EP1485579B1 - Camshaft adjuster - Google Patents

Camshaft adjuster Download PDF

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Publication number
EP1485579B1
EP1485579B1 EP03702645A EP03702645A EP1485579B1 EP 1485579 B1 EP1485579 B1 EP 1485579B1 EP 03702645 A EP03702645 A EP 03702645A EP 03702645 A EP03702645 A EP 03702645A EP 1485579 B1 EP1485579 B1 EP 1485579B1
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EP
European Patent Office
Prior art keywords
armature
control
control piston
camshaft
electromagnet
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
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EP03702645A
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German (de)
French (fr)
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EP1485579A1 (en
Inventor
Jens Plank
Peter Schmidt
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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Publication date
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Publication of EP1485579A1 publication Critical patent/EP1485579A1/en
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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
    • 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
    • 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
    • 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 camshaft adjuster according to the preamble of claim 1.
  • a generic camshaft phaser for an internal combustion engine which is fastened to one end of a camshaft by means of a central clamping screw.
  • the camshaft adjuster has an outer part which is driven by a sprocket and in turn drives an inner part which is non-rotatably connected to the camshaft.
  • the angular position of the outer part relative to the inner part can be adjusted hydraulically.
  • an electromagnetically actuated control valve the control piston is guided axially displaceably in a control cylinder.
  • the control cylinder is integrated in the central clamping screw.
  • the control piston protrudes with a pin out of the control cylinder.
  • the electromagnet For trouble-free operation of the camshaft adjuster, the electromagnet must be aligned radially with the magnet armature. This requires in the electromagnet assembly an alignment of the electromagnet to the control piston of the central clamping screw with the aid of a centering tool. This results in an increased production costs on the electromagnet and the spool. Furthermore, problems arise in the automated electromagnet assembly.
  • a camshaft adjuster known in which the central clamping screw is frontally formed on the camshaft on a threaded part at the end of the clamping screw a nut is screwed, with the camshaft adjuster is held on the camshaft.
  • the molded clamping screw in which a control cylinder of a 4/2-way valve is integrated, can be machined together with the camshaft, so that manufacturing tolerances between the camshaft, the clamping screw and the control cylinder can be easily complied with.
  • the production is complex because the camshaft with the integrally formed clamping screw is a complex component and the gap between the control cylinder and the control piston with respect to the efficiency of the electromagnet should be as small as possible. It is also assumed that the camshaft has a perfect concentricity and the magnet armature and the solenoid are exactly centered.
  • the object of the invention is to improve with simple means the electromagnet assembly and the response of the control valve and thus also the function of the camshaft adjuster.
  • the object is achieved by the features of claim 1.
  • the armature is firmly seated on an armature plunger, which bears loosely with a free end face on the control piston or a part fixedly connected thereto.
  • the function of the electromagnet can be checked independently of the 4/2-way valve, eg before assembly.
  • the design according to the invention ensures that no constraining forces occur between the magnet armature and the control piston as a result of production or assembly errors, so that minimal frictional losses occur in all operating ranges, even at extremely different temperatures.
  • the gap between the control cylinder and the control piston does not affect the air gap between the armature and the magnet coil, so that small air gaps can be realized with a low production cost.
  • the electromagnet is designed as a proportional magnet with a Polkem, which is provided in particular for guiding the magnetic flux and through which the armature plunger is guided.
  • the solenoid of the solenoid When the solenoid of the solenoid is energized, the armature tappet engages the pin of the control piston and shifts it according to the current against the force of the compression spring, which acts on the control piston from the opposite side.
  • the magnet armature and the armature tappet may expediently be guided axially displaceably in the inner coil space of the magnet coil and / or in the cup-shaped part of the magnet flange.
  • the solenoid can be controlled so that the control piston does not assume intermediate positions, but in the energized state of the electromagnet which occupies an end position and is displaced in the de-energized state by the compression spring in the other end position. In order to obtain a sufficient degree of freedom for the axial alignment of the electromagnet, this has a larger working stroke compared to the working stroke of the control piston.
  • FIGURE of the drawing shows a schematically held partial longitudinal section through a camshaft adjuster according to the invention.
  • a camshaft 11 is rotatably mounted in a housing wall 12 of an internal combustion engine, not shown. At its end a camshaft adjuster 10 is fixed by means of a central clamping screw 16 which is screwed into the camshaft 11.
  • the camshaft adjuster 10 has an inner part 13 and an outer part 14, wherein the inner part 13 is rotatably connected to the camshaft 11, while the outer part 14 for driving a sprocket 15 has the inner part 13th can be adjusted hydraulically by a rotation angle relative to the outer part 14.
  • a hydraulic adjusting mechanism which is not shown in detail, can be carried out in the manner as in the DE 196 54 926 C2 or the DE 19817 319 A1 is described
  • control piston 18 is arranged axially displaceable in an integrated in the clamping screw 16
  • control cylinder 17 has control bores 22, 23, which are controlled by the control piston 18, and on the Pressure medium is directed to and from the hydraulic actuator mechanism.
  • To control the control piston 18 has control grooves 19, 20 and 21, via which the control bores 22, 23 are connected depending on the position of the control piston 18 with pressure lines or venting channels not shown.
  • the end positions of the control piston 18 are limited by axial stops 26 in the control cylinder 17
  • the control piston 18 is loaded on the camshaft 11 facing the end by a compression spring 24, which presses him with a given bias against an end stop 26 in the control cylinder 17.
  • a compression spring 24 which presses him with a given bias against an end stop 26 in the control cylinder 17.
  • a pin 25 which is integrally formed on the control piston 18 and protrudes from the control cylinder 17 a piece.
  • An oppressive proportional solenoid, a so-called pressure magnet 28 actuates the control piston 18. It has an armature plunger 34, on which a magnet armature 33 is fastened and guided in a coil space 37 of a magnet coil 31 in an axially displaceable manner.
  • the magnet armature 33 moves in the magnetic field of the magnet coil 31 toward a cup-shaped pole core 36 of a magnetic flange 30.
  • the armature plunger 34 sets the front side of the pin 25 of the control piston 18 and adjusts this according to the energization of the solenoid 31 against the force of the compression spring 24 to a maximum of an end stop 35th
  • At least one of the contact surfaces between the armature plunger 34 and the pin 25 is convex, so that no tilting moments arise at the contact point at an angular deviation between the longitudinal axis of the armature plunger 34 and the control piston 18 at the contact point and transmit rotational movements become.
  • the loose connection between the armature plunger 34 and the pin 25, the friction between the control piston 18 and the control cylinder 17 and between the armature 33 and the armature plunger 34 and the associated guides is minimized, so that the response of the control valve is optimal and at low Temperatures an adjustment of the camshaft 11 allows the magnet housing 29 and the magnetic flange 30 are screwed to a control housing cover 27 and sealed by means of a surface sealant.

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

Abstract

The invention relates to a camshaft adjuster comprising a 4/2-port directional control valve which rotates along with the camshaft. The hydraulic control plunger of said directional control valve is actuated counter to the force of a pressure spring between two limit stops in a control cylinder by an armature of an electromagnet that is fixed to a control housing. The electromagnet is embodied as a pressing proportional magnet, the armature of which is seated in a fixed manner on an armature tappet that is guided through a pole core. A free end surface of said armature tappet rests against the control plunger or a part that is connected thereto in a fixed manner. The pressure spring loads the control plunger at the end that is opposite the electromagnet.

Description

Die Erfindung betrifft einen Nockenwellenversteller nach dem Oberbegriff des Anspruchs 1.The invention relates to a camshaft adjuster according to the preamble of claim 1.

Aus der DE 19611 365 ist ein gattungsbildender Nockenwellenversteller für eine Brennkraftmaschine bekannt, der an einem Ende einer Nockenwelle mittels einer zentralen Spannschraube befestigt ist. Der Nockenwellenversteller besitzt ein äußeres Teil, das über ein Kettenzahnrad angetrieben wird und seinerseits ein inneres Teil antreibt, das drehfest mit der Nockenwelle verbunden ist. Die Drehwinkellage des äußeren Teils relativ zum inneren Teil kann hydraulisch verstellt werden. Hierzu dient ein elektromagnetisch betätigtes Steuerventil, dessen Steuerkolben in einem Steuerzylinder axial verschiebbar geführt ist. Der Steuerzylinder ist in der zentralen Spannschraube integriert. Der Steuerkolben ragt mit einem Zapfen aus dem Steuerzylinder heraus. Auf dem freien Ende des Zapfens sitzt ein Magnetanker eines Elektromagneten, dessen Magnetgehäuse zusammen mit einem Magnetflansch an einem Steuergehäusedeckel einer Brennkraftmaschine angeschraubt ist In dem Magnetgehäuse befindet sich eine Magnetspule, in deren zentralen Spulenraum der mit der Nockenwelle rotierende Magnetanker axial verschiebbar geführt istFrom the DE 19611 365 a generic camshaft phaser for an internal combustion engine is known, which is fastened to one end of a camshaft by means of a central clamping screw. The camshaft adjuster has an outer part which is driven by a sprocket and in turn drives an inner part which is non-rotatably connected to the camshaft. The angular position of the outer part relative to the inner part can be adjusted hydraulically. For this purpose, an electromagnetically actuated control valve, the control piston is guided axially displaceably in a control cylinder. The control cylinder is integrated in the central clamping screw. The control piston protrudes with a pin out of the control cylinder. On the free end of the pin sits a magnet armature of an electromagnet whose magnet housing is screwed together with a magnetic flange on a control housing cover of an internal combustion engine in the magnet housing is a magnetic coil, in the central coil space of the rotating with the camshaft magnet armature is guided axially displaceable

Zum einwandfreien Betrieb des Nockenwellenverstellers muss der Elektromagnet radial zum Magnetanker ausgerichtet werden. Dies erfordert bei der Elektromagnet-Montage eine Ausrichtung des Elektromagneten zum Steuerkolben der zentralen Spannschraube unter Zuhilfenahme eines Zentrierwerkzeugs. Daraus resultiert ein erhöhter Fertigungsaufwand am Elektromagneten und am Steuerschieber. Des Weiteren treten Probleme bei der automatisierten Elektromagnet-Montage auf.For trouble-free operation of the camshaft adjuster, the electromagnet must be aligned radially with the magnet armature. This requires in the electromagnet assembly an alignment of the electromagnet to the control piston of the central clamping screw with the aid of a centering tool. This results in an increased production costs on the electromagnet and the spool. Furthermore, problems arise in the automated electromagnet assembly.

Bedingt durch die Zuordnung des Magnetankers zur zentralen Spannschraube muss zur Kompensation diverser Toleranzen ein relativ großer Luftspalt zwischen Magnetanker und Elektromagnet vorgesehen werden. Dieser Luftspalt führt zu einem relativ niedrigen Wirkungsgrad des Magneten, welcher sich insbesondere bei niedrigen Öltemperaturen negativ auf das Ansprechverhalten des Steuerventils und somit auch auf die Funktion des Nockenwellenverstellers auswirkt.Due to the assignment of the armature to the central clamping screw a relatively large air gap between the armature and solenoid must be provided to compensate for various tolerances. This air gap leads to a relatively low efficiency of the magnet, which has a negative effect on the response of the control valve and thus also on the function of the camshaft adjuster, especially at low oil temperatures.

Durch die Aufteilung des Magnetankers und des Elektromagneten in zwei Bauteile besteht nicht die Möglichkeit den Ventilantrieb als komplette Einheit zu prüfen, was zu einem erhöhten Fertigungsaufwand bei der Elektromagnet bzw. Magnetanker-Produktion fühlt.By dividing the magnet armature and the electromagnet into two components, it is not possible to test the valve drive as a complete unit, which leads to an increased manufacturing effort in the electromagnet or magnet armature production.

Außerdem ist aus der DE 199 55 507 A1 ein Nockenwellenversteller bekannt, bei dem die zentrale Spannschraube stirnseitig an der Nockenwelle angeformt ist Auf ein Gewindeteil am Ende der Spannschraube wird eine Mutter aufgeschraubt, mit der der Nockenwellenversteller an der Nockenwelle gehalten wird. Die angeformte Spannschraube, in der ein Steuerzylinder eines 4/2-Wegeventils integriert ist, kann zusammen mit der Nockenwelle bearbeitet werden, so dass Fertigungstoleranzen zwischen der Nockenwelle, der Spannschraube und dem Steuerzylinder leichter eingehalten werden können. Dennoch ist die Fertigung aufwändig, da die Nockenwelle mit der angeformten Spannschraube ein komplexes Bauteil darstellt und das Spaltmaß zwischen dem Steuerzylinder und dem Steuerkolben im Hinblick auf den Wirkungsgrad des Elektromagneten möglichst klein sein soll. Ferner wird vorausgesetzt, das die Nockenwelle einen einwandfreien Rundlauf besitzt und der Magnetanker und der Elektromagnet genau zentriert sind.Moreover, from the DE 199 55 507 A1 a camshaft adjuster known in which the central clamping screw is frontally formed on the camshaft on a threaded part at the end of the clamping screw a nut is screwed, with the camshaft adjuster is held on the camshaft. The molded clamping screw, in which a control cylinder of a 4/2-way valve is integrated, can be machined together with the camshaft, so that manufacturing tolerances between the camshaft, the clamping screw and the control cylinder can be easily complied with. Nevertheless, the production is complex because the camshaft with the integrally formed clamping screw is a complex component and the gap between the control cylinder and the control piston with respect to the efficiency of the electromagnet should be as small as possible. It is also assumed that the camshaft has a perfect concentricity and the magnet armature and the solenoid are exactly centered.

Die Aufgabe der Erfindung besteht darin, mit einfachen Mittel die Elektromagnet Montage und das Ansprechverhalten des Steuerventils und somit auch die Funktion des Nockenwellenverstellers zu verbessern. Die Aufgabe wird erfindungsgemäß durch die Merkmale des Anspruchs 1 gelöst. Vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung ergeben sich aus den Unteransprüchen.The object of the invention is to improve with simple means the electromagnet assembly and the response of the control valve and thus also the function of the camshaft adjuster. The object is achieved by the features of claim 1. Advantageous embodiments and modifications of the invention will become apparent from the dependent claims.

Nach der Erfindung sitzt der Magnetanker fest auf einem Ankerstößel, der mit einer freien Stirnfläche am Steuerkolben oder einem mit diesem fest verbundenen Teil lose anliegt Die Funktion des Elektromagneten kann unabhängig vom 4/2-Wegeventil, z.B. vor der Montage, geprüft werden. Durch die erfindungsgemäße Gestaltung wird erreicht, dass zwischen dem Magnetanker und dem Steuerkolben durch Fertigung oder Montagefehler keine Zwangskräfte auftreten, so dass in allen Betriebsbereichen, selbst bei extrem unterschiedlichen Temperaturen minimale Reibverluste auftreten. Ferner wirkt sich das Spaltmaß zwischen dem Steuerzylinder und dem Steuerkolben nicht auf den Luftspalt zwischen dem Magnetanker und der Magnetspule aus, so dass bei einem geringen Fertigungsaufwand kleine Luftspalte realisiert werden können. Durch diese Maßnahmen steht die volle Leistung des Druckmagneten für die Stellbewegung des Steuerkolbens zur Verfügung, wodurch selbst bei niedrigen Temperaturen von etwa -20 °C ein schnelles Ansprechverhalten des Steuerventils und damit des Nockenwellenverstellers erzielt wird. Durch die Abkopplung des Magnetankers von der Rotation der Nockenwelle, die über die Kontaktflächen zwischen dem Ankerstößel und dem Zapfen des Steuerkolbens nicht oder zumindest nicht nennenswert übertragen wird, spielt eine Unwucht oder ein ungenügender Rundlauf des Magnetankers keine entscheidende Rolle mehr.According to the invention, the armature is firmly seated on an armature plunger, which bears loosely with a free end face on the control piston or a part fixedly connected thereto. The function of the electromagnet can be checked independently of the 4/2-way valve, eg before assembly. The design according to the invention ensures that no constraining forces occur between the magnet armature and the control piston as a result of production or assembly errors, so that minimal frictional losses occur in all operating ranges, even at extremely different temperatures. Furthermore, the gap between the control cylinder and the control piston does not affect the air gap between the armature and the magnet coil, so that small air gaps can be realized with a low production cost. By these measures, the full power of the pressure magnet for the control movement of the control piston is available, whereby even at low temperatures of about -20 ° C, a quick response of the control valve and thus the camshaft adjuster is achieved. By the decoupling of the armature of the rotation of the camshaft, via the contact surfaces between the armature plunger and the pin of the control piston is not transmitted, or at least not appreciably transmitted, an imbalance or insufficient concentricity of the armature no longer plays a decisive role.

Um einen Winkelversatz zwischen der Längsachse des Magnetankers und des Ankerstößels einerseits zur Längsachse des Steuerschiebers andererseits besser ausgleichen zu können, ist es zweckmäßig, dass mindestens eine der Kontaktflächen zwischen dem Ankerstößel einerseits und dem Steuerkolben bzw. dem Zapfen andererseits konvex ausgebildet ist Gleichzeitig werden dadurch die Kontaktflächen verkleinert, so dass eine Drehmomentübertragung durch Schlupf kaum möglich ist.In order to better compensate for an angular offset between the longitudinal axis of the magnet armature and the armature plunger on the one hand to the longitudinal axis of the spool, it is expedient that at least one of the contact surfaces between the armature plunger on the one hand and the control piston or the pin is convexly formed on the other Reduced contact surfaces, so that a torque transmission by slip is hardly possible.

Der Elektromagnet ist als Proportionalmagnet mit einem Polkem ausgebildet, der insbesondere zur Leitung des Magnetflusses vorgesehen ist und durch den der Ankerstößel hindurch geführt ist. Wird die Magnetspule des Elektromagneten bestromt, legt sich der Ankerstößel an den Zapfen des Steuerkolbens an und verschiebt diesen entsprechend der Stromstärke entgegen der Kraft der Druckfeder, die von der entgegengesetzten Seite auf den Steuerkolben wirkt. Der Magnetanker und der Ankerstößel können zweckmäßigerweise in dem inneren Spulenraum der Magnetspule und/oder in dem topfförmigen Teil des Magnetflansches axial verschiebbar geführt werden. Ferner kann der Elektromagnet so angesteuert werden, dass der Steuerkolben keine Zwischenstellungen einnimmt, sondern im bestromten Zustand des Elektromagneten die eine Endlage einnimmt und im unbestromten Zustand durch die Druckfeder in die andere Endlage verstellt wird. Um einen ausreichenden Freiheitsgrad für die axiale Ausrichtung des Elektromagneten zu erhalten, verfügt dieser im Vergleich zum Arbeitshub des Steuerkolbens über einen größere Arbeitshub.The electromagnet is designed as a proportional magnet with a Polkem, which is provided in particular for guiding the magnetic flux and through which the armature plunger is guided. When the solenoid of the solenoid is energized, the armature tappet engages the pin of the control piston and shifts it according to the current against the force of the compression spring, which acts on the control piston from the opposite side. The magnet armature and the armature tappet may expediently be guided axially displaceably in the inner coil space of the magnet coil and / or in the cup-shaped part of the magnet flange. Further, the solenoid can be controlled so that the control piston does not assume intermediate positions, but in the energized state of the electromagnet which occupies an end position and is displaced in the de-energized state by the compression spring in the other end position. In order to obtain a sufficient degree of freedom for the axial alignment of the electromagnet, this has a larger working stroke compared to the working stroke of the control piston.

Weitere Vorteile ergeben sich aus der folgenden Zeichnungsbeschreibung. In der Zeichnung ist ein Ausführungsbeispiel der Erfindung dargestellt. Die Beschreibung und die Ansprüche enthalten zahlreiche Merkmale in Kombination. Der Fachmann wird die Merkmale zweckmäßigerweise auch einzeln betrachten und zu sinnvollen weiteren Kombinationen zusammenfassen.Further advantages emerge from the following description of the drawing. In the drawing, an embodiment of the invention is shown. The description and claims contain numerous features in combination. The person skilled in the art will expediently also consider the features individually and combine them into meaningful further combinations.

Die einzige Figur der Zeichnung zeigt, einen schematisch gehaltenen Teillängsschnitt durch einen erfindungsgemäßen Nockenwellenversteller.The single FIGURE of the drawing shows a schematically held partial longitudinal section through a camshaft adjuster according to the invention.

Eine Nockenwelle 11 ist in einer Gehäusewand 12 einer nicht näher dargestellten Brennkraftmaschine drehbar gelagert. An ihrem Ende ist ein Nockenwellenversteller 10 mittels einer zentralen Spannschraube 16 befestigt, die in die Nockenwelle 11 eingeschraubt ist. Der Nockenwellenversteller 10 besitzt ein Innenteil 13 und ein Außenteil 14, wobei das Innenteil 13 drehfest mit der Nockenwelle 11 verbunden ist, während das Außenteil 14 zum Antrieb ein Kettenzahnrad 15 aufweist Das Innenteil 13 kann hydraulisch um einen Drehwinkel relativ zum Außenteil 14 verstellt werden. Ein hydraulischer Verstellmechanismus, der im Einzelnen nicht dargestellt ist, kann in der Weise ausgeführt werden, wie er in der DE 196 54 926 C2 oder der DE 19817 319 A1 beschrieben istA camshaft 11 is rotatably mounted in a housing wall 12 of an internal combustion engine, not shown. At its end a camshaft adjuster 10 is fixed by means of a central clamping screw 16 which is screwed into the camshaft 11. The camshaft adjuster 10 has an inner part 13 and an outer part 14, wherein the inner part 13 is rotatably connected to the camshaft 11, while the outer part 14 for driving a sprocket 15 has the inner part 13th can be adjusted hydraulically by a rotation angle relative to the outer part 14. A hydraulic adjusting mechanism, which is not shown in detail, can be carried out in the manner as in the DE 196 54 926 C2 or the DE 19817 319 A1 is described

Das hydraulische Druckmedium wird dem hydraulischen Stellmechanismus über ein 4/2-Wegesteuerventil zugeführt, dessen Steuerkolben 18 axial verschiebbar in einem in der Spannschraube 16 integrierten Steuerzylinder 17 angeordnet ist Dieser besitzt Steuerbohrungen 22, 23, die vom Steuerkolben 18 gesteuert werden, und über die das Druckmedium zum und vom hydraulischen Stellmechanismus geleitet wird. Zur Steuerung besitzt der Steuerkolben 18 Steuernuten 19, 20 und 21, über die die Steuerbohrungen 22, 23 je nach Stellung des Steuerkolbens 18 mit nicht näher dargestellten Druckleitungen bzw. Entlüftungskanälen verbunden werden. Die Endlagen des Steuerkolbens 18 werden durch axiale Anschläge 26 im Steuerzylinder 17 begrenztThe hydraulic pressure medium is supplied to the hydraulic actuating mechanism via a 4/2-way control valve, the control piston 18 is arranged axially displaceable in an integrated in the clamping screw 16 control cylinder 17 has control bores 22, 23, which are controlled by the control piston 18, and on the Pressure medium is directed to and from the hydraulic actuator mechanism. To control the control piston 18 has control grooves 19, 20 and 21, via which the control bores 22, 23 are connected depending on the position of the control piston 18 with pressure lines or venting channels not shown. The end positions of the control piston 18 are limited by axial stops 26 in the control cylinder 17

Der Steuerkolben 18 ist an dem der Nockenwelle 11 zugewandten Ende durch eine Druckfeder 24 belastet, die ihn mit einer gegebenen Vorspannung gegen einen Endanschlag 26 im Steuerzylinder 17 drückt. Am entgegengesetzten Ende besitzt der Steuerkolben 18 einen Zapfen 25, der an dem Steuerkolbens 18 angeformt ist und aus dem Steuerzylinder 17 ein Stück herausragt. Ein drückender Proportionalmagnet, ein so genannten Druckmagnet 28 betätigt den Steuerkolben 18. Er besitzt einen Ankerstößel 34, auf dem ein Magnetanker 33 befestigt und in einem Spulenraum 37 einer Magnetspule 31 axial verschiebbar geführt ist. Wird die Magnetspule 31 über einen elektrischen Anschluss 32 bestromt, bewegt sich der Magnetanker 33 im Magnetfeld der Magnetspule 31 auf einen topfförmigen Polkem 36 eines Magnetflansches 30 zu. Dabei legt sich der Ankerstößel 34 stirnseitig an den Zapfen 25 des Steuerkolbens 18 und verstellt diesen entsprechend der Bestromung der Magnetspule 31 entgegen der Kraft der Druckfeder 24 bis maximal zu einem Endanschlag 35.The control piston 18 is loaded on the camshaft 11 facing the end by a compression spring 24, which presses him with a given bias against an end stop 26 in the control cylinder 17. At the opposite end of the control piston 18 has a pin 25 which is integrally formed on the control piston 18 and protrudes from the control cylinder 17 a piece. An oppressive proportional solenoid, a so-called pressure magnet 28 actuates the control piston 18. It has an armature plunger 34, on which a magnet armature 33 is fastened and guided in a coil space 37 of a magnet coil 31 in an axially displaceable manner. When the magnet coil 31 is energized via an electrical connection 32, the magnet armature 33 moves in the magnetic field of the magnet coil 31 toward a cup-shaped pole core 36 of a magnetic flange 30. Here, the armature plunger 34 sets the front side of the pin 25 of the control piston 18 and adjusts this according to the energization of the solenoid 31 against the force of the compression spring 24 to a maximum of an end stop 35th

Ferner kann es zweckmäßig sein, dass mindestens eine der Kontaktflächen zwischen dem Ankerstößel 34 und dem Zapfen 25 konvex ausgebildet ist, so dass an der Kontaktstelle bei einer Winkelabweichung zwischen der Längsachse des Ankerstößels 34 und des Steuerkolbens 18 an der Kontaktstelle keine Kippmomente entstehen und Drehbewegungen übertragen werden. Durch die lose Verbindung zwischen dem Ankerstößel 34 und dem Zapfen 25 wird die Reibung zwischen dem Steuerkolben 18 und dem Steuerzylinder 17 und zwischen dem Magnetanker 33 sowie dem Ankerstößel 34 und den zugehörigen Führungen minimiert, so dass das Ansprechverhalten des Steuerventils optimal ist und auch bei niedrigen Temperaturen eine Verstellung der Nockenwelle 11 zulässt Das Magnetgehäuse 29 und der Magnetflansch 30 sind an einem Steuergehäusedeckel 27 angeschraubt und mittels eines Flächendichtmittels abgedichtet.Further, it may be appropriate that at least one of the contact surfaces between the armature plunger 34 and the pin 25 is convex, so that no tilting moments arise at the contact point at an angular deviation between the longitudinal axis of the armature plunger 34 and the control piston 18 at the contact point and transmit rotational movements become. The loose connection between the armature plunger 34 and the pin 25, the friction between the control piston 18 and the control cylinder 17 and between the armature 33 and the armature plunger 34 and the associated guides is minimized, so that the response of the control valve is optimal and at low Temperatures an adjustment of the camshaft 11 allows the magnet housing 29 and the magnetic flange 30 are screwed to a control housing cover 27 and sealed by means of a surface sealant.

Claims (3)

  1. Camshaft adjuster with a 4/2-way valve which rotates with the camshaft and the hydraulic control piston of which is operated in a control cylinder between two end stops by an armature of a solenoid mounted on a control housing against the force of a compression spring, wherein the solenoid is a repelling proportional magnet the armature of which is firmly secured to an armature plunger and which is passed through a centre pole and bears against the control piston or a component permanently joined thereto with a free end face, the compression spring loading the control piston at the end remote from the solenoid, characterised in that the solenoid (28) has an operating stroke longer than the operating stroke of the control piston (18).
  2. Camshaft adjuster according to claim 1, characterised in that the armature plunger (34) bears against the end face of a neck (25) integrated with the control piston (18) and projecting from the control cylinder (17).
  3. Camshaft adjuster according to any of the preceding claims, characterised in that at least one of the contact faces between the armature plunger (34) on the one hand and the control piston (18) or neck (25) on the other hand is convex.
EP03702645A 2002-03-15 2003-02-15 Camshaft adjuster Expired - Lifetime EP1485579B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10211467A DE10211467A1 (en) 2002-03-15 2002-03-15 Camshaft adjuster for an internal combustion engine has a pressing proportional electromagnet
DE10211467 2002-03-15
PCT/EP2003/001527 WO2003078803A1 (en) 2002-03-15 2003-02-15 Camshaft adjuster

Publications (2)

Publication Number Publication Date
EP1485579A1 EP1485579A1 (en) 2004-12-15
EP1485579B1 true EP1485579B1 (en) 2009-09-16

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EP03702645A Expired - Lifetime EP1485579B1 (en) 2002-03-15 2003-02-15 Camshaft adjuster

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US (1) US7011059B2 (en)
EP (1) EP1485579B1 (en)
JP (1) JP2005530077A (en)
DE (2) DE10211467A1 (en)
WO (1) WO2003078803A1 (en)

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Also Published As

Publication number Publication date
EP1485579A1 (en) 2004-12-15
US20050056245A1 (en) 2005-03-17
JP2005530077A (en) 2005-10-06
DE50311918D1 (en) 2009-10-29
WO2003078803A1 (en) 2003-09-25
US7011059B2 (en) 2006-03-14
DE10211467A1 (en) 2003-09-25

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