EP0423160A1 - Dispositif d'entrainement de l'arbre a cames d'un moteur a combustion interne. - Google Patents

Dispositif d'entrainement de l'arbre a cames d'un moteur a combustion interne.

Info

Publication number
EP0423160A1
EP0423160A1 EP89907114A EP89907114A EP0423160A1 EP 0423160 A1 EP0423160 A1 EP 0423160A1 EP 89907114 A EP89907114 A EP 89907114A EP 89907114 A EP89907114 A EP 89907114A EP 0423160 A1 EP0423160 A1 EP 0423160A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
drive wheel
shift sleeve
control slide
sleeve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP89907114A
Other languages
German (de)
English (en)
Other versions
EP0423160B1 (fr
Inventor
Wilhelm Hannibal
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.)
Audi AG
Original Assignee
Audi AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Publication of EP0423160A1 publication Critical patent/EP0423160A1/fr
Application granted granted Critical
Publication of EP0423160B1 publication Critical patent/EP0423160B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F01L1/34406—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley

Definitions

  • the invention relates to a camshaft drive according to the preamble of claim 1.
  • the drive wheel is fastened on a shaft which is mounted near the drive wheel in the cylinder head and at its end facing away from the drive wheel in a recess in the adjacent end face of the camshaft and takes it in the front of the recess, the shift sleeve, which is connected to the drive shaft at one end via an external helical toothing with the drive shaft and at the other end via a spur toothing with the camshaft.
  • the shift sleeve is displaced in one direction by a spring which is arranged between the drive shaft and the shift sleeve and in the other direction by the oil pressure effective in a pressure chamber, the pressure in this chamber being axially displaceable control arranged in the drive shaft Slider is variable, which controls a discharge opening from the pressure chamber depending on the speed.
  • the axial extension of this known camshaft drive is considerably larger than that of a normal camshaft drive without changing the valve timing. It is therefore practically not possible to provide a particular internal combustion engine either with a normal camshaft drive or with a camshaft drive with variable timing, or to retrofit a camshaft with a normal camshaft drive to a camshaft with variable timing. If the internal combustion engine is intended for installation in motor vehicles, in particular passenger cars, accommodating an internal combustion engine, which is only slightly enlarged in any dimension, poses extraordinary problems due to the extremely restricted space in the engine compartment , which often force an expensive change to the body.
  • the drive wheel is rotatably mounted on the end of the camshaft and connected to a sleeve which protrudes into an end recess in the camshaft and carries an internal helical toothing which has a corresponding outer helical toothing the shift sleeve also arranged in this recess interacts.
  • the gearshift sleeve is also provided with an external spur gear, which interacts with a corresponding inner spur gear in the aforementioned recess. In this case, the shift sleeve is moved in both directions by oil pressure.
  • the shift sleeve is connected via a universal joint to a double-acting shift piston, which is arranged in a cylinder and divides the cylinder space into two working spaces, which alternatively use pressure oil can be pressurized or relieved of pressure, which enables a shifting of the shift sleeve in both directions and a corresponding change in position of the camshaft relative to the drive wheel.
  • This camshaft drive has a considerably larger axial dimension than a normal camshaft drive, so that it cannot be installed in its place.
  • the bearing point of the camshaft next to the drive wheel must also be made with a considerably larger diameter than normal, since the diameter of the camshaft at this end must be made larger than normal in order to be able to accommodate the adjusting device.
  • the invention has for its object to provide a camshaft drive of the generic type that is so compact that it can be used without significant changes to the cylinder head instead of the usual camshaft drive without variable valve timing, so that there is the possibility of using internal combustion engines of the same type or to offer without variable valve control.
  • the bearing point which lies between the last cam and the drive wheel in normal camshaft drive is made usable for mounting the hub of the drive wheel by the camshaft ending after the cam adjacent to the drive wheel.
  • This bearing point can therefore be used unchanged both for the normal camshaft drive and for the camshaft drive with variable timing.
  • the bearing of the hub of the drive wheel on the other side in the cylinder head makes the bearing extremely stable compared to the usual flying one Storage in the known designs, achieved, the bending stress caused by the tensile force of the drive means being substantially reduced.
  • this spring can be arranged between a support surface in the recess in the camshaft and the adjacent end face of the shift sleeve. This results in a reduction in the axial extension of the device compared to the arrangement in the aforementioned US PS, in which the spring is supported on the one hand on the drive shaft and on the other hand on the shift sleeve, since the spring is arranged within the camshaft.
  • the shift sleeve is preferably shifted in one direction by oil pressure, while the shift in the other direction can be effected by spring force or also by the axial force component resulting from the helical toothing.
  • a pressure chamber is provided between an end face of the shift sleeve and a wall connected to the drive wheel in accordance with US Pat. No. 3,258,937 or also in accordance with DE-OS 33 16 162. see, in the inflow or outflow tract of which a slide valve is provided which is displaceable by an electromagnet and which is arranged coaxially in the shift sleeve.
  • the electromagnet be arranged coaxially to the shift sleeve in the cylinder head and protrude into the hub of the drive wheel, and that the control slide should be connected directly to the armature of the electromagnet.
  • the control slide can be connected to the shift sleeve in a rotationally fixed manner, extends with a rod-shaped extension through the shift sleeve and carries a spring plate at its free end projecting from the shift sleeve.
  • a spring is arranged between this spring plate and the end face of the switching sleeve, which counteracts the movement of the control slide caused by the electromagnet.
  • a relative rotation between the spring plate and the switching sleeve is prevented by the rotationally fixed connection of the control slide and the switching sleeve, so that no axial bearing is required for the support of the spring.
  • a tubular extension can be provided on the wall delimiting the pressure chamber, which protrudes into a blind hole in the end face of the switching sleeve and receives the control slide.
  • the control slide can be connected in an articulated manner to the armature of the electromagnet in order to allow a narrow air gap between the armature and the coil of the electromagnet.
  • FIG. 1 is a plan view of part of a cylinder head of a reciprocating piston internal combustion engine, partially cut, with a first camshaft adjusting device, the shift sleeve being shown in the upper half in one end position and in the lower half in the other end position ,
  • FIG. 2 shows a section similar to FIG. 1 of a second exemplary embodiment, the shift sleeve again being shown in the upper half in one end position and in the lower half in the other end position.
  • FIG. 3 shows a modification of the embodiment according to FIG. 2, the shift sleeve being shown in one end position
  • Fig. 4 shows the embodiment of Fig. 3 with the shift sleeve in the other end position.
  • Fig. 1 denotes the cylinder head of an internal combustion engine, in which a camshaft 2 with cams 3 is rotatably mounted.
  • Two bearing points 4 are shown in the drawing without the associated upper bearing covers or shells.
  • a drive sprocket 5 is also mounted coaxially to the camshaft 2 and is connected by screws 6 to a two-part hub 7, 8.
  • the hub part 7 is mounted in the cylinder head 1 in a bearing 9 which, in the case of a camshaft drive without variable valve control, serves to support the camshaft between the last cam 3a and the drive wheel then seated on the camshaft.
  • the camshaft 2 is cut off behind the last cam 3a, so that the bearing 9 is available for mounting the drive wheel 5.
  • the hub part 8 is supported in a further bearing 10 in the cylinder head 1.
  • the threaded holes for the fastening screws of the bearing caps, not shown, are denoted by 44.
  • a shift sleeve 11 is used, which is mounted axially displaceably in the hub part 7 coaxially to the drive gear 5 and to the camshaft 2 and has an external helical toothing 12 which has a corresponding inner helical toothing 13 in second hub part 8 cooperates.
  • the shift sleeve 11 extends into an axial bore 14 in the camshaft 2 and is provided at its end on the camshaft side with an external spline 15 which engages in a corresponding spline 16 in the wall of the bore 14.
  • a stop 17 is provided, on which a spring 18 is supported, which acts on the shift sleeve 11 and strives to push it to the left in the drawing.
  • the shift sleeve 11 is shifted to the right against the force of the spring 18 in the drawing.
  • the helical toothing 12, 13 causes the selector sleeve 11 to rotate relative to the drive gear 5, and this twisting is transmitted to the camshaft 2 through the straight toothing 15, 16.
  • This shift of the shift sleeve 11 is in the embodiment by oil pressure, namely by the pressure of the lubrication of the bearings of the camshaft and the drive gear 5 serving lubricating oil.
  • a pressure chamber 22 is provided between the left end face 20 of the shift sleeve 11 and an end wall 21 connected to the hub part 8, to which pressure oil is supplied from a pressure oil bore 23 in the cylinder head 1.
  • the pressure oil flows through a radial channel 24 in the hub part 7 into a wide circumferential groove 25 in the circumferential surface of the shift sleeve 11 and from there into a transverse channel 26 which opens into a longitudinal bore 27 in the shift sleeve 11, in which a tubular control slide 28 is arranged is.
  • the pressure oil can pass from the transverse channel 26 through a longitudinal slot 29 in the wall of the control slide 28 into its interior 30 and from there flow through openings 31 in the wall of the control slide 28 into the pressure chamber 22 when the control slide 28 in by a corresponding amount the drawing is shifted to the left, as shown in the lower half of FIG. 1.
  • This displacement of the control slide 28 is effected with the aid of an electromagnet 32, the armature 33 of which is connected to the control slide 28.
  • the electromagnet 32 is screwed onto the cylinder head 1 by screws 34 and extends into the hub part 8, whereby the overall length of the camshaft drive is kept as small as possible.
  • the control slide 28 extends with a rod-shaped extension 35 through an axial through bore 36 in the shift sleeve 11 and is provided with a spring plate 37 at its free end projecting from the shift sleeve 11.
  • a weak spring 38 which only has the task of returning the control slide 28 to the starting position shown in the upper half of FIG. 1 after the electromagnet 32 has been switched off, is arranged between the spring plate 37 and the adjacent front end of the switching sleeve 11. arranges.
  • the rod-shaped extension 35 is also connected in a rotationally fixed but axially displaceable manner to the shift sleeve 11 by a radial pin 40 which engages in a longitudinal slot, so that there is no relative rotational movement between it and the shift sleeve 11 and the spring plate 37 is designed as an axial ⁇ storage unnecessary.
  • This pressure chamber 22 is connected via the tooth gaps of the helical teeth 12, 13 and a throttle bore 43 to the unpressurized space in the cylinder head 1, so that the pressure oil can escape from the pressure chamber 22 and the spring 18 can shift the shift sleeve 11 to the left, whereby the original left position of the camshaft relative to the drive gear 5 is restored.
  • the throttle bore 43 is dimensioned such that it does not impair the pressure build-up in the pressure chamber 22 in the position of the control slide 28 shown in the lower half of FIG. 1, since in this position the pressure chamber 22 is constantly supplied with pressure oil.
  • the bearing 9 or 10 is used for mounting the camshaft between the last cam and the drive wheel attached to the end of the camshaft in a rotationally fixed manner and the The opening of the bearing point 10 is closed by a cover. Any changes to the cylinder head 1 are not necessary.
  • FIG. 2 differs from the embodiment according to FIG. 1 primarily by a much simpler control of the Pressure in the pressure chamber 22 '.
  • the end wall 21 ' which delimits the pressure chamber 22', is provided with a central, tubular extension 50, which is closed at its end 51 and in the left end position (shown in the upper half of FIG. 2) of the shift sleeve 11 'with radial play in one central blind hole 52 projects into the end wall 20 'of the shift sleeve 11'.
  • the control slide 28 ' is arranged, which is connected to the armature 33' of the electromagnet 32 'by a radial flange 55 such that it can move in an angular manner.
  • the armature 33 'and with it the control slide 28' is pressed by a weak spring 38 'into the right rest position shown in the upper half of FIG. 1, in which the opening 54 is released by the control slide 28' and the pressure chamber 22 ' connects with an oil return space 56 outside the pressure chamber 22 '.
  • the pressure oil is supplied to the pressure chamber 22 'via the bearing surface 57 of the hub part 8' and radial channels 58 in the hub part 8 '.
  • the opening 54 is opened and thus the pressure chamber 22 'is relieved of pressure.
  • the shift sleeve 11 ' is moved into its left end position by the axial force exerted to the left by the helical teeth 12', 13 'and by the oil pressure in an annular chamber 59 between the peripheral surface of the shift sleeve 11' and the inner surface of the hub part 7 ', which is delimited by sealing rings 59a and the lubricating oil is supplied under pressure through a channel 60.
  • the oil pressure acts on the left end face 59b of this annular chamber 59 and thus strives to push the shift sleeve 11 'to the left.
  • the opening 54 is blocked by the control slide 28' and it can a pressure now builds up in the pressure chamber 22 ', which acts on the left end face 20' of the shift sleeve 11 'and shifts it to the right against the axial force of the helical teeth 12, 13 and the pressure in the ring chamber 59.
  • Another advantage of the embodiment according to FIG. 2 is that the entire end face 20 'of the shift sleeve 11', including the end face of the blind hole 52, is exposed to the oil pressure, so that greater adjustment forces can be exerted on the shift sleeve 11 '.
  • the pressure oil flows into the pressure chamber 22 "(FIG. 4) a channel 70 in the wall 21 ", which is connected to the radial channel 58" in the hub part 8 ".
  • the wall 53 "of the extension 50” has one Inflow opening 71 and an outflow opening 72, which is connected to the pressure chamber 22 ".
  • the control slide 28" is provided with two axially and circumferentially offset overflow channels 74 and 75, of which the overflow channel 74 connects the inflow channel 70 with the inflow connects opening 71 when the control slide 28 "is in its left end position (FIG. 4), and the overflow channel 75 connects the drain opening 72 with the oil return space 56" when the control slide 28 "is in its right end position (FIG. 3).
  • the annular end face 62 "of the shift sleeve section 76 delimits a chamber 78 with the wall 77 of the hub part 7 ", which is connected via a channel 79 and the annular gap 80 between the circumferential surface of the thinner one Section 81 of the shift sleeve 11 "and the hub part 7" is supplied with lubricating oil under pressure.
  • the pressure in the chamber 78 tends to move the shift sleeve 11 "in FIG. 3 to the left. This endeavor is supported by the spring 18 ".
  • This embodiment has the same as the embodiment according to FIG Additional advantage that the shift sleeve section 76 is acted upon on both sides with the same oil pressure, so that no leakage occurs via the toothing 12 ", 13" and a seal between the shift sleeve 11 or 11 'and the hub part 7 or 7 1 and 2 with Fig. 3. This in turn saves space in the axial direction.
  • the helical teeth 12 ", 13" can be arranged so that their axial thrust to the right acts on the shift sleeve 11 ", since the lubricating oil pressure acting on the annular end face 62" is used for a movement to the left.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

Un dispositif d'entraînement de l'arbre à cames (2) d'un moteur à combustion interne comprend un organe de mise en rotation de l'arbre à cames (2) par rapport à une roue de commande (5). Cet organe comprend un manchon coulissant (11) agencé coaxialement à l'arbre à cames (2), axialement mobile entre deux positions extrêmes, couplé d'une part à la roue de commande (5) par une denture hélicoïdale (12, 13) et d'autre part à l'arbre à cames (2) par une denture droite (15, 16). On obtient de la manière suivante un agencement compact, permettant de pouvoir équiper sélectivement la même tête de cylindre d'un arbre à cames habituel ou d'un entraînement d'arbre à cames à temps variables de commande par soupapes, l'arbre à cames (2) finit dans la direction de la roue de commande (5) après une came (3a) et le point d'appui (9) qui, dans un arbre à cames habituel, sert à soutenir celui-ci entre la dernière came et la roue de commande, sert à soutenir la partie moyeu (7) de la roue de commande (5). De l'autre côté, la roue de commande (5) est montée sur un point d'appui supplémentaire (10) dans la tête du cylindre (1) au moyen d'une deuxième partie moyeu (8), l'ouverture de montage dans la tête du cylindre étant fermée par un couvercle lorsque l'on utilise un arbre à cames habituel.
EP89907114A 1988-07-15 1989-06-06 Dispositif d'entrainement de l'arbre a cames d'un moteur a combustion interne Expired - Lifetime EP0423160B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3824062 1988-07-15
DE3824062 1988-07-15

Publications (2)

Publication Number Publication Date
EP0423160A1 true EP0423160A1 (fr) 1991-04-24
EP0423160B1 EP0423160B1 (fr) 1992-03-25

Family

ID=6358776

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89907114A Expired - Lifetime EP0423160B1 (fr) 1988-07-15 1989-06-06 Dispositif d'entrainement de l'arbre a cames d'un moteur a combustion interne

Country Status (4)

Country Link
US (1) US5111780A (fr)
EP (1) EP0423160B1 (fr)
DE (1) DE58901050D1 (fr)
WO (1) WO1990000670A1 (fr)

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DE4240075C2 (de) * 1992-11-28 2002-08-29 Bosch Gmbh Robert Hydraulische Stelleinrichtung
WO1994023772A2 (fr) * 1993-04-06 1994-10-27 Minnesota Mining And Manufacturing Company Desagglomerants pour inhalateurs a poudre seche
DE4321003C2 (de) * 1993-06-24 2001-05-03 Schaeffler Waelzlager Ohg Vorrichtung zum Verändern der Steuerzeiten einer Brennkraftmaschine
US5673659A (en) * 1995-06-22 1997-10-07 Chrysler Corporation Lead screw driven shaft phase control mechanism
US5860328A (en) * 1995-06-22 1999-01-19 Chrysler Corporation Shaft phase control mechanism with an axially shiftable splined member
DE19645688C2 (de) * 1996-11-06 2002-09-26 Ina Schaeffler Kg Vorrichtung zum Verändern der Steuerzeiten einer Brennkraftmaschine
AT407282B (de) * 1997-09-19 2001-02-26 Tcg Unitech Ag Vorrichtung zur verstellung einer nockenwelle
US5862783A (en) * 1998-03-12 1999-01-26 Lewis; Henry E. Variable angle camshaft
JP4036401B2 (ja) * 1998-03-27 2008-01-23 ヤマハ発動機株式会社 可変バルブタイミング装置を備えた４サイクルエンジン
DE19848706A1 (de) * 1998-10-22 2000-04-27 Schaeffler Waelzlager Ohg Vorrichtung zur Relativverdrehung einer Nockenwelle gegenüber einer diese Nockenwelle antreibenden Kurbelwelle einer Brennkraftmaschine
US6167854B1 (en) 1999-04-01 2001-01-02 Daimlerchrysler Corporation Two-part variable valve timing mechanism
US6216654B1 (en) 1999-08-27 2001-04-17 Daimlerchrysler Corporation Phase changing device
US6199522B1 (en) 1999-08-27 2001-03-13 Daimlerchrysler Corporation Camshaft phase controlling device
JP3318292B2 (ja) * 1999-09-03 2002-08-26 本田技研工業株式会社 内燃機関のカム軸駆動用無端可撓部材の収容室構造
US6202611B1 (en) 1999-12-23 2001-03-20 Daimlerchrysler Corporation Camshaft drive device for an internal combustion engine
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JP2001342812A (ja) 2000-05-31 2001-12-14 Sanshin Ind Co Ltd 船外機用４サイクルエンジン
US6672283B2 (en) 2000-06-09 2004-01-06 Yamaha Marine Kabushiki Kaisha Four-cycle engine for marine drive
JP2003003870A (ja) * 2001-06-21 2003-01-08 Sanshin Ind Co Ltd 船外機用４サイクルエンジンのバルブタイミング制御装置
JP2003003898A (ja) 2001-06-22 2003-01-08 Sanshin Ind Co Ltd 船外機用４サイクルエンジンの制御装置
JP2003013759A (ja) 2001-06-29 2003-01-15 Sanshin Ind Co Ltd 船外機用４サイクルエンジンのバルブタイミング制御装置
JP2003013761A (ja) 2001-07-02 2003-01-15 Sanshin Ind Co Ltd 船外機用４サイクルエンジンのバルブタイミング制御装置
JP2003013760A (ja) 2001-07-02 2003-01-15 Sanshin Ind Co Ltd 船外機用４サイクルエンジンのバルブタイミング制御装置
JP2003020964A (ja) 2001-07-04 2003-01-24 Sanshin Ind Co Ltd 船外機用４サイクルエンジンのバルブタイミング制御装置
JP2003035156A (ja) 2001-07-25 2003-02-07 Sanshin Ind Co Ltd 船外機用４サイクルエンジン
JP2003035179A (ja) 2001-07-25 2003-02-07 Sanshin Ind Co Ltd 船外機用４サイクルエンジン
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Also Published As

Publication number Publication date
US5111780A (en) 1992-05-12
EP0423160B1 (fr) 1992-03-25
WO1990000670A1 (fr) 1990-01-25
DE58901050D1 (de) 1992-04-30

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