control valve (3) where the boss part (4) is not arranged.
2. Camshaft phasing system according to claim 1, 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 less than or equal to 4.5mm.
3. Camshaft phasing system according to claim 1, 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).
4. Camshaft phasing system according to claim 1, characterized in that the end face of the boss part (4) is a bevel, which end face is a junction or transition face of the boss part (4) and a section of the centrally arranged oil control valve (3) where the boss part (4) is not provided.
5. Camshaft phasing system according to claim 1, characterized in that the end face of the boss part (4) is an arc-shaped face, which is a junction or transition face of the boss part and a section of the centrally arranged oil control valve where the boss part is not provided.
6. Camshaft phasing system according to claim 1, characterized in that the boss part (4) is manufactured by turning the housing of the centrally located oil control valve (3).
7. Camshaft phasing system according to claim 1, characterized in that the boss part (4) is manufactured by deep drawing the housing of the centrally placed 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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CN111365090B true CN111365090B (en) 2024-03-22

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Citations (7)

* 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
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

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009138611A (en) * 2007-12-05 2009-06-25 Denso Corp Valve timing adjustment device

Patent Citations (7)

* 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
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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