EP0469332B1 - Vorrichtung zur Änderung der Ventilsteuerzeiten einer Brennkraftmaschine - Google Patents

Vorrichtung zur Änderung der Ventilsteuerzeiten einer Brennkraftmaschine Download PDF

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Publication number
EP0469332B1
EP0469332B1 EP91111198A EP91111198A EP0469332B1 EP 0469332 B1 EP0469332 B1 EP 0469332B1 EP 91111198 A EP91111198 A EP 91111198A EP 91111198 A EP91111198 A EP 91111198A EP 0469332 B1 EP0469332 B1 EP 0469332B1
Authority
EP
European Patent Office
Prior art keywords
camshaft
bore
valve
oil
combustion engine
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.)
Expired - Lifetime
Application number
EP91111198A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0469332A1 (de
Inventor
Imre Dr. Dipl.-Ing. Szodfridt
Herbert Dipl.-Ing. Ampferer
Willi Schultz
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.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche 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 Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0469332A1 publication Critical patent/EP0469332A1/de
Application granted granted Critical
Publication of EP0469332B1 publication Critical patent/EP0469332B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/102—Lubrication of valve gear or auxiliaries of camshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0475—Hollow camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L2001/34486—Location and number of the means for changing the angular relationship
    • F01L2001/34496—Two phasers on different camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • One possibility of changing the valve timing during the operation of the internal combustion engine is to preferably rotate the position of the intake camshaft in relation to the crankshaft driving it with the aid of a so-called phase converter.
  • a coupling member is axially displaced, which is arranged coaxially between the wheel driving the camshaft and the camshaft. It has two toothings, at least one of which is helically toothed, which each cooperate with a corresponding toothing on the camshaft or in the wheel, such as. B. is known from EP-0 335 083.
  • EP-0 245 791 discloses a phase converter whose coupling member is displaced from a first to a second end position and vice versa by means of a piston which is hydraulically acted upon on both sides.
  • the piston is surrounded by an annular space divided into two control chambers, the control chambers interacting with a control valve via oil-carrying bores.
  • this valve controls a pressure oil flow into one of the two control chambers in order to move the piston from one end position to the other, on the other hand it opens the oil return from the second, unpressurized control chamber into a tank.
  • This phase converter takes up additional installation space in the axial direction of the camshaft, since the displacement path of the piston is arranged completely outside the camshaft.
  • a phase converter is known from EP 0 335 083 already mentioned, in which the oil flows are controlled by a control element which is arranged in a flange shaft screwed onto the camshaft.
  • This control element is axially displaced by an electromagnet and leads the oil flows to and from the control chambers in an analogous manner to the EP-0 245 791 mentioned.
  • Flange shaft and electromagnet extend the camshaft and require additional installation space. Furthermore, this phase converter is complicated and expensive to manufacture.
  • a device for automatically controlled change of the valve timing of an internal combustion engine with at least one camshaft that can be rotated relative to a shaft (crankshaft) that drives it as a function of parameters of the internal combustion engine, and one that drives the camshaft , a first toothing wheel, which acts via a coupling element which is acted on as a hydraulic piston on both sides by an oil circuit and is axially displaceable in at least two end positions and acts on a second toothing which is connected to the camshaft via a hollow shaft, and with two chambers adjoining the coupling element , whose filling and emptying is controlled by at least one shut-off device, wherein in one end of the camshaft a cylindrical body (tube) in an axially extending, cylindrical recess separates an annular outer space, which in a first position of the para perrorgans (changeover valve) connects the first chamber for filling with a first bore of the camshaft connected
  • the invention has for its object to provide a device for changing the valve timing of an internal combustion engine, which avoids the aforementioned disadvantages and takes up as little space as possible and is simple in construction.
  • the invention enables a compact construction of the phase converter and a simple design of the drive end of the camshaft. This is achieved by releasing the shut-off device controlling the supply and removal of oil from the phase converter or the camshaft.
  • the shut-off device can be located at any point on the internal combustion engine, e.g. be arranged in the cylinder head and is also operated hydraulically.
  • a tube is held in an easy to manufacture, stepped, axially extending recess of the camshaft, which separates two spaces from one another, which, depending on the position of the shut-off device, enable the supply or the discharge of oil into the camshaft or the phase converter.
  • the spaces are connected to radial bores of the camshaft, which in turn interact with lines which open into annular spaces of the shut-off element designed as a changeover valve.
  • the radial bores can be arranged at any point on the camshaft.
  • the phase converter only slightly protrudes from the drive end of the camshaft and can be assembled as a complete unit. Shouldn't Phase converter are installed, the camshaft can still be used by attaching a modified sprocket.
  • the camshaft which is usually made of a hard material, does not require any toothing or thread.
  • the device requires only a small amount of oil, since only the oil displaced from the chambers adjoining the pistons has to be renewed for moving the piston from a first to a second end position.
  • the emptying of the chambers after the internal combustion engine has been switched off is avoided in that oil-carrying lines are designed as risers which prevent oil from flowing back.
  • the actuation circuit for changing the valve timing is part of the oil circuit of the internal combustion engine.
  • the lubrication circuit for the camshafts is connected to this actuation circuit in such a way that lubrication is retained in the event of failure of the phase converter or the shut-off device.
  • each of the two camshafts 1 serving as the inlet is a phase converter 2 at the drive end 3 assigned.
  • Each camshaft 1 is held in a plurality of bearings 4 which are connected to a lubrication circuit 5.
  • the oil circuit of the internal combustion engine comprises the lubrication circuit 5, an actuation circuit for adjusting the phase converter 2 and a lubrication circuit of the crankshaft 6.
  • a pump 8 conveys oil from a reservoir 9 through a filter 10.
  • a branch 11 leads to a switching valve 12, to the crankshaft 6 of the internal combustion engine and via an oil-supplying channel 14 to a switching valve 15 arranged parallel to this channel 14, as well as a downstream pressure reducing valve 16.
  • a pressure relief valve 17 is connected between the filter 10 and the crankshaft 6 and limits the oil pressure supplied by the pump 8 to a maximum pressure PM.
  • the lubrication circuit 5 branches off from the pressure reducing valve 16 and pressurizes the bearings 4 with a pressure P1 that is lower than the pressure PM.
  • the changeover valve 15 has integrated check valves 18, via which the channel 14 can be coupled to the phase converters 2.
  • a first and a second line 19 and 20 each lead from the changeover valve 15 to a separate bearing point 21 of the camshafts 1.
  • the phase converter 2 is essentially made up of the three commonly used elements, which mesh with one another via toothings. Firstly, from a wheel 31, which serves to drive the camshaft 1 and is designed as a chain wheel 30, into which an inner hub 32, which carries a first oblique toothing 33, is welded. The wheel 31 is connected via the first toothing 33 to a coupling member designed as a hydraulically loaded piston 34, which is axially displaceable in two end positions E1, E2 with respect to the axis N running longitudinally and centrally in the camshaft 1.
  • the piston 34 carries a second, oblique toothing 35 which engages in a corresponding toothing of a hollow shaft 36 which is connected to a flange 37 of the camshaft 1.
  • a cap 38 is pressed into the inner hub 32.
  • the piston 34 divides a volume enclosed between the flange 37 and the hollow shaft 36 into a first chamber 40 and a second chamber 41 1 and 2, the piston 34 is in a first end position E1, which is assumed when the internal combustion engine is operating in a first operating state, for example idling.
  • 1 shows a first embodiment
  • 1a shows the first embodiment with a modified camshaft 1 below the axis N.
  • a cylindrical, stepped recess 42 is provided, which extends from the end 3 in a rotationally symmetrical manner to the axis N. It has a first diameter D1 from the end 3 to immediately behind the first bore 23, then a second, smaller diameter D2 between the bores 23, 24 and from there to a further smaller diameter D3 until immediately behind the second bore 24.
  • a tube 43 is held as a cylindrical body, which is widened radially at the end 3 to the diameter D1 and otherwise has the diameter D2.
  • the tube 43 thus separates an annular outer space 44 within the recess 42, into which the first bore 23 opens and which is connected at the end 3 to the first chamber 40 via an almost radially extending connecting bore 45.
  • the second bore 24 intersects the recess 42 in the area of the diameter D3 and is connected to the interior 46 running within the tube 43.
  • a built, hollow camshaft 1 is shown, in which a bushing 47 is inserted.
  • the tube 43 extends in a straight line in the recess 42 and is held at the end 3 in a collar 50 of the separately formed flange 37, which is inserted into the camshaft 1 with a sleeve 51, and in the bushing 47.
  • the second bore 24 runs partially in the bush 47 and is in turn connected to the interior 46.
  • the outer space 44 formed between the tube 43 and the sleeve 51 or the recess 42 connects the first bore 23 to the first chamber 40.
  • the chain wheel 30 is axially fixed on the hollow shaft 36 by means of a prestressed spring ring 52. It is half in a semicircular groove 53 of the sprocket 30 and the other half in a recess 54 of the hollow shaft 36, the Depth is at least twice as large as that of the groove 53.
  • the spring ring 52 is accessible via a plurality of mounting openings 55. During assembly, the spring ring 52 is placed in the recess 54, in which it is half immersed due to its pretension.
  • the sprocket 30 is then pushed onto the hollow shaft 36, a molded bevel 56 completely pressing the spring ring 52 into the recess 54 before it lies halfway into this groove 53 when the recess 54 and groove 53 overlap.
  • the phase converter 2 is then attached as a structural unit to the flange 37 by means of screw connections 60.
  • the chain wheel 30 is axially secured to the hollow shaft 36 by means of screws 61.
  • These screws 61 are screwed into the thread of the hollow shaft 36 and are slidably guided in the oblong holes 63 of the chain wheel 30 by means of guide sleeves 62.
  • a small axial play A remains between the guide sleeve 62 and the wheel 31.
  • the phase converter 2 is held with screw connections 60 in elongated holes 64 of the flange 37 by means of crimp sleeves 65.
  • the elongated holes 64 allow the phase converter 2 to be installed in the correct position, regardless of the position of the camshaft 1 which is secured against rotation for the installation.
  • FIG. 2a The modification shown in FIG. 2a is identical to that of the first embodiment according to FIG. 1a.
  • the camshaft 1 is constructed from individual parts; the flange 37 is inserted separately and the recess 42 is axially delimited by a bushing 47.
  • the pump 8 delivers oil from the reservoir 9 through the filter 10 to the branching 11.
  • the switching valve 12 is switched on or off by an electronic control unit 70 depending on the parameters load and speed of the internal combustion engine. In the switched-off state, no oil gets from the branch 11 via the switching valve 12 to the switching valve 15. This is spring-loaded in a first position S1, which corresponds to the end position E1 of the piston 34.
  • the oil conveyed with pressure through the channel 14 along the arrows shown opens the check valves 18 so that the oil flows via first annular spaces 71 into the first lines 19 and from there into the first bores 23.
  • the pressure acts from the bore 23 through the outer space 44 and the connecting bore 45 to the first chamber 40 and holds the piston 34 in its first end position E1.
  • the control unit 70 switches the switching valve 12 on, so that oil flows from the branching 11 via the switching valve 12 to the switching valve 15 and shifts it into a second position S2, which corresponds to the end position E2 of the piston 34 corresponds.
  • the oil flowing into the second annular spaces 72 via the check valves 18 now reaches the second bores 24 via the second lines 20. From there, the pressure acts on the second chamber 41 through the interior 46.
  • the oil flows out of the open end of the tube 43 into a cavity 74 formed by a radial flange 73 and the cap 38 and from there via openings 75 in the piston 34 into the second chamber 41.
  • This piston 34 is axially displaced into the second end position E2, the two oblique teeth 33, 35 the sprocket 30 is rotated relative to the camshaft 1. Rotational displacements occur in the phase converters 2 between the components bordering on sliding surfaces F.
  • the oil volume displaced from the first chamber 40 during the displacement from the end position E1 to the end position E2 passes via the connecting bore 45, the outer space 44 and the first bore 23 into the annular channel 22 and from there via the first line 19.
  • the pump 8 When the internal combustion engine is operating at low speeds, the pump 8 does not deliver a maximum pressure PM. If it is nevertheless necessary to move the piston 34, the check valves 18 act batch filling of the annular spaces 71, 72. As a result, the piston 34 is shifted in stages from one end position to the other.
  • each camshaft 1 can each be assigned their own actuation circuit.
  • Each camshaft 1 is assigned a channel 14, a changeover valve 15 with a check valve 18 and a pressure reducing valve 16.
  • no separate bearing point 21 is required to ensure the supply and discharge of oil into the camshaft 1.
  • the radial first and second bores 23, 24 are arranged at locations on the camshaft 1 which are supported in the bearings 4.
  • the bearings 4 are each designed as an upper and lower half 4a, 4b in an upper part 80 and a lower part 81 of a bearing frame 82 for camshafts.
  • Channels 83, 84 run in the upper part 80 as part of the lubrication circuit 5. From the channel 83 located downstream of the pressure reducing valve 16 and parallel to the axis N in the upper part 80, channels 84 branch off at right angles in a transverse plane Q to each bearing 4.
  • Bores 85 receive screw connections 86 for fastening the upper part 80 to the lower part 81.
  • the channels 84 are guided in a ring around the bores 85 lying between the axis N and the channel 83, so that the oil with the pressure P1 adjacent to the transverse plane Q supplies the bearing 4 in its upper half 4a via two lubrication openings 87.
  • the supply of the outer space 44 and the inner space 46 takes place in an analogous manner to the first two embodiments of the invention, but the line 19 leading to the first bore 23 is arranged in a first bearing 4 and the line 20 leading to the second bore 24 is arranged in a second, adjacent to the first bearing 4.
  • the lower halves 4b each have a groove 88 which, according to FIG.
  • the bearing frame 82 is fastened on the side of a cylinder head 89 facing away from the combustion chambers, in which part of the lines 19, 20 of the actuation circuit are arranged.
  • the parts of the lubrication circuit 5 and the actuation circuit arranged in a bearing 4 and thus also the different oil pressures P1, PM are separated from one another.
  • the camshaft 1 can be used in the modified form according to FIGS. 1a and 2a.
  • the length of the bushing 47 is designed in accordance with the distance between two adjacent bearings 4.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP91111198A 1990-07-28 1991-07-05 Vorrichtung zur Änderung der Ventilsteuerzeiten einer Brennkraftmaschine Expired - Lifetime EP0469332B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4024057A DE4024057C1 (enrdf_load_stackoverflow) 1990-07-28 1990-07-28
DE4024057 1990-07-28

Publications (2)

Publication Number Publication Date
EP0469332A1 EP0469332A1 (de) 1992-02-05
EP0469332B1 true EP0469332B1 (de) 1994-02-16

Family

ID=6411231

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91111198A Expired - Lifetime EP0469332B1 (de) 1990-07-28 1991-07-05 Vorrichtung zur Änderung der Ventilsteuerzeiten einer Brennkraftmaschine

Country Status (4)

Country Link
US (1) US5138985A (enrdf_load_stackoverflow)
EP (1) EP0469332B1 (enrdf_load_stackoverflow)
JP (1) JP3199778B2 (enrdf_load_stackoverflow)
DE (2) DE4024057C1 (enrdf_load_stackoverflow)

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DE4024057C1 (enrdf_load_stackoverflow) 1991-09-19
DE59101021D1 (de) 1994-03-24
JPH04232316A (ja) 1992-08-20
JP3199778B2 (ja) 2001-08-20
US5138985A (en) 1992-08-18
EP0469332A1 (de) 1992-02-05

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