EP1002945A2 - Externally toothed wheel drive for a cam shaft of an internal combustion engine - Google Patents

Externally toothed wheel drive for a cam shaft of an internal combustion engine Download PDF

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Publication number
EP1002945A2
EP1002945A2 EP99120961A EP99120961A EP1002945A2 EP 1002945 A2 EP1002945 A2 EP 1002945A2 EP 99120961 A EP99120961 A EP 99120961A EP 99120961 A EP99120961 A EP 99120961A EP 1002945 A2 EP1002945 A2 EP 1002945A2
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EP
European Patent Office
Prior art keywords
gear
camshaft
rotation
crankshaft
idler gear
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Granted
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EP99120961A
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German (de)
French (fr)
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EP1002945B1 (en
EP1002945A3 (en
EP1002945A4 (en
Inventor
Jürgen Endeward
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Volkswagen AG
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Volkswagen AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • 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
    • F01L1/026—Gear drive

Definitions

  • the invention relates to a spur gear camshaft drive for an internal combustion engine a crankcase, a crankshaft gear and a camshaft gear, according to the Preamble of claim 1.
  • a particularly large game between a camshaft gear and a last one, with the camshaft gear meshing gear of the camshaft drive also results with increasing number of gears between the crankshaft and camshaft, because Sum up tolerances and center distance inaccuracies accordingly.
  • the above-mentioned vibrations are further amplified by counter to a direction of rotation Forces acting on this camshaft, for example when actuating a Fuel pump of a pump-nozzle element, wherein a cam of the camshaft one has to overcome great resistance.
  • a camshaft drive spur gears for example, only come at a small distance between the crankshaft and Camshaft, i.e. with the camshaft below, for use. It is Reduction of the game already provided to provide helical gears, so that the run is as quiet as possible. Nevertheless, such spur gear or Gear camshaft drives have so far not provided comfort, smooth running and accuracy a camshaft drive with toothed belt wheels or chain wheels with roller chain.
  • the present invention has for its object an improved spur gear camshaft drive of the type mentioned above, the the disadvantages mentioned above are overcome and its possible uses without undesirable side effects in a wide variety of motor vehicles, especially in Passenger cars to be expanded.
  • crankshaft gear and Camshaft gear is arranged at least one differential idler gear, the axis of rotation is freely movable with respect to the crankcase.
  • the axis of rotation of the differential idler gear is from at least two brackets pivotally supported, which are on the axis of rotation of the differential intermediate wheel opposite ends each on fixed axes of rotation from to Compensating intermediate gear pivotally support adjacent gears.
  • a game compensation directly on the camshaft can be achieved in that the Balance idler gear between the camshaft gear and a last idler gear of the Spur gear camshaft drive is arranged. Since the entire game of the When the spur gear camshaft drive is added up, there is maximum backlash compensation.
  • a gear ratio is expediently achieved from the crankshaft to Camshaft of 2: 1 in that a ratio of the number of teeth between the differential idler gear and an adjacent idler gear is selected accordingly.
  • adjacent idler gear for example an idler gear on the crankshaft side.
  • FIGS. 1 to 4 of an inventive Spur gear camshaft drive on a crankcase 10 otherwise not closer Internal combustion engine shown comprises a crankshaft gear 12, a first intermediate gear 14, a second idler gear 16, a differential idler gear 18, and a camshaft gear 20.
  • the second idler gear 16 meshes with a drive gear 22 for one, not shown Water pump.
  • the crankshaft gear 12 also meshes with a drive gear 24 for one Oil pump, not shown, and with a third intermediate gear 26.
  • the third intermediate gear 26 in turn meshes with a fourth intermediate wheel 28, which in turn is a Drive gear 30 of a generator, not shown, and a drive gear 32 one drives not shown hydraulic pump meshing.
  • the second idler gear 16 is with a another ring gear 34 rotatably connected, the second idler gear 16 itself with the first intermediate gear 14 and the further ring gear 34 with the compensating intermediate gear 18th combs.
  • a number of teeth of the further ring gear 34 and a number of teeth of the differential idler gear 18 is chosen such that the crankshaft gear 12 to Camshaft gear 20 gives a ratio of 2: 1.
  • An axis of rotation 36 of the differential idler gear 18 is with respect to the crankcase 10 and a cylinder head can be moved freely and only with respect to the axes of rotation 42, 44 from the second idler gear 16 and camshaft gear 20 through two pairs of brackets 38 and 40 predetermined.
  • the bracket 38 hold the axis of rotation 36 of the differential idler gear on one side 18 rotatable, while an opposite side of the bracket 38 on the Axis of rotation 42 of the second idler gear 16 is supported.
  • the bracket 40 also hold one Side the axis of rotation 36 of the differential idler gear 18 rotatable while one opposite side of the bracket 38 in the cylinder head housing via the axis of rotation 44 of the Camshaft gear 20 is supported.
  • brackets 38 and 40 can change Distance between the axes of rotation 42 and 44 a varying angle to each other include so that the differential idler 18 always tight and essentially free of play meshes with both the ring gear 34 and the camshaft gear 20.
  • the bracket 38 and 40 thus form a joint with the joint axis on the axis of rotation 36 of the differential idler gear 18, which changes according to changing distances between the Axes of rotation 42 and 44 spread more or less wide due to thermal expansion.
  • a wobbling of the compensating intermediate wheel 18 is prevented by means of disc springs 46.
  • FIG. 4 shows an area of the spur gear camshaft drive hidden in FIG. 1 in the area of the camshaft gear 20.
  • the pair of brackets 40 is supported in the cylinder head housing on the Axis of rotation 44 of the camshaft gear 20, whereas the respective camshaft gear 20 opposite ends 49 of the bracket 40 the axis of rotation 36 of the not shown in Fig. 4 Hold the idler gear 18.
  • the Bolted camshaft assembly which also i.a. a sender wheel 52 and a hub 54 includes.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Gear Transmission (AREA)
  • Valve Device For Special Equipments (AREA)
  • Gears, Cams (AREA)

Abstract

At least one intermediate balance gearwheel(18) is located between the crankshaft timing gearwheel(12) and camshaft timing gearwheel(20), and the centre pin(36) of the balance gearwheel is freely movable in relation to the crankcase(10). The free movement of the centre pin of the balance wheel is brought about by two swinging arms, one(38) of which by one side rotatably holds the centre pin of the balance gearwheel while the other side is supported on the centre pin(42) of one(16) of the gearwheels. The other swinging arm by one side rotatably holds the centre pin of the balance gear while the side lying opposite the first arm is supported in the cylinder head housing via the centre pin(44) of the camshaft gear.

Description

Die Erfindung betrifft einen Stirnrad-Nockenwellenantrieb für eine Brennkraftmaschine mit einem Kurbelgehäuse, einem Kurbelwellenrad und einem Nockenwellenrad, gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a spur gear camshaft drive for an internal combustion engine a crankcase, a crankshaft gear and a camshaft gear, according to the Preamble of claim 1.

In Brennkraftmaschinen mit einem Nockenwellenantrieb, welcher durch mehrere Zahnräder zwischen einer Kurbelwelle und einer Nockenwelle realisiert ist, ergeben sich durch mehrere Einflüsse Schwingungabelastungen des Nockenwellenantriebs. So erfolgt insbesondere bei einer Diesel-Brennkraftmaschine bei einem Arbeitstakt in einem Zylinder eine relativ kräftige, jedoch kurzzeitige Anregung der Kurbelwelle, während in Zeiten zwischen jeweiligen Arbeitstakten nahezu kein Drehmoment auf die Kurbelwelle wirkt. Dies ergibt eine relativ ungleichmäßige, ungleichförmige Bewegung der Kurbelwelle mit mehr oder weniger ruckartig schwingenden Bewegung. Toleranzen bei Bauteilen des Nockenwellenantriebs führen zu entsprechendem Spiel zwischen miteinander kämmenden Zahnflanken der Zahnräder, wodurch sich Schwingungen im Nockenwellenantrieb entsprechend fortsetzten können. Ein derartiges Spiel wird zusätzlich noch dadurch verstärkt, daß häufig Stahlzahnräder bzw. für den Nockenwellenantrieb Bauteile aus Stahl Verwendung finden, wogegen das Kurbelgehäuse aus Aluminium gefertigt ist. Durch entsprechend unterschiedliche Temperaturausdehnungskoeffizienten ist somit ein Achsabstand zwischen jeweiligen Zahnrädern des Nockenwellenantriebs während des Betriebes der Brennkraftmaschine nicht mehr konstant, was zu zusätzlichem Spiel führt.In internal combustion engines with a camshaft drive, which is driven by several gears realized between a crankshaft and a camshaft result from several Influences of vibration loads on the camshaft drive. This is particularly the case with a diesel internal combustion engine with a work cycle in a cylinder a relatively powerful, however short term excitation of the crankshaft while at times between each Work cycles almost no torque acts on the crankshaft. This results in a relative irregular, irregular movement of the crankshaft with more or less jerky swinging movement. Tolerances in components of the camshaft drive lead to corresponding play between meshing tooth flanks of the gears, whereby vibrations in the camshaft drive can continue accordingly. On such game is additionally reinforced by the fact that steel gears or for the camshaft drive components made of steel are used, whereas Crankcase is made of aluminum. By correspondingly different Thermal expansion coefficient is thus a center distance between each Gears of the camshaft drive not during operation of the internal combustion engine more constant, which leads to additional play.

Dieses erhöhte Spiel im Nockenwellenantrieb hat dreierlei unerwünschte Nebeneffekte. Erstens ist eine Synchronisation zwischen Kurbelwelle und Nockenwelle sozusagen verwischt, da Relativbewegungen zwischen Nockenwelle und Kurbelwelle möglich sind. Insbesondere bei Brennkraftmaschinen mit einem integrierten Pumpe-Düse-System, bei dem die Nockenwelle auch die Einspritzzeiten unmittelbar bestimmt, kommt es zu Verschiebungen der Einspritzzeiten und somit zu einem nicht optimalen Betrieb der Brennkraftmaschine. Zweitens pflanzt sich die ungleichförmige Bewegung der Kurbelwelle als Schwingung durch den Nockenwellenantrieb bis in die Nockenwelle fort und führt dort zusätzlich zu nicht genau vorbestimmten Einspritz- und Ventilbetätigungszeiten. Drittens kommt es durch das Spiel zu erhöhter Geräuschentwicklung, was in Personenkraftwagen von den Insassen als störend empfunden werden kann.This increased play in the camshaft drive has three undesirable side effects. First, there is a synchronization between the crankshaft and the camshaft, so to speak blurred, since relative movements between the camshaft and crankshaft are possible. Especially in internal combustion engines with an integrated pump-nozzle system, in which the camshaft also directly determines the injection times, it happens Shifts in the injection times and thus to a non-optimal operation of the Internal combustion engine. Second, the uneven motion of the crankshaft is planting as vibration by the camshaft drive into the camshaft and leads there in addition to not exactly predetermined injection and valve actuation times. Third the game leads to increased noise, which is what happens in passenger cars can be perceived as disturbing by the occupants.

Ein besonders großes Spiel zwischen einem Nockenwellenzahnrad und einem letzten, mit dem Kurbelwellenzahnrad kämmenden Zahnrad des Nockenwellenantriebs ergibt sich ferner mit zunehmender Zahl der Zahnräder zwischen Kurbelwelle und Nockenwelle, da sich Toleranzen und Achsabstandsungenauigkeiten entsprechend aufsummieren.A particularly large game between a camshaft gear and a last one, with the camshaft gear meshing gear of the camshaft drive also results with increasing number of gears between the crankshaft and camshaft, because Sum up tolerances and center distance inaccuracies accordingly.

Weiter verstärkt werden oben erwähnte Schwingungen durch gegen eine Drehrichtung der Nockenwelle auf diese wirkende Kräfte, beispielsweise bei der Betätigung einer Kraftstoffpumpe eines Pumpe-Düse-Elementes, wobei ein Nocken der Nockenwelle einen großen Widerstand zu überwinden hat. Dies führt bei entsprechendem Spiel im Nockenwellenantrieb zu einer Rückwirkung auf diesen und entsprechenden Relativbewegungen zwischen Nockenwelle und Kurbelwelle mit entsprechend verschobenen Steuerzeiten für die Pumpe-Düse-Elemente und Ventile.The above-mentioned vibrations are further amplified by counter to a direction of rotation Forces acting on this camshaft, for example when actuating a Fuel pump of a pump-nozzle element, wherein a cam of the camshaft one has to overcome great resistance. This leads to a corresponding game in Camshaft drive to a reaction on this and corresponding Relative movements between the camshaft and crankshaft with correspondingly shifted Control times for the pump nozzle elements and valves.

Aufgrund aller o.g. Nachteile kommt ein Nockenwellenantrieb mittels Zahnrädern bzw. Stirnrädern in Personenkraftwagen praktisch nicht zum Einsatz. Ein Nockenwellenantrieb durch Stirnräder kommt beispielsweise nur bei kleinem Abstand zwischen Kurbelwelle und Nockenwelle, also bei untenliegender Nockenwelle, zur Anwendung. Dabei ist es zur Verringerung des Spieles bereits vorgesehen, schrägverzahnte Zahnräder vorzusehen, damit ein möglichst geräuscharmer Lauf erzielt wird. Trotzdem erzielen derartige Stirnrad- bzw. Zahnrad-Nockenwellenantriebe bisher nicht den Komfort, die Laufruhe und Genauigkeit eines Nockenwellenantriebs mit Zahnriemenrädern oder Kettenrädern mit Rollenkette.Due to all of the above Disadvantages come from a camshaft drive using gears or Spur gears are practically not used in passenger cars. A camshaft drive spur gears, for example, only come at a small distance between the crankshaft and Camshaft, i.e. with the camshaft below, for use. It is Reduction of the game already provided to provide helical gears, so that the run is as quiet as possible. Nevertheless, such spur gear or Gear camshaft drives have so far not provided comfort, smooth running and accuracy a camshaft drive with toothed belt wheels or chain wheels with roller chain.

Aus dem Selbststudienprogramm Nr. 197 "Der 2,8 l Dieselmotor im LT '97", herausgegeben von der Volkswagen AG, Wolfsburg, Stand 08/97 ist ein gattungsgemäßer Stirnrad-Nockenwellenantrieb bekannt, wobei zwischen einem Zwischenzahnrad der Nockenwelle und einem Zwischenrad des Antriebs für die Nockenwelle eine Abstandsgabel derart vorgesehen ist, daß ein vorgeschriebenes Zahnflankenspiel erreicht wird. Das Zwischenzahnrad der Nockenwelle ist dabei auf einem Einstellager-Hebel angeordnet, welcher zur Montage um eine Drehachse des Nockenwellenrades schwenkbar ist. An dem anderen Zwischenrad ist die Abstandsgabel zur Montage schwenkbar angelenkt. Nach der Montage wird die Abstandsgabel festgezogen, so daß die Drehachse des Zwischenzahnrades der Nockenwelle festgelegt ist. Issued from self-study program No. 197 "The 2.8 l diesel engine in the LT '97" from Volkswagen AG, Wolfsburg, Stand 08/97 is a generic spur gear camshaft drive known, being between an intermediate gear of the camshaft and an intermediate wheel of the drive for the camshaft, a spacer fork such it is provided that a prescribed backlash is achieved. The The intermediate gear of the camshaft is arranged on a setting bearing lever, which is pivotable for mounting about an axis of rotation of the camshaft gear. To the the other intermediate wheel, the spacer fork is pivoted for assembly. After Assembly, the spacer fork is tightened so that the axis of rotation of the Intermediate gear of the camshaft is fixed.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, einen verbesserten Stirnrad-Nockenwellenantrieb der obengenannten Art zur Verfügung zu stellen, wobei die obengenannten Nachteile überwunden werden und dessen Einsatzmöglichkeiten ohne unerwünschte Nebeneffekte in unterschiedlichsten Kraftfahrzeugen, insbesondere in Personenkraftwagen, erweitert werden.The present invention has for its object an improved spur gear camshaft drive of the type mentioned above, the the disadvantages mentioned above are overcome and its possible uses without undesirable side effects in a wide variety of motor vehicles, especially in Passenger cars to be expanded.

Diese Aufgabe wird erfindungsgemäß durch einen Zahnrad-Nockenwellenantrieb der o.g. Art mit den in Anspruch 1 gekennzeichneten Merkmalen gelöst. Vorteilhafte Ausgestaltungen der Erfindung sind in den abhängigen Ansprüchen angegeben.This object is achieved by a gear camshaft drive of the above. Art solved with the features characterized in claim 1. Advantageous embodiments of the Invention are specified in the dependent claims.

Dazu ist es erfindungsgemäß vorgesehen, daß zwischen Kurbelwellenrad und Nockenwellenrad wenigstens ein Ausgleich-Zwischenrad angeordnet ist, dessen Drehachse bezüglich des Kurbelgehäuses frei beweglich ist.For this purpose, it is provided according to the invention that between the crankshaft gear and Camshaft gear is arranged at least one differential idler gear, the axis of rotation is freely movable with respect to the crankcase.

Dies hat den Vorteil, daß das bewegliche Ausgleich-Zwischenrad einen sich ändernden Abstand von Drehachsen zwischen zwei benachbarten Zahnrädern durch eine entsprechende Relativbewegung der Drehachse des Ausgleich-Zwischenrades kompensiert, so daß auch bei sich änderndem Abstand der Drehachsen der benachbarten Zahnräder kein Spiel auftritt. Hierdurch werden Steuerzeiten durch die Nockenwelle genauer eingehalten und es ergibt sich ein geräuscharmer Lauf des Stirnrad-Nockenwellenantriebs.This has the advantage that the movable differential idler gear changes Distance between axes of rotation between two adjacent gears by a corresponding relative movement of the axis of rotation of the balancing intermediate wheel is compensated, so that even when the distance between the axes of rotation of the adjacent gears changes Game occurs. As a result, timing times by the camshaft are observed more precisely and the spur gear camshaft drive runs quietly.

In einer bevorzugten Ausführungsform ist die Drehachse des Ausgleich-Zwischenrades von wenigstens zwei Bügeln schwenkbar gehaltert, welche sich an der Drehachse des Ausgleich-Zwischenrades gegenüberliegenden Enden jeweils an festen Drehachsen von zum Ausgleich-Zwischenrad benachbarten Zahnrädern schwenkbar abstützten.In a preferred embodiment, the axis of rotation of the differential idler gear is from at least two brackets pivotally supported, which are on the axis of rotation of the differential intermediate wheel opposite ends each on fixed axes of rotation from to Compensating intermediate gear pivotally support adjacent gears.

Einen Spielausgleich unmittelbar an der Nockenwelle erzielt man dadurch, daß das Ausgleich-Zwischenrad zwischen dem Nockenwellenrad und einem letzten Zwischenrad des Stirnrad-Nockenwellenantrieb angeordnet ist. Da sich an dieser Stelle das gesamte Spiel des Stirnrad-Nockenwellenantrieb aufsummiert, ergibt sich somit ein maximaler Spielausgleich.A game compensation directly on the camshaft can be achieved in that the Balance idler gear between the camshaft gear and a last idler gear of the Spur gear camshaft drive is arranged. Since the entire game of the When the spur gear camshaft drive is added up, there is maximum backlash compensation.

Zweckmäßigerweise erzielt man ein Übersetzungsverhältnis von der Kurbelwelle zur Nockenwelle von 2:1 dadurch, daß ein Verhältnis der Zähnezahl zwischen dem Ausgleich-Zwischenrad und einem benachbarten Zwischenrad entsprechend gewählt ist. Hierbei ist das benachbarte Zwischenrad beispielsweise ein kurbelwellenseitiges Zwischenrad. A gear ratio is expediently achieved from the crankshaft to Camshaft of 2: 1 in that a ratio of the number of teeth between the differential idler gear and an adjacent idler gear is selected accordingly. Here is that adjacent idler gear, for example an idler gear on the crankshaft side.

Weitere Merkmale, Vorteile und vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den abhängigen Ansprüchen, sowie aus der nachstehenden Beschreibung der Erfindung anhand der beigefügten Zeichnungen. Diese zeigen in

Fig. 1
eine bevorzugte Ausführungsform eines erfindungsgemäßen Stirnrad-Nockenwellenantriebs in Aufsicht,
Fig. 2
eine Schnittansicht entlang Linie l-l von Fig. 1 und
Fig. 3 und 4
Explosionsdarstellungen.
Further features, advantages and advantageous embodiments of the invention result from the dependent claims and from the following description of the invention with reference to the accompanying drawings. These show in
Fig. 1
a preferred embodiment of a spur gear camshaft drive according to the invention in supervision,
Fig. 2
a sectional view taken along line II of Fig. 1 and
3 and 4
Exploded views.

Die in Fig. 1 bis 4 dargestellte bevorzugte Ausführungsform eines erfindungsgemäßen Stirnrad-Nockenwellenantriebs an einem Kurbelgehäuse 10 einer ansonsten nicht näher dargestellten Brennkraftmaschine umfaßt ein Kurbelwellenrad 12, ein erstes Zwischenrad 14, ein zweites Zwischenrad 16, ein Ausgleich-Zwischenrad 18 und ein Nockenwellenrad 20.The preferred embodiment shown in FIGS. 1 to 4 of an inventive Spur gear camshaft drive on a crankcase 10 otherwise not closer Internal combustion engine shown comprises a crankshaft gear 12, a first intermediate gear 14, a second idler gear 16, a differential idler gear 18, and a camshaft gear 20.

Das zweite Zwischenrad 16 kämmt mit einem Antriebszahnrad 22 für eine nicht dargestellte Wasserpumpe. Das Kurbelwellenrad 12 kämmt ferner mit einem Antriebszahnrad 24 für eine nicht dargestellte Ölpumpe sowie mit einem dritten Zwischenrad 26. Das dritte Zwischenrad 26 kämmt wiederum mit einem vierten Zwischenrad 28, welches seinerseits ein Antriebszahnrad 30 eines nicht dargestellten Generators und ein Antriebszahnrad 32 einer nicht dargestellten Hydropumpe kämmend antreibt. Das zweite Zwischenrad 16 ist mit einem weiteren Zahnkranz 34 drehfest verbunden, wobei das zweite Zwischenrad 16 selbst mit dem ersten Zwischenrad 14 und der weitere Zahnkranz 34 mit dem Ausgleich-Zwischenrad 18 kämmt. Eine Zähnezahl des weiteren Zahnkranzes 34 und eine Zähnezahl des Ausgleich-Zwischenrades 18 ist dabei derart gewählt, daß sich vom Kurbelwellenrad 12 zum Nockenwellenrad 20 eine Übersetzung von 2:1 ergibt.The second idler gear 16 meshes with a drive gear 22 for one, not shown Water pump. The crankshaft gear 12 also meshes with a drive gear 24 for one Oil pump, not shown, and with a third intermediate gear 26. The third intermediate gear 26 in turn meshes with a fourth intermediate wheel 28, which in turn is a Drive gear 30 of a generator, not shown, and a drive gear 32 one drives not shown hydraulic pump meshing. The second idler gear 16 is with a another ring gear 34 rotatably connected, the second idler gear 16 itself with the first intermediate gear 14 and the further ring gear 34 with the compensating intermediate gear 18th combs. A number of teeth of the further ring gear 34 and a number of teeth of the differential idler gear 18 is chosen such that the crankshaft gear 12 to Camshaft gear 20 gives a ratio of 2: 1.

Eine Drehachse 36 des Ausgleich-Zwischenrades 18 ist bezüglich des Kurbelgehäuses 10 und eines Zylinderkopfes frei beweglich und wird lediglich bezüglich der Drehachsen 42, 44 von zweitem Zwischenrad 16 und Nockenwellenrad 20 durch zwei paar Bügel 38 und 40 vorbestimmt. Die Bügel 38 halten mit einer Seite die Drehachse 36 des Ausgleich-Zwischenrades 18 drehbar, während sich eine gegenüberliegende Seite der Bügel 38 an der Drehachse 42 des zweiten Zwischenrads 16 abstützt. Die Bügel 40 halten ebenfalls mit einer Seite die Drehachse 36 des Ausgleich-Zwischenrades 18 drehbar, während sich eine gegenüberliegende Seite der Bügel 38 im Zylinderkopfgehäuse über die Drehachse 44 des Nockenwellenrades 20 abstützt. An axis of rotation 36 of the differential idler gear 18 is with respect to the crankcase 10 and a cylinder head can be moved freely and only with respect to the axes of rotation 42, 44 from the second idler gear 16 and camshaft gear 20 through two pairs of brackets 38 and 40 predetermined. The bracket 38 hold the axis of rotation 36 of the differential idler gear on one side 18 rotatable, while an opposite side of the bracket 38 on the Axis of rotation 42 of the second idler gear 16 is supported. The bracket 40 also hold one Side the axis of rotation 36 of the differential idler gear 18 rotatable while one opposite side of the bracket 38 in the cylinder head housing via the axis of rotation 44 of the Camshaft gear 20 is supported.

Auf dieses Weise ist einerseits ein jeweiliger Abstand der Drehachse 36 zu den Drehachsen 42 und 44 festgelegt. Andererseits können die Bügel 38 und 40 bei sich veränderndem Abstand zwischen den Drehachsen 42 und 44 einen variierenden Winkel zueinander einschließen, so daß das Ausgleich-Zwischenrad 18 immer eng und im wesentlichen spielfrei sowohl mit dem Zahnkranz 34 als auch mit dem Nockenwellenrad 20 kämmt. Die Bügel 38 und 40 bilden somit ein Gelenk mit der Gelenkachse auf der Drehachse 36 des Ausgleich-Zwischenrades 18, welches sich entsprechend ändernden Abständen zwischen den Drehachsen 42 und 44 aufgrund von Wärmeausdehnung mehr oder weniger weit spreizt. Mittels Tellerfedern 46 wird dabei ein Taumeln des Ausgleich-Zwischenrades 18 verhindert.In this way, on the one hand, there is a respective distance between the axis of rotation 36 and the axes of rotation 42 and 44 set. On the other hand, the brackets 38 and 40 can change Distance between the axes of rotation 42 and 44 a varying angle to each other include so that the differential idler 18 always tight and essentially free of play meshes with both the ring gear 34 and the camshaft gear 20. The bracket 38 and 40 thus form a joint with the joint axis on the axis of rotation 36 of the differential idler gear 18, which changes according to changing distances between the Axes of rotation 42 and 44 spread more or less wide due to thermal expansion. A wobbling of the compensating intermediate wheel 18 is prevented by means of disc springs 46.

Fig. 4 zeigt einen in Fig. 1 verdeckten Bereich des Stirnrad-Nockenwellenantriebs im Bereich des Nockenwellenrades 20. Das Bügelpaar 40 stützt sich im Zylinderkopfgehäuse über die Drehachse 44 des Nockenwellenrades 20 ab, wogegen jeweilige dem Nockenwellenrad 20 gegenüberliegende Enden 49 der Bügel 40 die Drehachse 36 des in Fig. 4 nicht dargestellten Ausgleich-Zwischenrades 18 halten. Mittels einer Schraube 48 und einer Hülse 50 wird die Nockenwellenanordnung verschraubt, welche ferner u.a. ein Geberrad 52 und eine Nabe 54 umfaßt.FIG. 4 shows an area of the spur gear camshaft drive hidden in FIG. 1 in the area of the camshaft gear 20. The pair of brackets 40 is supported in the cylinder head housing on the Axis of rotation 44 of the camshaft gear 20, whereas the respective camshaft gear 20 opposite ends 49 of the bracket 40 the axis of rotation 36 of the not shown in Fig. 4 Hold the idler gear 18. By means of a screw 48 and a sleeve 50, the Bolted camshaft assembly, which also i.a. a sender wheel 52 and a hub 54 includes.

Claims (4)

Stirnrad-Nockenwellenantrieb für eine Brennkraftmaschine mit einem Kurbelgehäuse (10), einem Kurbelwellenrad (12) und einem Nockenwellenrad (20),
dadurch gekennzeichnet,
daß zwischen Kurbelwellenrad (10) und Nockenwellenrad (20) wenigstens ein Ausgleich-Zwischenrad (18) angeordnet ist, dessen Drehachse (36) bezüglich des Kurbelgehäuses (10) frei beweglich ist.Helical gear camshaft drive for an internal combustion engine with a crankcase (10), a crankshaft gear (12) and a camshaft gear (20),
characterized,
that between the crankshaft sprocket (10) and camshaft sprocket (20) at least one differential idler gear (18) is arranged, the axis of rotation (36) of which is freely movable with respect to the crankcase (10). Stirnrad-Nockenwellenantrieb nach Anspruch 1,
dadurch gekennzeichnet,
daß die Drehachse (36) des Ausgleich-Zwischenrades (18) von wenigstens zwei Bügeln (38,40) schwenkbar gehaltert ist, welche sich an der Drehachse (36) des Ausgleich-Zwischenrades (18) gegenüberliegenden Enden jeweils an festen Drehachsen (42,44) von zum Ausgleich-Zwischenrad (18) benachbarten Zahnrädern (20,34) schwenkbar abstützen.Spur gear camshaft drive according to claim 1,
characterized,
that the axis of rotation (36) of the differential idler gear (18) is pivotally supported by at least two brackets (38, 40), which are opposite each other on fixed axes of rotation (42, 44) of gears (20, 34) adjacent to the differential idler gear (18). Stirnrad-Nockenwellenantrieb nach Anspruch 1 oder 2,
dadurch gekennzeichnet,
daß das Ausgleich-Zwischenrad (18) zwischen dem Nockenwellenrad (20) und einem letzten Zwischenrad (16) des Stirnrad-Nockenwellenantriebes angeordnet ist.Spur gear camshaft drive according to claim 1 or 2,
characterized,
that the differential idler gear (18) is arranged between the camshaft gear (20) and a last idler gear (16) of the spur gear camshaft drive. Stirnrad-Nockenwellenantrieb nach einem der vorhergehenden Ansprüche,
dadurch gekennzeichnet,
daß ein Verhältnis der Zähnezahl zwischen dem Ausgleich-Zwischenrad (18) und einem benachbarten Zwischenrad (34) derart gewählt ist, daß sich ein Übersetzungsverhältnis von Kurbelwelle zu Nockenwelle von 2:1 ergibt.Helical gear camshaft drive according to one of the preceding claims,
characterized,
that a ratio of the number of teeth between the differential idler gear (18) and an adjacent idler gear (34) is selected such that a ratio of crankshaft to camshaft of 2: 1 results.
EP99120961A 1998-11-20 1999-11-03 Externally toothed wheel drive for a cam shaft of an internal combustion engine Expired - Lifetime EP1002945B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853635 1998-11-20
DE19853635A DE19853635A1 (en) 1998-11-20 1998-11-20 Spur gear camshaft drive for an internal combustion engine

Publications (4)

Publication Number Publication Date
EP1002945A2 true EP1002945A2 (en) 2000-05-24
EP1002945A4 EP1002945A4 (en) 2001-03-01
EP1002945A3 EP1002945A3 (en) 2001-04-18
EP1002945B1 EP1002945B1 (en) 2005-02-09

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Family Applications (1)

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EP99120961A Expired - Lifetime EP1002945B1 (en) 1998-11-20 1999-11-03 Externally toothed wheel drive for a cam shaft of an internal combustion engine

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AT (1) ATE289006T1 (en)
DE (2) DE19853635A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004018263A1 (en) * 2004-04-15 2005-11-24 Bayerische Motoren Werke Ag Method for compensating for play in camshaft drive especially in IC engine has the camshaft drive wheel mounting close to the camshafts and with temperature compensation
DE102009027509A1 (en) 2009-07-07 2011-01-20 Zf Friedrichshafen Ag Gearwheel stages arrangement for use in gearbox, has axial distance changing devices arranged in area of one of shafts to change axial distances and exerting force on one of shafts towards one of sides of triangle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1474672A (en) * 1974-01-24 1977-05-25 Tatra Np Camshaft gear drive of an internal combustion engine
GB2140079A (en) * 1983-03-16 1984-11-21 Porsche Ag Camshaft drive of an internal combustion engine
JPH02146209A (en) * 1988-11-28 1990-06-05 Yamaha Motor Co Ltd Cam shaft driving device for four cycle engine
JPH04153506A (en) * 1990-10-17 1992-05-27 Mazda Motor Corp Cam shaft drive device for engine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1148478A (en) * 1913-08-21 1915-07-27 J B M Electric Company Engine-gearing.

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1474672A (en) * 1974-01-24 1977-05-25 Tatra Np Camshaft gear drive of an internal combustion engine
GB2140079A (en) * 1983-03-16 1984-11-21 Porsche Ag Camshaft drive of an internal combustion engine
JPH02146209A (en) * 1988-11-28 1990-06-05 Yamaha Motor Co Ltd Cam shaft driving device for four cycle engine
JPH04153506A (en) * 1990-10-17 1992-05-27 Mazda Motor Corp Cam shaft drive device for engine

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 014, no. 388 (M-1014), 22. August 1990 (1990-08-22) & JP 02 146209 A (YAMAHA MOTOR CO LTD), 5. Juni 1990 (1990-06-05) *
PATENT ABSTRACTS OF JAPAN vol. 016, no. 440 (M-1310), 14. September 1992 (1992-09-14) & JP 04 153506 A (MAZDA MOTOR CORP), 27. Mai 1992 (1992-05-27) *

Also Published As

Publication number Publication date
EP1002945B1 (en) 2005-02-09
EP1002945A3 (en) 2001-04-18
ATE289006T1 (en) 2005-02-15
DE59911589D1 (en) 2005-03-17
EP1002945A4 (en) 2001-03-01
DE19853635A1 (en) 2000-05-25

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