DE102013212942C5 - Fluid supply, such as an oil supply, for a central valve system for a dry belt drive - Google Patents

Abstract

Camshaft adjuster actuator unit (1) with a camshaft adjuster (2) of the vane cell type in which there is a central valve (3) that distributes a pressure fluid, such as oil, and with an adjustment actuator (4), for example in the manner of an electrically operated central magnetic actuator, which controls the pressure fluid distribution on the central valve (3), the camshaft adjuster (2) being driven or drivable by means of a dry-running traction drive, for example by means of a belt, and having a stator (5) and a rotor (6) rotatably mounted therein , and wherein there is a pressure fluid distribution chamber (8) that can be filled with pressure fluid via the central valve (3) and at least one pressure fluid return line (40) is introduced into the rotor (6), characterized in that the pressure fluid return line (40) passes through the rotor in the axial direction (6) and extends in the radial direction at a distance from the central valve (3) in the rotor (6).

Description

• I. Das deutsche Patent 10 2013 212 942 wird dadurch teilweise für nichtig erklärt, dass Patentanspruch 8 gestrichen wird.
• IV. Urteil

the 4th Senate (Nullity Senate) of the Federal Patent Court on the basis of the oral hearing on August 11, 2020 and Ing
recognized for right:

• I. The German patent 10 2013 212 942 is partially annulled by the fact that claim 8 is deleted.
• IV. Judgment

Field of the invention

The invention relates to a camshaft adjuster actuator unit with a camshaft adjuster of the vane cell type in which there is a central valve that distributes a pressure fluid, such as oil, and with an adjustment actuator, for example in the manner of an electrically operated central magnetic actuator, which controls the pressure fluid distribution on the central valve , wherein the camshaft adjuster is driven or drivable by means of a dry-running traction drive, for example by means of a belt, and has a stator and a rotor rotatably mounted therein, and there is a pressure fluid distribution chamber that can be filled with pressure fluid via the central valve and at least one pressure fluid return line into the rotor is introduced, and a drive train for a motor vehicle, with such a camshaft adjuster actuator unit, a camshaft that is connected at least in the operating state to the rotor of the camshaft adjuster, and a dry run end traction drive, such as a belt drive, the traction drive at least in the operating state drives the stator of the camshaft adjuster.

Various designs of camshaft adjuster / actuator units comprising a camshaft adjuster designed as kits are already known from the prior art. From the DE 10 2008 051 145 A1 For example, a camshaft adjuster design with a belt drive is known. The camshaft adjuster disclosed herein with a belt drive is intended for an internal combustion engine. It comprises a stator driven by a crankshaft of the internal combustion engine via a belt, a rotor connected in a rotationally fixed manner to the camshaft, and working chambers arranged between the rotor and the stator to which an oil pressure can be applied. The working chambers are divided into oppositely acting pressure chambers by vanes assigned to the rotor. To control the oil pressure in the pressure chambers of the working chambers, a central valve with a longitudinally displaceable piston guided in the central valve is provided, which can be acted upon by an actuator from a control side of the camshaft adjuster. The camshaft adjuster has a seal on its control side which prevents the oil flow from escaping into the installation space that accommodates the belt drive.

Further prior art is from DE 10 2011 050 084 A1 known.

In these systems, however, one and the same fluid line, namely a centrally arranged line, is mostly used in the connection area to the central valve for introducing the hydraulic medium / pressure fluid into the central valve and for discharging the pressure fluid out of the central valve. Therefore, in these systems, the pressure fluid lines are used at least in sections for both a fluid supply and a fluid discharge. This can lead to increased flow resistances in some operating states, and the flows in the system can have an unfavorable effect on the seals. Under certain circumstances, the pressure peaks here are so great that the seals that seal the camshaft adjuster fluid system from the surroundings of the camshaft adjuster become leaky. As a result, pressure fluid can pass through the seal between the adjustment actuator and the camshaft adjuster / rotor in some operating situations. This has disadvantages in particular on the part of the drive of the camshaft adjuster / stator in the case of a dry-running traction drive, which is designed, for example, as a belt drive. On the one hand, wetting the traction device with hydraulic fluid worsens the friction conditions between the stator-fixed traction device receiving part and the traction device; on the other hand, the service life of the traction drive itself deteriorates Hydraulic fluids, especially by oil, mostly adversely affected. Under certain circumstances, this then leads to damage or impairment of a dry-running traction mechanism drive, such as a belt drive.

It is therefore the object of the present invention to eliminate the disadvantages known from the prior art and to provide a pressurized fluid delivery system with a flow-optimized pressurized fluid supply and discharge.

Disclosure of the invention

This invention is achieved according to the invention in that the pressure fluid return line runs continuously through the rotor in the axial direction (axial direction of the axis of rotation of the camshaft adjuster) and extends in the radial direction at a distance from the central valve in the rotor.

This makes it possible to achieve a clear spatial separation of the (concentric) pressure fluid supply line, in the camshaft adjuster center, in which the central valve is arranged, from the pressure fluid return line, the pressure fluid return line being positioned eccentrically, at a distance from the central valve. As a result, the two pressure fluid lines are clearly separated and a flow-optimized pressure fluid circuit is made available. The pressure fluid return line is designed in such a way that no additional components need to be used and the pressure fluid return can therefore also be designed cost-effectively. In addition, the pressure fluid return line can be routed to the tank at a different (eccentric) point on the camshaft adjuster, essentially parallel to the central valve, regardless of the design and the structural dimensions of the central valve. As a result, the side of the camshaft adjuster facing the adjustment actuator can be designed free of outlet or inlet bores for connecting the pressure fluid return or pressure fluid supply lines. This further reduces the probability of leakage in the area between the adjustment actuator and the camshaft adjuster.

Additional designs are claimed in the subclaims and explained in detail below.

According to a further embodiment, it is advantageous if the pressure fluid return line connects to the central valve on an axial side of the central valve facing the adjustment actuator. As a result, a particularly compact design of the line system providing the pressure fluid distribution can be configured.

It is also advantageous if the pressure fluid return line extends in the axial and / or radial direction from the pressure fluid distribution space into the adjustment actuator. The adjustment actuator can thus also be supplied with pressure fluid. On the one hand, this has the advantage that the adjustment actuator is also lubricated. For example, the electromagnetically actuated actuator pin / plunger, which then pushes the central valve from a first position into a second position, can be lubricated with fluid. On the other hand, the pressure fluid then also serves as a coolant and can be passed through the adjustment actuator so that the coil, which can be actuated by electrical energy, and its periphery are cooled. In this way, in particular, the performance of the adjustment actuator can be further increased.

In addition, a pressure fluid supply line can also connect to the central valve on a side of the central valve facing away from the adjustment actuator. As a result, there is an even more pronounced spatial separation between the pressure fluid supply and pressure fluid discharge line. The adjustment actuator can then be arranged on the output side directly next to the central valve and itself form the pressure fluid return line leading away from the central valve. This has further advantages in terms of flow, since the pressurized fluid supply line can be routed directly to the central valve inlet over a short distance and only after the pressurized fluid has flowed through the central valve and the pressure chambers have been activated, the pressurized fluid is then passed on through the pressurized fluid return line. Thus, in particular, the flow of the pressure fluid to the central valve is further hydrodynamically optimized.

According to a further advantageous embodiment, it is also possible for the pressure fluid return line to be connected to a cavity that receives a return spring of the camshaft adjuster. As a result, the cavity which receives the return spring can also be supplied with pressure fluid and the return spring can be surrounded by pressure fluid. This helps in particular to significantly dampen undesired resonance effects of the return spring in certain operating states, since the pressure fluid can have a dampening effect on the return spring, which is dynamically rocking in some operating states.

It is also possible for the central valve to be arranged concentrically to the axis of rotation of the camshaft adjuster. As a result, the central valve is fixed centrally and the pressure chambers formed between the rotor and the stator can be supplied with pressure fluid / fluid over the shortest possible route. Due to the central arrangement, the pressure chambers are evenly supplied with the fluid.

It is also useful if the pressure fluid return line runs in the axial direction through a radial bearing provided to accommodate the camshaft, such as a plain bearing or a roller bearing, and / or the pressure fluid return line opens into an opening which can be connected to a tank and which is designed to run in this way in the radial direction is that in the installed position of the camshaft adjuster it extends upwards / in a direction against the force of gravity. As the pressure fluid return line runs in the axial direction through a radial bearing, a considerable amount of installation space can be saved and additional fluid channels can be dispensed with, in particular in the area of the radial bearing. This further reduces the manufacturing costs. For example, in the rolling bearing, the free space that already exists between the rolling elements arranged in a cage could be used for the passage of fluid.

The statements for the pressure fluid return line also apply to the pressure fluid supply line.

If the pressure fluid return line is also provided with an opening which is directed upwards / against the force of gravity, and is mounted, for example, in a component fixed to the cylinder head housing, then in every position of the camshaft adjuster, for example, when the internal combustion engine is at a standstill, pressure fluid is avoided from the system of the central valve leaks out and air or other gases may be introduced into the system. In addition, the pressure fluid return line can also be used at the same time as a ventilation line, by means of which gases, such as air, located in the pressure fluid circuit can be discharged.

It is also advantageous if the pressure fluid distribution space is sealed off from the surroundings of the camshaft adjuster. The environment, which is, for example, a receiving space for the traction mechanism drive (dry / dry running) driving the camshaft adjuster / stator of the camshaft adjuster, can thus be reliably sealed and is independent of the fluid delivery circuit. An undesired filling of the receiving space of the dry running traction mechanism drive is avoided.

It is further advantageous if the central valve has at least one pressure chamber line which extends in the radial direction and which can be connected in a fluid-conducting manner to at least one pressure chamber arranged between the rotor and the stator, with an overlap storage device preferably being connected to the central valve, which in the operating state of the camshaft adjuster compensates for pressure fluctuations that occur in the pressure chamber. In particular, the overlap memory avoids negative pressure phenomena in the event of high dynamic loads on the camshaft adjuster and thus on the pressure chambers. These negative pressure phenomena occur, for example, when the camshaft adjuster is activated quickly or when there is a change in movement, as a result of which the system can oscillate in an undesired manner. The overlap reservoir means that there is always enough pressure fluid at the required pressure to quickly correct these fluctuations and to compensate for the disadvantages.

In a further variant, it is advantageous if a pressure fluid distribution chamber which can be filled with pressure fluid via the central valve and is sealed from the environment via a seal between the camshaft adjuster and the adjustment actuator is present between the camshaft adjuster and a housing of the adjustment actuator a stator-fixed cover component is in contact and on the other hand is in contact with a component fixed to the housing.

It is also advantageous if the cover component fixed to the stator and / or the component fixed to the housing are positioned concentrically to an axis of rotation of the camshaft adjuster and / or the cover component fixed to the stator can be rotated about the axis of rotation relative to the component fixed to the housing. This arrangement advantageously makes it possible to provide a seal for a simple, centered sealing system which can be designed in the manner of a sliding seal / sliding seal.

According to a further embodiment, it is also advantageous if the cover component fixed to the stator is designed in the form of a spring cover enclosing a cavity, for receiving a return spring of the camshaft adjuster. Then, for example, a component that is already connected to the camshaft adjuster can simultaneously also serve as a spring mount on the camshaft adjuster side. In this case, a spring cover is preferably firmly connected to a side wall of the stator and arranged on this in a rotationally fixed manner. The number of components can thus be further reduced.

In addition, it is also possible for the cover component, which is fixed to the stator, to have a sealing contour which faces the stator, which is fastened in a sealing manner to a side wall of the stator and which seals the cavity from the environment. This makes it easy to implement an additional seal. For example, the seal can be designed as a bead seal, such as a sheet metal bead seal. For example, an elevation, which preferably runs around the entire circumference of the cover component, can be formed on the side of the sealing cover facing the stator, for example by means of a sheet metal forming process. In the operating state, this elevation then engages in a form-fitting, force-fitting and / or material fit in a recess on the side of the side wall of the stator facing the cover component. The elevation is preferably pressed into the depression.

Furthermore, it is advantageous if the seal on the part of the component fixed to the housing rests on a sealing side flank facing or away from the axis of rotation of an axially extending ring element of the component fixed to the housing and / or the seal on the part of the cover component fixed to the stator rests on a sealing side flank facing or facing away from the axis of rotation an axially extending ring element of the stator-fixed cover component rests. By molding such ring elements onto the cover component fixed to the stator and / or onto the component fixed to the housing, they are easily integral with these components connected sealing side flanks can be implemented. As a result, the component complexity can be further reduced and the manufacturing costs can be favorably influenced.

It is also advantageous if the sealing side flank of the component fixed to the housing is arranged radially outside or radially inside to the sealing side flank of the cover component fixed to the stator. In this way, the sealing side flanks can be positioned in an overlapping manner in a compact design, with the seal arranged between them. Thus, the space required for the seal is designed in a space-saving manner.

It is also advantageous if the seal is attached non-rotatably on the sealing side flank of the stator-fixed cover component and / or is designed as a sliding seal on the sealing side flank of the housing-fixed component, which can be rotated relative to the housing-fixed component at least in the operating state. As a result, the seal can continue to be designed to be particularly efficient. The seal can be designed to be particularly stable in the area that rests on the stator-fixed cover component in a rotationally fixed manner, while another area of the seal on the part of the housing-fixed component can be designed in a simple manner as a sliding seal and is therefore optimal for the relative movements between the housing and the Camshaft adjuster is designed. The side of the seal that is in contact with the component fixed to the housing can thus be designed to be friction-optimized. If the seal is also designed as a ring seal, such as a sealing ring, and / or a supporting reinforcing ring is integrated in the seal, a particularly durable seal can be implemented.

According to a further embodiment, the seal can also be designed in such a way that, in the operating state, it adapts in its geometry at least to a radial axial offset between the cover component fixed to the stator and the component fixed to the housing. The axial offset caused essentially by radial wobbling movements of the camshaft and the camshaft adjuster with respect to the adjustment actuator often results in the leakage probability of the seal increasing during operation, especially when the camshaft is under high dynamic loads. This design can significantly reduce this probability.

If, according to a further variant, the adjustment actuator is attached or can be attached to a connection point on a component fixed to the internal combustion engine housing, and is connected to a component of the camshaft adjuster via a coupling element, the coupling element preferably being designed and arranged in this way, and / or the connection point being designed in this way is that wobbling movements in the radial direction of the camshaft adjuster are decoupled from the component fixed to the internal combustion engine housing, and preferably if the coupling element is designed as a combination component of a seal and a roller bearing or as a sliding seal that is compressible at least in the radial direction, the decoupling of the internal combustion engine housing component, such as a cylinder head housing or a belt box / receiving space housing the dry traction drive from the operational, dynamic movements of the camshaft adjuster and the like remain unaffected.

If the coupling element is designed as a combination component of a seal and a roller bearing or as a sliding seal that can be compressed at least in the radial direction, an efficient decoupling of movement between the component fixed to the internal combustion engine housing, such as a cylinder head housing or a belt box / receiving space housing the dry traction drive, and the camshaft adjuster can be achieved implemented.

In this context, it is also advantageous if the coupling element is arranged between a component fixed to the camshaft adjuster and the component fixed to the internal combustion engine housing. If the coupling element is arranged in this way, this coupling element can preferably also be used as a replacement for an otherwise separately used seal between the component fixed to the internal combustion engine housing and the component fixed to the camshaft adjuster. This allows the number of components to be reduced further.

It is also advantageous if the coupling element seals off a pressure fluid distribution space of the camshaft adjuster from the surroundings of the camshaft adjuster. As a result, the surroundings of the camshaft adjuster, in which the dry-running traction drive is usually arranged, can be sealed off by the coupling element. The coupling element thus takes on two tasks at the same time, namely the task of sealing and the task of mounting between the adjustment actuator and the camshaft adjuster. As a result, the number of components can still be reduced.

Furthermore, it is also possible that the adjustment actuator is attached or attachable at its connection point with at least one screw element on the component fixed to the internal combustion engine housing, and / or the at least one screw element is designed as a screw, for example as a threaded bolt, which is at least in the component fixed to the internal combustion engine housing firmly screwed in a first threaded section or can be screwed in. In this way, the adjustment actuator can be arranged in a stationary manner on the component that is fixed to the internal combustion engine housing in a simple and efficient manner. This enables a direct coupling between the adjustment actuator and the cylinder head housing / belt case. The component complexity is thereby further reduced. In the case in which the screw element is both firmly screwed into the component fixed to the internal combustion engine housing and also presses the adjustment actuator firmly against the component fixed to the housing via its screw head, the coupling element is preferably designed as a sliding seal / sealing ring / Simmering. In this case, the seal can also be designed in such a way that its sealing lips always seal the pressure fluid distribution space from the surroundings of the camshaft adjuster, even when the adjustment actuator moves relative to the component fixed to the camshaft adjuster. In another case, it is also possible if the screw element is screwed onto the component fixed to the housing in such a way that at least one threaded section engages firmly in the component fixed to the internal combustion engine housing, while another section of the screw element has play in relation to the adjustment actuator, for example a play in the axial direction. and / or radial direction. As a result, the adjustment actuator can tilt / twist / shift relative to the component fixed to the internal combustion engine housing by the freedom from play. The coupling element can then be used not only as a seal, but also as a roller bearing, and in this case connect the component fixed to the camshaft adjuster to the adjustment actuator in a wobble-proof manner in the radial direction. A particularly efficient type of decoupling can thus be carried out in both cases.

If, furthermore, the adjustment actuator at the connection point is attached or can be attached to the component fixed to the internal combustion engine housing with play in the axial and / or radial direction, the connection point is designed to be particularly tolerant of wobbling movements.

It is also possible that the adjustment actuator is arranged or can be arranged centered at the connection point, for example by means of at least one dowel pin, to the component fixed to the internal combustion engine housing. As a result, the adjustment actuator can be easily centered with respect to the component fixed to the internal combustion engine housing, this centering being able to be designed in such a way that the adjustment actuator is also optimally centered with respect to the camshaft adjuster, whereby a centered connection between the adjustment actuator and the camshaft adjuster is already provided when the operating state is initiated. This further reduces the risk of an axial offset and, as a result, damage to the adjustment actuator / the component fixed to the housing.

If the adjustment actuator at the connection point engages behind the component fixed to the internal combustion engine housing in a form-fitting manner in the circumferential direction, such as by a fork-groove connection, a bracket with play and acting counter to the direction of rotation of the camshaft adjuster can be achieved in a simple manner. This ensures in a simple manner that the adjustment actuator on the one hand is not directly rigidly and firmly connected to the component fixed to the internal combustion engine housing, and on the other hand does not rotate in an undefined manner with the camshaft adjuster.

According to a further advantageous variant, it is also advantageous if there is a bearing component that is connected or connectable to an internal combustion engine housing, such as a cylinder housing or a traction drive housing, the bearing component being designed at least for the radial mounting of a camshaft and the traction drive as a dry-running traction drive, for example is designed as a belt / belt drive and the bearing component is preferably arranged on a side of the camshaft adjuster facing away from or facing the adjustment actuator. This enables a particularly efficient mounting of the camshaft in relation to the camshaft adjuster.

It is also advantageous if a seal is arranged between the bearing component and a component fixed to the camshaft adjuster, which seal seals the pressure fluid distribution from the surroundings of the camshaft adjuster. In this context, a particularly efficient bearing-seal combination is made available which enables the seal to be separated from the bearing and thus enables a particularly leak-proof pressure fluid distribution.

It is also advantageous if, in order to design a sliding bearing for the camshaft on the bearing component, a circumferential surface of the bearing component is designed as a sliding bearing surface that can be brought into contact with the camshaft and / or if, in order to design a rolling bearing, a rolling bearing is arranged on the bearing component, which is arranged for radial bearing the camshaft can be pushed onto the camshaft for the bearing component. As a result, in an operating state of the camshaft adjuster, the bearing component can either be connected directly to the camshaft by means of a sliding bearing surface or be viewed as a bearing option that accommodates a roller bearing, the respective advantages of these bearings also being used for the camshaft adjuster according to the invention.

In addition, it is also possible for the mounting component to have at least one substantially in having radial direction extending pressure fluid channel, through which the pressure fluid can be fed to the central valve or through which the pressure fluid can be discharged from the central valve. As a result, a supply line or a discharge line can be integrated into the bearing component; alternatively, both lines can also be integrated without having to arrange additional components that supply or discharge the pressure fluid. As a result, the number of components can be further reduced.

It is also advantageous if the bearing component has at least one pressure fluid channel which runs essentially in the radial direction and is configured as a pressure fluid supply channel and / or as a pressure fluid discharge channel. Due to the radially running pressure fluid channels, on the one hand, a pressure fluid supply system, which is connected to a pump, for example, can be placed directly on the mounting component, the component complexity being further reduced. If, in addition, the pressure fluid discharge channel runs essentially axially, it is possible to discharge the pressure fluid again from the central valve in a different radial area of the camshaft adjuster in order to ensure a clear separation between the supply and discharge channels. As a result, a particularly efficient pressurized fluid delivery system can be implemented.

It is also possible that the bearing component for the axial bearing of the camshaft has at least one stop flank extending in the radial direction, a stop area of the camshaft being able to be brought into contact with this stop flank. As a result, not only a radial mounting of the camshaft, but also an axial mounting with the same mounting component is possible. This further reduces the number of components.

The mounting component can also be connected to the adjustment actuator in a rotationally fixed manner. For example, these two components could be attached jointly to a component fixed to the internal combustion engine housing, such as a cylinder head housing or a belt case, which in particular significantly facilitates the installation and use of the camshaft adjuster.

In further advantageous embodiments, it is also possible to design a drive train for a motor vehicle, such as a car, a truck or a bus, with a kit of at least one of the above-mentioned variants. This drive train then preferably also has a camshaft, which is connected to the rotor of the camshaft adjuster, at least in the operating state. The drive train can also have a dry-running traction drive, such as a belt drive, the traction drive at least in the operating state driving the stator of the camshaft adjuster. In this context, the camshaft is preferably a camshaft of an internal combustion engine, such as a gasoline or diesel engine, and the traction drive is preferably connected to a crankshaft of this internal combustion engine. The drive train can also have a component fixed to the internal combustion engine housing, such as a cylinder head housing or a traction mechanism box enclosing the traction drive, the adjustment actuator being attached to the component fixed to the internal combustion engine housing. The component fixed to the internal combustion engine housing is preferably generally a component fastened in an internal combustion engine or to the housing of this internal combustion engine. The camshaft is preferably received and / or supported in the bearing component such that it can be rotated. The camshaft also preferably has a tubular section which is designed as a pressure fluid delivery channel and which is connected to the central valve in a fluid-conducting manner. A particularly efficient design of a drive train is thus possible.

The invention will now be explained in more detail below with the aid of various exemplary embodiments with reference to drawings.

• 1 einen Längsschnitt durch einen Bausatz in einem Betriebszustand gemäß einer ersten Ausführungsvariante, welcher Schnitt entlang einer Schnittebene, in der die Drehachse des Nockenwellenverstellers liegt, durchgeführt ist, wobei der Verstellaktuator an einem verbrennungskraftmaschinengehäusefesten Bauteil befestigt ist und mit einer zwischen ihm und dem Nockenwellenversteller angeordneten Dichtung mittels eines Verstellaktuatorgehäusebauteils in Anlage ist,
• 2 einen Längsschnitt einer weiteren Variante, wobei der Längsschnitt gemäß dem in 1 durchgeführten Längsschnitt, durchgeführt ist und den gleichen Bereich des Bausatzes wie 1 darstellt, wobei die Dichtung seitens des Verstellaktuators mittels einer einen Verstellstößel des Verstellaktuators führenden Führungshülse an dem Verstellaktuator in Anlage ist,
• 3 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten aus den 1 und 2 durchgeführt ist, wobei eine alternativ ausgestaltete Dichtung, die zwischen dem Verstellaktuator und dem Nockenwellenversteller angeordnet ist, ausgeführt ist, wobei sich die Dichtung hinsichtlich der Anzahl ihrer Dichterhebungen, die an dem Verstellaktuator anliegen, von der in 2 dargestellten Dichtung unterscheiden,
• 4 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei der Bausatz im Wesentlichen gemäß dem Bausatz nach 1 ausgeführt ist, sich jedoch im Bereich der Dichtung von der Variante aus 1 unterscheidet, und die zwischen dem Verstellaktuator und dem Nockenwellenversteller angeordnete Dichtung mit einer Seite auf ein nockenwellenverstellerfestes/statorfestes Bauteil in radialer Richtung aufgesteckt ist und mit ihrer verstellaktuatorzugewandten Seite an dem Verstellaktuator anliegt,
• 5 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei der Bausatz im Wesentlichen gemäß der Variante nach 4 ausgestaltet ist, sich jedoch im Bereich der Dichtung von der Variante aus 4 unterscheidet, wobei in der Dichtung ein Verstärkungsteil integriert ist,
• 6 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei die zwischen dem Verstellaktuator und dem Nockenwellenversteller angeordnete Dichtung nicht unmittelbar mit dem Verstellaktuator, sondem an einem mit dem Verstellaktuator fest verbundenen verbrennungskraftmaschinengehäusefesten Bauteil in Anlage ist,
• 7 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei der Bausatz im Wesentlichen gemäß dem Bausatz nach 1 ausgeführt ist, sich jedoch im Bereich der Dichtung von der Variante aus 1 unterscheidet, und der an der Dichtung anliegende Bereich des Verstellaktuators in radialer Richtung außerhalb zu dem die Dichtung kontaktierenden Bereich des statorfesten Bauteils angeordnet ist,
• 8 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei die mit dem Rotor verbundene Nockenwelle als rohrförmige Nockenwelle zumindest in einem Ende ausgestaltet ist, die den Rotor in seiner axialen Länge vollständig durchragt,
• 9 einen Längsschnitt durch einen Bausatz gemäß 4, wobei hierin die Druckfluidleitung im Betriebszustand des Bausatzes dargestellt ist,
• 10 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei der Druckfluidstrom anschaulich dargestellt ist und ein Lagerungsbauteil, das in 9 gleitgelagert mit der Nockenwelle verbunden ist, mittels eines Wälzlagers mit der Nockenwelle verbunden ist, wobei der Druckfluidstrom in axialer Richtung durch dieses Wälzlager hindurch geht,
• 11 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei das Druckfluid, wie schon in 10, nicht durch das Lagerungsbauteil, das mit dem Nockenwellenversteller unmittelbar verbunden ist, sondern durch ein in Verbrennungskraftmaschinenlage weiter hinten angeordnetes Lager durchgeleitet wird,
• 12 einen Längsschnitt durch einen Bausatz gemäß 10, jedoch ohne die die Druckfluidströmung darstellenden Pfeillinien.
• 13 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei zwischen dem Verstellaktuator und dem Nockenwellenversteller ein Kopplungselement vorhanden ist, das eine Wälzlagerung und eine Dichtung kombinierend enthält und der Verstellaktuator relativ zum zylinderkopfgehäusefesten Bauteil spielbehaftet in radialer und axialer Richtung angeordnet ist,
• 14 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei ein rohrförmiges Nockenwellenende den Nockenwellenversteller vollständig durchragt, und dieses Nockenwellenende zu einem axial zwischen dem Verstellaktuator und dem Nockenwellenversteller angeordneten Lagerungsbauteil gleitgelagert ist,
• 15 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei der Bausatz im Wesentlichen gemäß dem Bausatz aus 14 ausgestaltet ist, jedoch einen Fluidleitring aufweist, die zumindest einen in axialer Richtung verlaufenden Fluidkanal an der Außenseite der Nockenwelle ausgebildet, und
• 16 einen Längsschnitt durch einen Bausatz einer weiteren Variante, welcher Schnitt gemäß den Längsschnitten der vorherigen Figuren durchgeführt ist, wobei der Bausatz im Wesentlichen wie der Bausatz der 15 ausgeführt ist, die Lagerung zwischen der Nockenwelle und dem zylinderkopffesten Bauteil jedoch über eine Wälzlagerung statt der Gleitlagerung aus 15, nämlich einem Rollen-/Nadellager ausgeführt ist.

Show it:

• 1 a longitudinal section through a kit in an operating state according to a first variant, which section is carried out along a sectional plane in which the axis of rotation of the camshaft adjuster lies, the adjustment actuator being attached to a component fixed to the internal combustion engine housing and with a seal arranged between it and the camshaft adjuster by means of an adjustment actuator housing component is in contact,
• 2 a longitudinal section of a further variant, the longitudinal section according to the in 1 carried out longitudinal section, carried out and the same area of the kit as 1 represents, wherein the seal on the part of the adjustment actuator is in contact with the adjustment actuator by means of a guide sleeve guiding an adjustment plunger of the adjustment actuator,
• 3 a longitudinal section through a kit of a further variant, which section according to the longitudinal sections from the 1 and 2 is carried out, wherein an alternatively configured seal, which is arranged between the adjustment actuator and the camshaft adjuster, is executed, wherein the seal differs from that in FIG 2 differentiate the seal shown,
• 4th a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, the kit essentially according to the kit 1 is executed, but in the area of the seal from the variant 1 differs, and the seal arranged between the adjustment actuator and the camshaft adjuster is plugged with one side onto a component that is fixed to the camshaft adjuster / stator-fixed component in the radial direction and rests on the adjustment actuator with its side facing the adjustment actuator,
• 5 a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, the kit essentially according to the variant according to FIG 4th is designed, but differs from the variant in the area of the seal 4th differentiates, whereby a reinforcement part is integrated in the seal,
• 6th a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, wherein the seal arranged between the adjustment actuator and the camshaft adjuster is not directly in contact with the adjustment actuator, but rather on a component fixed to the internal combustion engine housing, which is firmly connected to the adjustment actuator,
• 7th a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, the kit essentially according to the kit 1 is executed, but in the area of the seal from the variant 1 differs, and the area of the adjustment actuator resting on the seal is arranged in the radial direction outside of the area of the stator-fixed component contacting the seal,
• 8th a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, wherein the camshaft connected to the rotor is designed as a tubular camshaft at least in one end, which extends completely through the rotor in its axial length,
• 9 a longitudinal section through a kit according to 4th , wherein the pressure fluid line is shown in the operating state of the kit,
• 10 a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, the pressurized fluid flow being clearly shown and a bearing component shown in FIG 9 is connected to the camshaft with sliding bearings, is connected to the camshaft by means of a roller bearing, the pressure fluid flow passing through this roller bearing in the axial direction,
• 11 a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, the pressure fluid, as already in FIG 10 , not through the bearing component, which is directly connected to the camshaft adjuster, but through a bearing arranged further back in the internal combustion engine position,
• 12th a longitudinal section through a kit according to 10 but without the arrow lines representing the flow of pressurized fluid.
• 13th a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, wherein a coupling element is present between the adjustment actuator and the camshaft adjuster, which contains a roller bearing and a seal combining and the adjustment actuator relative to the cylinder head housing component with play in radial and is arranged in the axial direction,
• 14th a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, wherein a tubular camshaft end protrudes completely through the camshaft adjuster, and this camshaft end is slidingly mounted on a bearing component arranged axially between the adjusting actuator and the camshaft adjuster,
• 15th a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, the kit essentially according to the kit from 14th is configured, but has a fluid guide ring which is formed at least one fluid channel running in the axial direction on the outside of the camshaft, and
• 16 a longitudinal section through a kit of a further variant, which section is carried out according to the longitudinal sections of the previous figures, the kit being essentially like the kit of 15th is carried out, but the storage between the camshaft and the component fixed to the cylinder head via a roller bearing instead of the plain bearing 15th , namely a roller / needle bearing is executed.

The figures are only of a schematic nature and are only used for understanding the invention. The same elements are provided with the same reference symbols.

In the 1 to 16 are different embodiments of a kit according to the invention 1 , which kit can also be referred to as a camshaft adjustment kit, camshaft adjustment arrangement or camshaft adjustment system. The kit 1 is shown in all of these figures in a longitudinal section, the axis of rotation in the sectional plane 11 of the kit is around which axis of rotation 11 the kit rotates in at least one operating state. The kit 1 can be used in a drive train of a motor vehicle, such as a car, truck or bus, and with a camshaft 13th and a crankshaft of an internal combustion engine, such as a gasoline or diesel engine, can be connected. The kit 1 includes a camshaft adjuster 2 , which essentially according to the camshaft adjuster / the device for changing the control times of gas exchange valves of an internal combustion engine, as it is from the WO 03/085238 A1 known is built up and works. The camshaft adjuster 2 of the type according to the invention is therefore a camshaft adjuster 2 of the vane cell type. In the camshaft adjuster 2 is a central valve distributing a pressure fluid 3 present / arranged. The central valve 3 is designed as a screw element / screw, in a cavity of the central valve designed as a screw element 3 a valve mechanism for separating or connecting an inlet-side pressure fluid supply line 53 with in the camshaft adjuster 2 configured (not shown here) pressure chambers, is arranged.

Furthermore, one is the central valve 3 controlling adjustment actuator 4th available. The adjustment actuator 4th is essentially coaxial with the axis of rotation with its longitudinal axis 11 and also coaxial to the longitudinal axes of the camshaft adjuster 2 and the central valve 3 arranged. The camshaft adjuster 2 has a rotatable in a stator 5 mounted rotor 6th on. On the stator 5 of the camshaft adjuster 2 For reasons of clarity, a dry-running traction mechanism drive, for example a belt drive, which is not shown further, engages in a form-fitting or force-fitting manner on the outside of the stator 5 a. The stator 5 preferably takes a dry running belt drive and is driven by this.

Between the camshaft adjuster 2 and an adjustment actuator housing 7th of the adjustment actuator 4th , hereinafter also only as a housing 7th is a via the central valve 3 Pressure fluid distribution space that can be filled with pressure fluid 8th present / arranged. The pressure fluid distribution space 8th is about a seal 9 that is between the camshaft adjuster 2 and the adjustment actuator 4th is arranged to the environment, ie to an outside space 10 of the camshaft adjuster 2 is sealed off. This outside space 10 is a space that leads to the outside through a belt box or an internal combustion engine housing 22nd , such as a cylinder head housing, is encased and preferably sealed or sealable to all parts in a fluid-tight manner.

As can also be seen generally in the figures, the central valve is 3 with its longitudinal axis always coaxial with the axis of rotation 11 of the camshaft adjuster 2 arranged. A valve piston that changes the valve position 12th of the central valve 3 is along the axis of rotation 11 mounted displaceably in the axial direction. The central valve 3 , which is designed as a Schaubelement, is in the illustrated operating state of the kit 1 , in which the kit 1 assembled and at least with a camshaft 13th is rotatably connected, (rotatably) fixed to the rotor 5 connected. On one of the adjustment actuator 4th The side facing (in the operating state) is the valve piston 12th of the central valve 3 freely accessible / exposed.

In the in 1 The variant shown is a threaded section of the central valve 3 in an internally threaded section of the camshaft 13th screwed in. The camshaft 13th lies with one end face 14th on a radially extending first counter-holding surface 15th of the rotor 6th and is with this face 14th axially against the first counter-holding surface 15th pressed. The central valve is located in order to apply a counterforce counteracting this pressing force 3 again with a side elevation extending in the radial direction 16 on a second counter-holding surface 17th of the rotor 6th at. Also the second counter-holding surface 17th extends in the radial direction. Thus is the camshaft 13th in the axial direction fixed to the rotor 6th and to the central valve 3 secured / held.

The adjustment actuator 4 is basically designed as an electrically actuatable / electromechanically actuatable central magnet (adjustment) actuator. The adjustment actuator 4th has a substantially concentric to the axis of rotation 11 arranged actuating plunger 18th at the level of the valve piston 12th is arranged and with the valve piston 12th cooperates. Next to the actuating tappet 18th the adjustment actuator 4th at least one guide sleeve 19th on which the actuating plunger 18th Secures in the radial direction and is axially displaceable. The guide sleeve 19th is for this purpose with sliding surfaces on the outer circumference of the actuating plunger 18th , the actuating plunger 18th in the axial direction to the central valve 3 to or from the central valve 3 can be moved away. For moving the actuating plunger axially 18th is simple Way an electrically controllable coil 20th present in the housing 7th of the adjustment actuator 4th is held and at least in one valve position the position of the actuating plunger 18th provides influencing magnetic field. The sink 20th is in the radial direction between the guide sleeve 19th (lying radially on the inside) and the housing 7th Arranged (radially outside) and enclosed by these two parts. An outer wall of the housing 7th thus surrounds the coil 20th at least in sections. The housing runs, for example 1 shown, viewed in cross section, both in the axial direction along an outer peripheral region of the coil 20th as well as in the radial direction from this outer circumferential area inwards, to the guide sleeve 19th down.

The case 7th is in turn with at least one fastening screw 21 with a component fixed to the internal combustion engine housing 22nd , here a component fixed to the cylinder head 22nd firmly connected. The component fixed to the cylinder head 22nd is shown here only in sections and preferably runs the camshaft adjuster 2 surrounding the camshaft adjuster, so that the belt drive, not shown here, passes directly through this component fixed to the cylinder head 22nd is enclosed in a fluid-tight manner.

On one of the camshaft adjuster 2 / the stator 5 facing side of the adjustment actuator 4th is attached to the housing 7th , according to the embodiment of 1 , an annular, extending coaxially along the axis of rotation 11 extending (actuator-side) ring element 23 molded. This actuator-side ring element 23 is takes on a radial outside, ie one of the axis of rotation 11 remote side / an outer circumferential surface the seal 9 on. The seal 9 lies with a first sealing lip 24 that the actuator-side ring element 23 faces the entire circumference of the actuator-side ring element 23 sealing on the actuator-side ring element 23 at. The outer circumferential surface of the ring element on the actuator side 23 thus formed a first sealing side flank on which the seal 9 the pressure fluid distribution space 8th opposite the outside space 10 of the camshaft adjuster 2 seals.

The seal 9 to 1 is essentially U-shaped when viewed in cross section, with the first sealing lip 24 forms the first arm of the Us. The seal 9 is on the side of the first sealing lip 24 with a first elevation on the adjustment actuator extending in the circumferential direction 4th at. The second arm of the Us rests on a ring element on the actuator side 23 remote side on a camshaft-fixed component, hereinafter as a stator-fixed cover component 25th referred to. The seal 9 points to the second sealing lip 26th several elevations which are arranged axially next to one another and all in the circumferential direction on an annular ring element of the cover component 25th , hereinafter as the cover-side ring element 27 referred to. The lid-side ring element 27 accordingly has an inner circumferential surface on which the second sealing lip 26th of poetry 9 with the surveys. The second sealing lip 26th lies along the entire circumference of the cover component 25th on the inner circumferential surface of the cover-side ring element 27 and seals it against the environment, ie the outside space 10 , from. The lid component 25th , its inner peripheral surface with the seal 9 interacts, thus represents a second sealing side flank.

According to the 1 is the outer circumferential surface of the ring element on the actuator side 23 smaller in diameter than the inner circumferential surface of the cover-side ring element 27 designed. The two ring elements 23 and 27 are pushed into one another in the axial direction, with the seal in the radial space between them 9 is arranged. The pressure fluid distribution space 8th that comes from the central valve 3 outflowing pressure fluid is further distributed / forwards via the seal 9 / the two sealing lips 24 and 26th to the outside area 10 sealed. How to continue in 1 can be seen is in the second sealing lip 26th a reinforcement ring 32 integrated. This reinforcement ring 32 runs along the circumferential direction, preferably around the entire circumference of the seal 9 around. The reinforcement ring 32 is preferably made of a metal such as a metal sheet. The reinforcement ring 32 is preferably completely made of an elastomeric base material of the second sealing lip in both radial directions 26th surround.

The lid component 25th , as well as in 1 shown particularly clearly, is still stator-fixed with the camshaft adjuster 2 connected. The cover component extends for this purpose 25th , viewed in cross section, from the cover-side ring element 27 away in the radial direction towards the outside and in the axial direction towards the stator 5 , namely a stator side wall 28 , to. The lid component 25th then lies with a flange-shaped section 29 preferably flat along its (entire) circumference with its stator 5 facing side on one of the stator 5 facing away from the stator side wall 28 at. This fastening point between the cover component 25th and the stator 5 is designed to be fluid-tight. For this purpose, a (sheet metal) bead seal is used as a seal between the cover component 25th and the stator sidewall 28 executed, with an annular, on which the stator 5 facing side of the cover component 25th extending elevation into a recess on the stator 5 facing away from the stator side wall 28 is introduced, is pressed in. This results in a form-fitting and force-fitting connection that also the pressure fluid distribution space 8th opposite the outside space 10 seals.

Between the cover component 25th and the side wall 28 is one with the pressure fluid distribution space 8th fluid-connected cavity 31 designed. In this cavity there is usually one for the camshaft adjuster 2 the spring element used for the vane cell type 30th / added a return spring. The spring element 30th is designed as a spiral spring. The spring element 30th is in a known manner with one end to the stator 5 , with the other end to the rotor 6th connected and sets this when the camshaft adjuster is in an unloaded state 2 back to a starting position. The cavity 31 , in which the spring element 30th is located, is fluid-conducting with the pressure fluid distribution space 8th connected to pressurized fluid around the spring element 30th to redirect immediately.

In the 2 is now another variant of the kit 1 shown, with the camshaft adjuster 2 on which the cover component 25th is attached, as well as the central valve 3 the same as the execution 1 are designed. Also the adjustment actuator 4th is for the most part designed in the same way. The ring element on the actuator side 23 is contrary to 1 not integral with the housing 7th of the adjustment actuator 4th connected, but integrally to the guide sleeve 19th molded which guide sleeve 19th as already mentioned, the axially displaceable actuating plunger 18th secured in position in the radial direction. The lid-side ring element 27 extends in the axial position from one of the central valve 3 facing end face of the guide sleeve 19th to the central valve 3 and also lies with its outer circumferential surface on the first sealing lip 24 of poetry 9 at. The diameter of the outer peripheral surface of the ring element on the actuator side 23 is in turn selected to be smaller than the inner circumferential surface of the cover-side ring element 27 .

In 3 is another variant of the kit 1 shown, the adjustment actuator 4th , the camshaft adjuster 2 as well as the central valve 3 the same as the execution 2 are designed. Across from 2 is just the seal 9 , namely its second sealing lip 26th executed in a different way. While the first sealing lip of the seal 9 after the 1 and 2 on the part of the in contact with the actuator-side ring element 23 located side had only one elevation, the first sealing lip has 24 of poetry 9 , in the 3 is shown, a plurality of elevations which are arranged next to one another in the axial direction and are separated by a plurality of grooves, these elevations also extending continuously around the entire circumference of the seal 9 stretch around. The first sealing lip 24 is therefore with several elevations on the outer circumferential surface of the actuator-side ring element 23 at.

Also 4th represents another variant of the kit 1 represents, the adjustment actuator 4th according to the adjustment actuator 4th to 1 is executed and also the camshaft adjuster 2 and the central valve 3 essentially after the camshaft adjuster 2 and the central valve 3 the 1 are designed. Only the cover component 25th and the seal 9 are designed somewhat differently in this embodiment. Thus, according to this embodiment variant, the cover component 25th a differently designed cover-side ring element 27 on. While the lid-side ring element 27 the execution of the 1 to 3 Extends substantially in the axial direction, the cover-side ring element extends 27 according to the 4th essentially in the radial direction. On one end of the cover-side ring element 27 that of the axis of rotation 11 facing is the seal 9 (non-rotatable) attached. To this end, the seal points 9 on the part of its second sealing lip 26th a recess machined in the radial direction, which runs along the entire circumference of the seal 9 runs. The end face of the ring element on the cover side is then in this recess 27 inserted. The first sealing lip 24 this version corresponds to the first sealing lip of the 1 and is substantially with an elevation on the outer peripheral surface of the actuator-side ring element 23 close-fitting.

Another variant of the kit 1 is in 5 shown, being this kit 1 basically according to the kit 1 the 4th is shown, but only with regard to the design of the seal 9 something from the kit of the 4th differs. The second sealing lip 26th of poetry 9 turn the reinforcement ring 32 . This reinforcement ring 32 is now a substantially U-shaped circumferential ring element when viewed in cross section. Also this reinforcement ring 32 can again be made of a metallic material. Also the reinforcement ring 32 is circumferential in the second sealing lip when viewed in the circumferential direction 26th integrated and made of an elastomeric base material of the second sealing lip 26th surrounded / enclosed. The legs of the U run essentially parallel to the side flanks of the ring element on the cover side 27 , on both sides of the face of the cover-side ring element 27 and essentially in the radial direction. Thus surround / reinforce the legs of the reinforcement ring 32 the recess of the seal 9 .

In 6th is another variant of the kit 1 shown. According to 6th it is also possible to use the ring element on the actuator side 23 no longer with a component of the adjustment actuator 4th direct / one-piece / integral (as in the 1 to 5 ) connect to, but with a component that is fixed to the internal combustion engine housing / cylinder head 22nd connect to. An inner circumferential surface of the component fixed to the cylinder head 22nd now forms the ring element on the actuator side 23 out. The adjustment actuator 4th is essentially the same as the adjustment actuator previously described 4th configured (fixed / non-rotatable with the component fixed to the cylinder head 22nd connected) and also the components of the camshaft adjuster 2 and the central valve 3 are carried out according to the previous exemplary embodiments. The lid component 25th is essentially according to the execution 1 designed. The lid-side ring element 27 of the cover component 25th is radially inside the inner circumferential surface of the component fixed to the cylinder head 22nd arranged and consequently no longer by means of an inner circumferential surface on the seal 9 adjacent, but with an outer circumferential surface on the seal 9 close-fitting. The seal 9 lies with its outer circumferential surface of the cover-side ring element 27 facing second sealing lip 26th by means of two elevations on the ring element on the cover side 27 at. The component fixed to the cylinder head 22nd thus extends in the axial and radial directions along the housing 7th of the adjustment actuator 4th to the ring element on the cover side 27 indicate that the inner circumferential surface of the component fixed to the cylinder head 22nd a sealing inner circumferential surface 33 forms on which sealing inner circumferential surface 33 the first sealing lip 24 of poetry 9 fits tightly. The first (the actuator-side ring element 27 facing) sealing lip 24 of poetry 9 preferably lies over a relatively wide, large-area elevation on the inner circumferential surface of the seal 33 of the component fixed to the cylinder head 22nd at.

In 7th is another variant of the kit 1 shown, with the kit 1 is carried out according to the explanations of the previous figures, but again in the seal 9 and their seal positioning. The adjustment actuator has a housing 7th the ring element on the actuator side 23 on, the actuator-side ring element 23 again integral with the housing 7th is molded. In contrast to 1 is the ring element 23 now designed somewhat larger in the radial direction and takes the cover-side ring element 27 in its inside. The lid-side ring element 27 thus extends in the radial direction offset to the actuator-side ring element 23 within the ring element on the actuator side 23 designed interior. The seal 9 lies with its second sealing lip 26th again on an outer circumferential surface of the cover-side ring element 27 on, with an elevation of this second sealing lip 26th in a recess in the outer circumferential surface of the cover-side ring element 27 is snapped. The first sealing lip 24 again has several elevations and lies on the inner circumferential surface of the ring element on the actuator side 23 at.

In 8th a further variant is shown, with the kit 1 again essentially like the explanations before, for example the execution according to 1 is designed. In contrast to the previous figures, however, the camshaft is located 13th no longer with their front side 14th on a first counter-holding surface 15th on, but is through the rotor 6th put through. It penetrates the rotor 6th with one end / camshaft end. To the camshaft 13th non-rotatably with the rotor 6th to connect is preferably the rotor 6th connected with its inner circumferential surface with an outer circumferential surface of the camshaft non-positively and / or positively and / or materially, for example via a press fit connection and / or a welded connection. The central valve 3 is in the embodiment according to 8th not directly on the rotor 6th adjacent, but in an inner bore 34 the camshaft 13th attached. This attachment can be implemented in the form of a screw connection, but it can also be implemented in the form of a press fit, with an outer circumferential surface of the central valve always 3 on an inner peripheral surface of the camshaft 13th is attached. The positioning of the central valve 3 relative to the adjustment actuator and to the other components of the camshaft adjuster 3 corresponds to the statements of 1 .

In 9 , which is the variant of the 4th shown again, the pressure fluid circuit in the kit according to the invention 1 is illustrated in the operating state. The camshaft 13th is in the variants according to the 1 to 9 on one of the adjustment actuator 4th remote side of the camshaft adjuster 2 slide bearing. For this purpose, the kit 1 a storage component 35 on. The storage component 35 is with a (sliding) inner peripheral surface 33 with a counter surface 37 the camshaft 13th that is a peripheral surface of the camshaft 13th represents, rotatably adjacent. The storage component 35 is again, as not shown here for the sake of clarity, also with the component fixed to the cylinder head / internal combustion engine housing 22nd at least non-rotatably connected.

To introduce the pressure fluid, the flow / fluid flow of which in 9 shown as black arrow lines is through a radial channel 38 , which is in the storage component 35 is introduced, the pressure fluid by means of a pump (P) in the direction of the central valve 3 promoted. The radial channel 38 runs in the radial direction from an outer circumferential surface of the bearing component 35 continuously up to one the camshaft 13th Sliding (bearing) inner circumferential surface 36 receiving sliding bearings. The radial channel 38 is flush with one in the camshaft 13th introduced camshaft fluid channel 39 arranged. The camshaft fluid passage 39 initially extends in a first section likewise essentially in the radial direction to the axis of rotation 11 and in a second section in an axial bore to the central valve 3 down. The pressure fluid, for example a hydraulic fluid such as an oil, passes through the bearing component after it has passed through 35 and its radial channel 38 the camshaft fluid passage 39 . The pressure fluid is then deflected so that it is centered on the axis of rotation 11 is conducted, namely in the axial portion of the camshaft fluid channel 39 and centrally in a central bore of the central valve 3 the central valve 3 is fed. These sections therefore form the pressure fluid supply line 53 . In the central valve 3 arrived, the pressure fluid divides, depending on the position of the central valve 3 or its valve piston 12th into several partial flows. Are those between the stator 5 and the rotor 6th arranged pressure chambers in a first position of the central valve 3 Opened on the inlet side, at least a partial flow of the supplied pressure fluid passes in the radial direction through radial bores / radial pressure fluid lines in the central valve 3 and the rotor 6th into the pressure chambers between the rotor 6th and the stator 5 . In the after 9 illustrated embodiment, the pressure chambers are acted upon with pressure fluid when the valve piston 12th is in a non-actuated position, that is, in a position in which the actuating plunger 18th not against the valve piston 12th is pressed.

Will the actuating tappet 18th finally activated and moved (by the coil 20th ), there is contact between the actuating plunger 18th and the valve piston 12th and the valve piston 12th is in the direction of the camshaft 13th from the adjustment actuator 4th pushed away until a second position of the central valve 3 is reached. The outlet openings of the central valve are then in this second position 3 opened and the pressure fluid previously supplied to the pressure chambers can be released from the central valve 3 into the pressure fluid return line / discharge line 54 be discharged. The pressurized fluid return line 54 thus begins at the adjustment actuator 4th facing side of the central valve 3 , with the pressure fluid distribution space 8th , the axially between the adjustment actuator 4th and the central valve 3 is arranged.

From this pressure fluid distribution space 8th the pressure fluid washes around the guide sleeve in the circumferential direction 19th and acts in particular for the sliding surface between the actuating plunger 18th and the inner peripheral surface of the guide sleeve 19th lubricating. The coil is also through the line of the pressure fluid near the coil 20th To a certain extent, the pressure fluid washes around it and is cooled during operation. From the pressurized fluid distribution space 8th the pressure fluid is then returned to a tank T.

For this return of pressurized fluid, the pressurized fluid is first passed through the cavity 31 between the cover component 25th and the stator sidewall 28 passed through. Afterwards, after washing around the spring element 30th the pressure fluid enters, spaced from the central valve 3 , ie offset in the radial direction to the central valve 3 , through a return channel back to the adjustment actuator 4th remote side of the camshaft adjuster 2 by. For this purpose, the stator side wall first has 28 an axial through hole between the central valve 3 and the radially outer end of the stator sidewall 28 on. A through-hole / at least one through-hole of the rotor closes on this through-hole 6th , hereinafter referred to as the fluid duct 40 of the rotor 6th referred to. This fluid duct 40 penetrates the rotor 6th axially in its entire axial length and thus extends from that of the stator side wall 28 facing side of the rotor 6th to that of the stator side wall 28 remote side of the rotor. On the side wall of the stator 28 the side facing away is the fluid duct 40 then again in a further axial bore channel between the camshaft 13th and the outside space 10 a stator-fixed, essentially flange-shaped guide flange 41 above. Between the guide flange 41 and the bearing component adjoining it in the axial direction 35 is a circumferential channel running in the circumferential direction 42 in the guide flange 41 incorporated, at least from one point on the circumference of the storage component 35 into one through the storage component 35 extending discharge channel 43 transforms. The drainage canal 43 is offset in the circumferential direction to the radial channel / the first radial channel 38 of the bearing component 35 arranged. Pressure fluid distribution space 8th , Cavity 31 , Fluid duct 40 , Circumferential channel 42 and drainage channel 43 are thus connected to one another in a fluid-conducting manner and form the pressure fluid discharge line 54 , through which the pressure fluid from the central valve 3 is returned to a tank (T).

As can also be seen, is the discharge channel 43 , ie the one through the storage component 35 extending portion of the pressure fluid discharge line 54 running in the radial direction in such a way that its outer opening is arranged at the bottom towards the outer peripheral surface in the position of the internal combustion engine. The drainage canal 43 therefore extends in the radial direction from both the central valve 3 away, as well as downwards / in the direction of the acting gravity. As an alternative to this embodiment, however, it is also possible to use the discharge channel 43 to be offset in the circumferential direction. Thus, according to an alternative variant, it is possible to use the discharge channel 43 / through the bearing component 35 extending portion of the pressure fluid discharge line 54 in the storage component 35 to be arranged so that the outer opening on the outer peripheral surface of the storage component 35 is arranged in the installation position at the top. The drainage canal 43 then extends in the radial direction from both the central valve 3 away, as well as up / against the direction of the acting gravity / against gravity. This is the pressure distribution space 8th and the central valve 3 always filled with pressurized fluid and the pressurized fluid does not run out of these areas when the engine / internal combustion engine is not running.

In 10 is a variant of the kit 1 shown, with the kit 1 essentially according to the in 5 illustrated kit is designed, the storage component 35 but now stocked in a different way with the camshaft 13th connected is. Contrary to the 9 has the storage component 35 not a sliding inner peripheral surface 36 , but an inner bearing surface that accommodates a roller bearing 44 on, which is non-rotatably connected to a partial ring of a roller bearing. For example, an outer ring of a roller bearing such as a ball bearing, a barrel, roller, needle or double roller bearing is non-rotatable on the inner surface of the bearing 44 connected by means of a press fit. The inner ring of the rolling bearing 45 on the other hand, sits on the outer circumferential surface of the camshaft, namely the mating surface 37 non-rotating. This inner ring is also preferably on the mating surface by means of a press fit 37 held. Thus, the storage component 35 in the usual way with roller bearings to the camshaft 13th positioned.

On the camshaft adjuster 2 facing side of the storage component 35 is the bearing component 35 by means of a seal, hereinafter referred to as a second seal 46 labeled, with the guide flange 41 tightly connected. For this is the second seal 46 on the one hand on an outer circumferential surface of the guide flange 41 on and on the other hand on an inner circumferential surface of the bearing component 35 . The fluid return in 10 differs in the area of the rolling bearing 45 from execution after 9 . From one of the stator 5 facing away from the guide flange 41 the pressure fluid enters a free space in the storage component 35 , of which it is then in the axial direction through the roller bearing 45 penetrates. The rolling elements held by a cage are spaced apart in a defined manner in the circumferential direction and the pressure fluid can flow into the spaces between the spaced apart rolling elements of the rolling bearing 45 flow through. From one of the camshaft adjuster 2 remote side of the rolling bearing 45 If the pressure fluid is then passed on to a tank, which is not shown further here, from which tank the pump can then in turn take the pressure fluid for renewed supply. The fluid supply in this variant also differs somewhat from the design of the 9 . The fluid supply does not take place directly through the storage component 35 through it, but in a section of the camshaft remote from the bearing component 13th . The radial fluid supply is carried out by another bearing part which is installed further to the rear in the internal combustion engine / in the internal combustion engine. As an alternative to the pressurized fluid return line through the roller bearing, the pressurized fluid return to the tank (T) can in a further variant, roller bearing variant, also outside of the roller bearing 45 , through a separate hole that is spaced from the roller bearing 45 is arranged to take place.

11 represents yet another variant, whereby the kit 1 essentially like the kit 1 in 10 is executed, but the storage component 35 now no longer has a roller bearing that supports the camshaft 13th takes up, but again a plain bearing according to the 9 . The pressurized fluid supply to the central valve 3 there is no radial bore through the inner peripheral surface of the slide 36 of the bearing component 35 through, but through one outside of the storage component 35 located insertion channel, which is not shown here.

In 12th is another variant of the kit 1 shown, this variant essentially according to the variant 10 corresponds to. The adjustment actuator 4th is at the junction 47 by means of the fastening screw 21 on the component fixed to the cylinder head 22nd firmly attached, ie fixed and torsion-proof both in the axial direction and in the radial direction. Due to the dynamic stresses on the stator during operation 5 / Camshaft 13 / camshaft adjuster 2, these parts are excited to wobble in the radial direction, that is, the camshaft is shifted 13th and its longitudinal axis and the camshaft adjuster 2 and whose longitudinal axis comes in the radial direction, whereby an axial offset between the camshaft adjuster 2 and the adjustment actuator 4th comes. The seal is used to decouple these wobbling movements 9 designed in such a way that it also occurs in the case of larger wobbling movements, ie when the radial gap between the ring element on the actuator side is in a first circumferential region 23 and the cover-side ring element 27 and a radial gap increases compared to this first point of the radial gap at a second point, so that despite the axial offset / the radial wobbling movements, the pressure fluid distribution space 8th opposite the outside space 10 seals.

In addition to the fastening screws 21 dowel pins can also be provided and, for example, on the component fixed to the cylinder head 22nd attachable to the adjustment actuator 4th relative to the component fixed to the cylinder head 22nd to center.

In the 13th an alternative variant is shown. Because as an alternative to the rigid connection at the connection point 47 between the adjustment actuator 4th and the component fixed to the cylinder head 22nd ( 12th ), the adjustment actuator can also 4th by means of its housing 7th with play on the component fixed to the cylinder head 22nd be connected. Specially designed clearance screws, for example, are used for this 48 used. These clearance screws 48 then have a threaded section which is fixed in the component that is fixed to the cylinder head 22nd is screwed in, as well as a fitting section, which is subject to play in the radial direction in a bore in the housing 7th of the adjustment actuator is inserted. The screw head of this clearance fitting screw 48 is shaped and the length of the fitting section selected so that the axial length of the fitting section is greater than the axial width of the housing 7th in the area of the connection point 47 . So is at the junction 47 the adjustment actuator 4th on the part of its housing 7th both in the radial direction and in the axial direction supported with play. In return for this is the previous seal 9 between the cover-side ring element 47 and the ring element on the actuator side 23 by a coupling element 49 replaced. This coupling element 49 In addition to the function of a seal, it also includes the function of a rigid bearing, which is inflexible at least in the radial direction, in particular a radial bearing, for example in the form of a roller bearing. The coupling element 49 is therefore a combination component consisting of a seal and a radial bearing / roller bearing. The adjustment actuator 4th is therefore in the radial direction by means of the coupling element 49 on the cover component 25th held. A point that decouples the tumbling movements in the radial direction is thus from the area between the cover component 25th and adjustment actuator 4th ( 12th ) in the area between the adjustment actuator 4th and component fixed to the cylinder head 22nd ( 13th ) relocated.

As an alternative to the in 13th illustrated connection of the adjustment actuator with play 4th to the component fixed to the cylinder head 22nd by means of clearance screws 48 it is also possible to use another form-fitting anti-rotation device, which engages after a certain angle of rotation, between the adjustment actuator 4th and component fixed to the cylinder head 22nd to implement. For example, this anti-rotation device can also be designed in the manner of a fork-groove, with, for example, two projections on the adjustment actuator 4th are connected, with play with two recesses in the component fixed to the cylinder head 22nd work together.

As in the 1 to 13th can be seen, the bearing component 35 on one side of the camshaft adjuster 2 connect the adjustment actuator 4th is turned away. 14th shows in this context a further variant, which is a kit 1 shows, which is again essentially constructed in accordance with the previous embodiments, but differs with regard to the camshaft bearing and the camshaft configuration. On the side of the camshaft adjuster facing away from the adjustment actuator 2 is now a fluid guide ring 50 right next to the camshaft adjuster 2 / Leitflansch 41 arranged, wherein the inner peripheral surface of the fluid guide ring 50 from the outer peripheral surface / the mating surface 37 the camshaft 13th is spaced apart in the radial direction and therefore no radial bearing of the camshaft 13th implements. The fluid guide ring 50 is used exclusively for the management of the pressure fluid 41 . The fluid guide ring 50 is by means of a second seal 46 with the guide flange 41 tightly connected. The fluid guide ring also has the purpose of supplying pressure medium fluid 50 a radial channel 38 through which radial channel 38 Pressurized fluid from the exterior 10 into the camshaft 13th is directed into it. Also this radial channel 38 is with the camshaft fluid channel running essentially in the axial direction 39 inside the outer wall of the camshaft 13th connected. In the axial direction, the pressure fluid is then in the center of the camshaft 13th , the central valve 3 fed.

As in 14th can still be seen is the camshaft 13th through the rotor 6th inserted through and protrudes on one of the adjustment actuator 4th facing side of the camshaft adjuster 2 from the camshaft adjuster 2 out. At this end of storage 51 the camshaft 13th , so that camshaft end that comes from the camshaft adjuster 2 in the direction of the adjustment actuator 4th protrudes out, is then in turn the bearing component 35 arranged / formed. The storage component 35 is in the component fixed to the cylinder head 22nd integrated and designed in one piece / integrally with this. The storage component 35 extends again, this time in the axial direction between the camshaft adjuster 2 and the adjustment actuator 4th , in the radial direction up to the outer circumferential surface / the mating surface 37 the camshaft 13th and takes the opposite surface 37 in stock. On an outer circumferential surface of the component fixed to the cylinder head 22nd is the ring element on the actuator side 23 intigriert, on which in turn the seal 9 sealingly rests, and sealingly in a known manner with an inner circumferential surface of the cover-side ring element 27 cooperates. Thus, in this variant there is a ring element on the actuator side 23 made available, the integral part of the component fixed to the cylinder head 22nd is arranged and not just the seal 9 on an outer circumferential surface, but also by means of the bearing component arranged on the inner circumferential surface 35 the storage end area 51 the camshaft 13th records.

In 15th a further variant is shown, which is essentially according to the kit 1 to 14th is constructed, however, the fluid guide ring 50 no radial channel 38 has, but only an axially extending channel by means of which the pressure fluid can be returned to the tank. Also the camshaft 13th is shaped somewhat differently in this variant, whereby the camshaft, which also runs through the entire camshaft adjuster 2 protrudes through and a storage end area 51 having that with the storage component 35 is mounted radially, but additionally also has a front elevation extending in the radial direction, the end face of which 14th in the axial direction in contact with a first counter-holding surface 15th on the rotor 6th is held. This is the camshaft 13th again secured axially.

Also in 16 yet another embodiment variant is shown, wherein storage component 35 not a plain bearing surface for plain bearing interaction with the camshaft 13th has, as in the variants after the 14th and 15th executed, but as a receiving surface for a roller bearing, such as a roller or needle bearing. In the embodiment according to 16 is on the storage component 35 an outer ring of a roller bearing is pressed in in a rotationally fixed manner, whereas the inner ring is pressed directly through the outer wall / outer circumferential surface of the camshaft 13th is trained. Thus, a roller bearing is also used as a camshaft 13th to the component fixed to the cylinder head 22nd bearing element can be configured.

List of reference symbols

1

Kit

2

Camshaft adjuster

3

Central valve

4th

Adjustment actuator

5

stator

6th

rotor

7th

Housing / adjustment actuator housing

8th

Pressure fluid distribution space

9

poetry

10

Outside space

11

Axis of rotation

12th

Valve piston

13th

camshaft

14th

Front side

15th

first counter-holding surface

16

Side elevation

17th

second counter holding surface

18th

Actuating tappet

19th

Guide sleeve

20th

Kitchen sink

21

Fastening screw

22nd

Component fixed to the cylinder head / component fixed to the internal combustion engine housing

23

ring element on the actuator side

24

first sealing lip

25th

Cover component

26th

second sealing lip

27

cover-side ring element

28

Stator sidewall

29

flange-shaped section

30th

Spring element

31

cavity

32

Reinforcement ring

33

Inner circumferential sealing surface

34

Inner bore

35

Bearing component

36

Sliding inner circumferential surface

37

Counter surface

38

Radial channel

39

Camshaft fluid passage

40

Fluid duct

41

Guide flange

42

Circumferential channel

43

Drainage channel

44

Internal storage area

45

roller bearing

46

second seal

47

Junction

48

Clearance screw

49

Coupling element

50

Fluid guide ring

51

Storage end area

53

Pressurized fluid supply line

54

Pressurized fluid discharge line

Claims (9)

Camshaft adjuster actuator unit (1) with a camshaft adjuster (2) of the vane cell type, in which there is a central valve (3) that distributes a pressure fluid, such as oil, and with an adjustment actuator (4), for example in the manner of an electrically operated central magnetic actuator, which controls the pressure fluid distribution on the central valve (3), the camshaft adjuster (2) being driven or drivable by means of a dry-running traction drive, for example by means of a belt, and having a stator (5) and a rotor (6) rotatably mounted therein , and wherein one can be filled with pressurized fluid via the central valve (3) Pressure fluid distribution space (8) is present and at least one pressure fluid return line (40) is introduced into the rotor (6), characterized in that the pressure fluid return line (40) runs continuously through the rotor (6) in the axial direction and is spaced apart in the radial direction from the central valve ( 3) extends in the rotor (6). Camshaft adjuster actuator unit (1) Claim 1 , characterized in that a pressure fluid supply line (53) connects to the central valve (3) on a side of the central valve (3) facing away from the adjustment actuator (4). Camshaft adjuster actuator unit (1) Claim 1 or 2 , characterized in that the pressure fluid return line (40) is connected to a cavity (31) which accommodates a return spring (30) of the camshaft adjuster (2). Camshaft adjuster actuator unit (1) according to one of the Claims 1 to 3 , characterized in that the central valve (3) is arranged concentrically to the axis of rotation (11) of the camshaft adjuster (2). Camshaft adjuster actuator unit (1) according to one of the Claims 1 to 4th , characterized in that the pressure fluid return line (40) runs in the axial direction through a radial bearing, such as a slide bearing or a roller bearing, provided for receiving the camshaft (13). Camshaft adjuster actuator unit (1) according to one of the Claims 1 to 5 , characterized in that the pressure fluid return line (40) opens into an opening which can be connected to a tank and which is designed to run in the radial direction in such a way that it extends upwards in the installed position of the camshaft adjuster (2) / in a direction against the force of gravity. Camshaft adjuster actuator unit (1) according to one of the Claims 1 to 6th , characterized in that the pressure fluid distribution space (8) is sealed off from the surroundings (10) of the camshaft adjuster (2). void Drive train for a motor vehicle, with a camshaft adjuster actuator unit (1) according to one of the Claims 1 to 8th , a camshaft (13) which is connected at least in the operating state to the rotor (6) of the camshaft adjuster (2), and a dry-running traction drive, such as a belt drive, the traction drive at least in the operating state the stator (5) of the camshaft adjuster (2 ) drives.

Images