EP1212517A1 - Dispositif de reglage d'un arbre a cames destine a des moteurs a combustion interne - Google Patents

Dispositif de reglage d'un arbre a cames destine a des moteurs a combustion interne

Info

Publication number
EP1212517A1
EP1212517A1 EP00964123A EP00964123A EP1212517A1 EP 1212517 A1 EP1212517 A1 EP 1212517A1 EP 00964123 A EP00964123 A EP 00964123A EP 00964123 A EP00964123 A EP 00964123A EP 1212517 A1 EP1212517 A1 EP 1212517A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
bore
control slide
connection
camshaft adjuster
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
EP00964123A
Other languages
German (de)
English (en)
Other versions
EP1212517B1 (fr
Inventor
Wolfgang Speier
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.)
Daimler AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1212517A1 publication Critical patent/EP1212517A1/fr
Application granted granted Critical
Publication of EP1212517B1 publication Critical patent/EP1212517B1/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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/3443—Solenoid driven oil control valves

Definitions

  • the invention relates to a cam adjuster for internal combustion engines according to claim 1.
  • a camshaft adjuster located in the drive of a camshaft from the crankshaft of an internal combustion engine is known, which is arranged coaxially to the camshaft and which is connected to the camshaft via a central clamping screw, which in turn accommodates an axially displaceable control slide as a valve housing, Via which the supply connections of the camshaft adjuster are to be connected, depending on the position, to the connections on the adjuster side as consumer connections.
  • the connection path runs over an annular space provided on the circumferential side of the control slide, which is delimited by two annular webs and which, depending on the axial position of the control slide, is connected to the pressure-side or the return-side supply connection.
  • the return flow leads via an annular channel which is axially offset from the annular space and delimited by an annular web, which in turn opens out onto a central return bore of the control slide, which adjoins a receptacle bore for the control slide in the direction of the camshaft and is limited in volume by an end face of the control slide.
  • a return spring for the spool receiving space of the valve housing opens.
  • the threaded part of the tensioning screw screwed into the camshaft is axially penetrated by a return bore which opens out via a transverse bore in the camshaft onto an oil collection space, which is formed here by the oil sump of the internal combustion engine, with which the camshaft chain adjuster receiving chain box of the internal combustion engine is connected.
  • camshaft adjusters should enable high adjustment speeds and exact positioning with the lowest possible actuating forces, and this with the smallest possible space requirement, in particular also as short as possible. These factors are also essentially determined by the line paths, the line area upstream of the outlet on the oil collecting tank also being critical on the return side, since the response time can be changed via a possible backflow and undesirable vibrations can occur.
  • claim 1 shows a solution with regard to the problems addressed, in which, regardless of the direction of adjustment of the control slide, reactions of the working medium running via the control slide affect the behavior of the control spool are almost completely avoided and also a simplified course of the supply line paths is achieved, and this with a simplified construction.
  • the solution according to the invention also makes it possible to advantageously integrate the valve-side connection to the pressure-side supply connection into the valve, so that in this regard no additional interventions in the camshaft or the mounting of the camshaft in the camshaft bearing are required. Further details and features of the invention emerge from the claims. Furthermore, the invention is explained in more detail below on the basis of an exemplary embodiment, which shows in FIG. 1 a longitudinal section through a camshaft adjuster connected to the camshaft of an internal combustion engine, not shown, which is designed as a rotary actuator known per se and only indicated here, and in FIG. 2 an enlarged detail of the central area of Figure 1.
  • camshaft 1 designates the camshaft, which is mounted in the housing of an internal combustion engine (not shown) or in the cylinder head thereof, in the figure the bearing associated with an end wall 2 of the housing or the cylinder head is shown in part and designated 3.
  • the camshaft 1 is provided with a central oil bore 4 and carries in its end region protruding beyond the end wall 2 a fastening flange 5 against which the camshaft adjuster 6, which is only shown in detail here, is braced and centered.
  • the camshaft 1 merges in one piece into the mounting flange.
  • the mounting flange 5 is part of an end piece of a camshaft 1, which continues as a built-up camshaft in a camshaft tube which carries the cams in a corresponding assignment.
  • the inner body 7 which has vanes 8 projecting radially outwards and to which an outer body (not shown) with radially inwardly projecting vanes is assigned, which overlap the vanes of the inner body 7 and in connection with delimit the side walls 9 and 10 working chambers from each other, which are mutually variable in volume by appropriate pressurization and thereby twisting the inner body and outer body against each other.
  • crankshaft of the internal combustion engine is connected in a rotationally fixed manner, for example by a chain drive, so that the pressure acting on the working chambers as a function of the desired adjustment direction and the corresponding rotation of the inner body 7 relative to the outer body the phase position of the camshaft 1 can be changed relative to the crankshaft.
  • the inner body 7 is centered against the flange 5 of the camshaft 1 by means of a clamping screw 11 and braced axially.
  • the clamping screw 11 has a clamping collar 12 on the head side, which engages over the inner body 7 in the radially inner region and connects to the side wall 9 radially outward.
  • the clamping screw 11 further penetrates the inner body 7 with its shaft 13 so that it is centered over the shaft 13. With the end region remote from the clamping collar 12, the shaft 13 fits into a central receptacle 14 in the fastening flange 5.
  • the clamping screw 11 engages in the direction of the oil bore 4 of the camshaft 1 in a section of the camshaft 1 designed as a threaded bush 15, against which the clamping screw 11 is screwed via its threaded neck 16 lying in the extension of the shaft 13, the outside diameter of which is better than that of the shaft 13 is reduced.
  • the threaded neck 16 screwed into the end region of the camshaft 1 designed as a threaded bushing 15 forms an end closure of the oil bore 4 of the camshaft 1 and is likewise concentric with the camshaft 1.
  • the clamping screw 11 is hollow over its shaft 13 and the head region 17 upstream thereof in relation to the clamping collar 12 and forms a cylindrical housing 18 which is opposite to the head region 17 by a gear from the shaft 13 in the threaded neck 16 lying bottom 19 is closed at the end.
  • the housing 18 accommodates a control slide 20 which is provided with axially spaced ring webs 21 to 24, the outside diameter of which corresponds to the inside diameter of the cylindrical housing 18. Areas of the control slide 20 with a reduced diameter lie between successive ring webs, the ring webs 21 and 22 axially delimiting an annular channel 25, the ring webs 22 and 23 an annular space 26 and the annular webs 23 and 24 an annular channel 27.
  • the ring channels 25 and 27 are connected via radial bores 28, 29 to a return bore 30, which, starting from the rear end of the control slide 20 opposite the head region 17 of the tensioning screw 11, ends in a pin region 31 of the control slide 20, which ends via the head region 17 of the Tensioning screw 11 protrudes and in its end region carries the armature 32 of a magnetic actuator provided as an actuator, the coil body of which is fastened in a manner not shown relative to the cover of the chain case, centered on the armature 32, the chain housing, not shown, the camshaft adjuster 6 and which drives the crankshaft.
  • the return bore 30 is closed at the end of the control slide 20 which ends with the annular web 24, the intended closure being symbolically illustrated by a ball 33 pressed into the return bore 30.
  • the described, return-side supply path which is essentially determined by the central return bore 30 and its opening onto the oil collecting space, corresponds to running, and thus pressure side, a central connection bore 35, which extends through the neck 16 of the clamping screw 11 into the area of the bottom 19 and to which a transverse bore 36 extending in the direction of the surface of the bottom 19 connects, which is connected with a Shafts 13 intersecting longitudinal bore 37 which opens onto a radial bore 38 in the shaft 13.
  • the holes 35 to 38 each intersect with respect to their axes.
  • the bore 35 starts from the free end face of the threaded neck 16, while the bores 36 and 37 start from the outer circumference of the shaft 13 in the region of the base 19 or from the outside of the base 19 (bore extension) and are open to the corresponding outer surfaces. Accordingly, the bore 38 is designed as a through bore.
  • the open ends of the bore 36 and 37 forming the bore extension lie in the region of the overlap of the shaft 13 for receiving 14 in the mounting flange 5, with the fit of the shaft 13 in the receptacle 14 a sufficiently tight closure of the annular corner region is achieved, which is delimited radially on the inside by the threaded neck 16 in the transition to the bottom 19 and the radially outside on the fastening flange 5.
  • the end region of the housing 18, which is closed by the bottom 19, is connected to a vent hole 39, which opens radially into an end-face annular channel 40 in the transition from the inner body 7 to the fastening flange 5 in the inner body 7, which has a vent connection 41, which is located between the inner body 7 and mounting flange 5 runs out on the chain case.
  • axially spaced adjuster-side connections 42 and 43 are provided, which are each formed by radial bores and to which ring channels 44 and 45 correspond in the inner body 7, via which the not shown, between the inner body and Working chambers not shown outer body are supplied.
  • the working chambers connected to the annular chamber 45, not shown are pressurized, while the working chambers connected to the annular chamber 44 are connected to the return line to the oil collecting chamber ,
  • the annular space 26 is accordingly connected to the pressure source and represents the connection between the radial bore 38 as part of the supply-side connection and the bore 43 as part of the adjustment-side connection.
  • the annular channels 25 and 27 are due to their through the bores 28 and 29 connection to the return bore 30 both largely pressureless, but in any case subject to the same pressure, provided that a corresponding dynamic pressure should build up briefly when emptying the working chambers connected to the adjustment-side connection 42, so that pressure fluctuations, be it on the inlet side or the outlet side without Influence on the control slide 20 and the actuating forces necessary for adjusting the control slide 20 remain.
  • control slide 20 from the position shown - to the left in the drawing - via the armature 32 into a blocking position in which the ring webs 22 and 23 are in overlap with the connections 42 and 43, or beyond in a direction - Control position is shifted, in which the annular space 26 overlaps the connection 42 and the connection 43 corresponds to the annular channel 27.
  • the central supply-side supply connection formed by the return bore 30 enables a direct outflow with a relatively large outflow cross-section, the size of this outflow cross-section being based on Overall length of the camshaft adjuster remains practically without influence and is particularly easy to manufacture.
  • the bore guide in the pressure-side connection path also interferes with the camshaft le as such is not necessary and even enables the laying of the corresponding connection paths in the housing 18 formed by the tensioning screw 11 for the control slide 20, so that this forms a ready-to-install unit which, owing to the fit-fit use with the inner body 7 or the receptacle 14, dispenses with it special sealing measures.

Landscapes

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

Abstract

L'invention concerne un dispositif de réglage d'un arbre à cames destiné à des moteurs à combustion interne. Le piston de commande a une configuration telle qu'il empêche les forces de réglage de s'appliquer sur le piston de réglage par l'agent de travail qui s'écoule sur le piston de réglage.
EP00964123A 1999-09-17 2000-09-06 Dispositif de reglage d'un arbre a cames destine a des moteurs a combustion interne Expired - Lifetime EP1212517B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19944535 1999-09-17
DE19944535A DE19944535C1 (de) 1999-09-17 1999-09-17 Nockenwellenversteller für Brennkraftmaschinen
PCT/EP2000/008686 WO2001021938A1 (fr) 1999-09-17 2000-09-06 Dispositif de reglage d'un arbre a cames destine a des moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1212517A1 true EP1212517A1 (fr) 2002-06-12
EP1212517B1 EP1212517B1 (fr) 2005-07-20

Family

ID=7922321

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00964123A Expired - Lifetime EP1212517B1 (fr) 1999-09-17 2000-09-06 Dispositif de reglage d'un arbre a cames destine a des moteurs a combustion interne

Country Status (6)

Country Link
US (1) US6523513B2 (fr)
EP (1) EP1212517B1 (fr)
JP (1) JP3965051B2 (fr)
DE (1) DE19944535C1 (fr)
ES (1) ES2245318T3 (fr)
WO (1) WO2001021938A1 (fr)

Families Citing this family (20)

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Publication number Priority date Publication date Assignee Title
US6782856B2 (en) * 2002-04-09 2004-08-31 Ford Global Technologies, Llc Camshaft accumulator
DE10322394A1 (de) † 2003-05-12 2004-12-02 Hydraulik-Ring Gmbh Nockenwellenversteller für Verbrennungskraftmaschinen von Kraftfahrzeugen
DE10326886A1 (de) 2003-06-14 2004-12-30 Daimlerchrysler Ag Nockenwellensteller für eine Brennkraftmaschine
DE102004025215A1 (de) * 2004-05-22 2005-12-08 Ina-Schaeffler Kg Nockenwellenversteller
DE102005041393A1 (de) * 2005-09-01 2007-03-08 Schaeffler Kg Steuerventil für eine Vorrichtung zur Veränderung der Steuerzeiten einer Brennkraftmaschine
DE102005052481A1 (de) * 2005-11-03 2007-05-24 Schaeffler Kg Steuerventil für eine Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
DE102005060111A1 (de) 2005-12-16 2007-07-05 Schaeffler Kg Nockenwellenverstellerzuleitung
DE102008036182A1 (de) * 2008-08-02 2010-02-04 Schaeffler Kg Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
DE102009051519A1 (de) * 2009-10-31 2011-05-05 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenverstellanordnung
JP5464040B2 (ja) * 2010-05-17 2014-04-09 トヨタ自動車株式会社 スプール内蔵ボルト
JP5585832B2 (ja) * 2010-09-10 2014-09-10 アイシン精機株式会社 弁開閉時期制御装置
JP5152312B2 (ja) * 2010-12-10 2013-02-27 株式会社デンソー バルブタイミング調整装置
JP5637107B2 (ja) * 2011-09-19 2014-12-10 株式会社デンソー 液圧式バルブタイミング調整装置
JP5626243B2 (ja) * 2012-02-29 2014-11-19 株式会社デンソー 液圧式バルブタイミング調整装置
WO2013174533A1 (fr) * 2012-05-25 2013-11-28 Schaeffler Technologies AG & Co. KG Soupape de commande d'un déphaseur d'arbre à cames
DE102012111033A1 (de) * 2012-11-16 2014-05-22 Hilite Germany Gmbh Schwenkmotornockenwellenversteller mit einem elektromagnetisch betätigten Hydraulikventil
DE102014115903B4 (de) * 2014-10-31 2020-07-30 Hilite Germany Gmbh Hydraulikventil und Schwenkmotorversteller
JP2017115600A (ja) 2015-12-21 2017-06-29 アイシン精機株式会社 弁開閉時期制御装置
US11142902B2 (en) 2017-06-07 2021-10-12 Simpson Strong-Tie Company, Inc. Drywall hanger
US11225787B2 (en) 2018-06-06 2022-01-18 Simpson Strong-Tie Company, Inc. Drywall spacing joist hanger

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DE3810804A1 (de) * 1988-03-30 1989-10-19 Daimler Benz Ag Vorrichtung zur relativen winkelverstellung zwischen zwei in antriebsverbindung stehenden wellen
DE3825074C1 (fr) * 1988-07-23 1989-10-19 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De
US5361735A (en) * 1989-10-16 1994-11-08 Borg-Warner Automotive Transmission & Engine Components Corporation Belt driven variable camshaft timing system
US5088456A (en) * 1990-01-30 1992-02-18 Atsugi-Unisia Corporation Valve timing control system to adjust phase relationship between maximum, intermediate, and minimum advance position
JPH0533617A (ja) * 1991-07-31 1993-02-09 Atsugi Unisia Corp 内燃機関のバルブタイミング制御装置
DE19654926C2 (de) * 1996-03-22 1999-10-14 Daimler Chrysler Ag Vorrichtung zur relativen Winkelverstellung einer Nockenwelle
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Also Published As

Publication number Publication date
DE19944535C1 (de) 2001-01-04
JP2003510487A (ja) 2003-03-18
ES2245318T3 (es) 2006-01-01
EP1212517B1 (fr) 2005-07-20
US20020148423A1 (en) 2002-10-17
WO2001021938A1 (fr) 2001-03-29
JP3965051B2 (ja) 2007-08-22
US6523513B2 (en) 2003-02-25

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