EP1776513A1

EP1776513A1 - Electromotive camshaft adjuster

Info

Publication number: EP1776513A1
Application number: EP05760597A
Authority: EP
Inventors: Jens Schäfer; Mike Kohrs; Jonathan Heywood
Original assignee: Schaeffler KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2004-08-10
Filing date: 2005-07-13
Publication date: 2007-04-25
Anticipated expiration: 2025-07-13
Also published as: US7703425B2; DE102004038681A1; WO2006018080A1; JP2008509339A; DE102004038681B4; US20090199797A1; DE502005010294D1; JP4892763B2; EP1776513B1

Abstract

The invention relates to an electromotive camshaft adjuster for adjusting the angle of rotation of the camshaft (14) of an internal combustion engine relative to the crankshaft thereof. Said camshaft adjuster comprises a triple-shaft gear mechanism composed of a driving wheel (2, 2a) that is fixed to the crankshaft and is embodied as a sprocket or a synchronous belt wheel, an output part which is fixed to the camshaft, and an adjusting shaft (18, 18') which is connected in a torsion-proof manner to the rotor of an electrical adjusting motor and whose stator is fastened to the internal combustion engine. In order to keep the effort for producing the adjusting gears relatively low, the triple-shaft gear mechanism is preferably configured as a swashplate gear or a single eccentric internal gear (1, 25), the effort for the production thereof being minimized by forming the same largely without cutting, reducing the number of components, and inexpensively adjusting or compensating backlash.

Description

Name of the invention

Electromotive camshaft adjuster

description

Field of the invention

The invention relates to an electromotive camshaft adjuster for adjusting the rotational angle of the camshaft of an internal combustion engine with respect to its crankshaft, in particular according to the preamble of the independent patent claim 1.

Background of the invention

Electromotive camshaft adjusters are characterized by fast and exact camshaft adjustment over the entire operating range of the internal combustion engine. This also applies to the cold start and the restart after stalling the internal combustion engine.

Electric camshaft adjusters consist of an adjusting mechanism which is rotationally fixedly connected to the camshaft and an electromotive adjusting drive fastened to the internal combustion engine, the motor shaft of which engages the adjusting shaft of the adjusting mechanism revolving with camshaft rotational speed. As adjustment mechanism, the following three-shaft transmissions are usually used:

- Swashplate transmission.

These have a simple structure. However, their manufacturability in mass production is not clear. In addition, they are susceptible to tolerances and the production of the gear parts is associated with high costs, since they have to be machined due to high stress and accuracy reasons.

- Double inner eccentric gear.

This type of gearbox is very functional and smooth running, but causes a considerable expense due to the large number of components.

- Planetary and cycloidal gears (so-called harmonic drive gears).

The latter is described in DE 40 227 35 A1, in which an electromotive camshaft adjuster for the rotational angle adjustment of the camshaft of an internal combustion engine with respect to the crankshaft thereof is disclosed, with a three-shaft transmission, which is a crankshaft-fixed drive pulley designed as a chain or toothed belt Camshaft-fixed output member and an adjusting shaft which is rotatably connected to the rotor of an electric Ver servo motor and whose stator is fixed to the engine.

This cycloidal transmission is characterized by small space and great radio tion security, but requires a high construction cost. Object of the invention

The invention is therefore an object of the invention to provide a three-shaft transmission for an electric motor driven camshaft adjuster, which requires a relatively low production cost.

Summary of the invention

The object is achieved by the features of the independent device claim 1.

The swash plate and the single inner eccentric gear offer verschie¬ dene opportunities to reduce the manufacturing cost. Both types of gears can be manufactured largely without cutting. The swash plate mechanism also offers the possibility of a simple backlash compensation, while the single inner eccentric gear has many ways to reduce the number of components.

It is advantageous that brushless Gleichstrom¬ motors, in particular those with rare earth magnets and bipolar Be¬ are provided as electrical adjusting motors. Due to the lacking commutator, these motors are characterized by simple construction, high acceleration and virtually wear-free operation.

The first and second bevel gear as well as the wobble plate of the swashplate gear toothed on both sides are outstandingly suitable for powder metallurgical production. The strength and hardness of these components can be increased after sintering, for example, by means of gear rolling or hot or high-pressure pressing without impairing the accuracy of the parts. The abovementioned components can also be produced by tumbling or axial rolling from a steel blank. An important feature for the quality of an adjusting gear is the correct Ver¬ rotational play of the toothed pairs. Due to the dynamic camshaft torque, an excessive backlash during operation can lead to torsional vibrations between the two bevel gears. This can cause noise or control problems. If the game is too small, the adjusting mechanism jams or has too poor an efficiency. However, backlash can not be avoided. The height of the backlash is influenced by the Verzahnungs¬ quality of the swash plate and bevel gears and by the shape tolerances of the gear pairs, which determine the axial distance and the alignment.

A limitation of the form tolerances to reach their maximum value by high manufacturing accuracy succeeds only conditionally. For this reason, it makes sense to make the backlash adjustable. The backlash compensation provides that the minimal torsional backlash should result when the upper tolerances of the form tolerances of the components come together. If the dimensions of the components lie at the lower or between the lower and upper tolerance limits, theoretically a profile overlap of the toothings would result. The backlash is then corrected by washers paired between the first bevel gear and the housing.

Alternatively, the teeth between the sprocket drive and the camshaft output and / or the adjustment can be biased by springs to prevent a game-related noise. The difficulty of this method lies in maintaining optimum preload, which combines low gear noise with high transmission efficiency.

An inner eccentric gear, which is designed as a single inner eccentric gear, offers cost advantages in that it has only one inner eccentric for a first and a second spur gear, which are both connected to one another in a rotationally fixed manner and roll on a first and a second ring gear. In this case, the first end and ring gear are exclusively of the reduction at the phase senverstellung and the second front and ring gear also or even exclusively as a coupling toothing for passing the drive and Verstellleis¬ direction to the camshaft.

The second spur gear performs the same eccentric movement as the first, since both are rotatably connected to each other. If the second hollow / spur gear pair has the same number of teeth difference as the first, it serves only as a toothed coupling, which does not contribute to the overall ratio of the variable transmission. However, it is also possible to distribute the total ratio to both gear pairs, which results in greater freedom in selecting gears.

In principle, it is also conceivable that, as with double Innenexzentergetrieben instead of the gear coupling a claw, segment or pin coupling takes over the coupling function. The simple inner eccentric gear is then easier, but the pins or claws must slide when compensating the eccentric movement in their mating surface. This results in a lower efficiency than with a toothed coupling, in which the second spur gear rolls in the second ring gear with low friction.

To further reduce the friction contributes, that the single inner eccentric and the two spur gears and possibly the drive wheel are stored wälzge¬, the latter preferably has a four-point bearing. As Wälz¬ come ball, roller or needle roller bearings in question. A four-point bearing is particularly suitable for absorbing tilting moments, as they can occur in An¬ drive wheel. If the bearing friction plays a minor role compared to construction costs and structural space, all rolling bearings can be replaced by plain bearings with an appropriately dimensioned drive of the adjusting shaft.

Lower manufacturing costs can also be achieved in that the hollow and spur gears are designed as internally or externally toothed toothed rings, which are separated from the inner or outer profiled tubes in the required length become. For example, the profiled tubes may be drawn or extruded or sintered.

Another way to reduce costs is to reshape the hollow and spur gears of tooth profiled bands to toothed rings, which are closed by welding or clipping and then recalibrated.

Manufacturing costs can also be reduced by the fact that the first spur gear is widened by the width of the second spur gear and meshes with both equally toothed ring gears.

A backlash compensation takes place in the single inner eccentric gear in the two front / Hohlradpaaren separately, the backlash compensation in the first end / ring pair by selecting a matching eccentric and the second end / Hohlradpaar by a corresponding profilverschobenes second end / ring gear or by an additional , compensating eccentric, which is adjustable independently of the first eccentric and secured against rotation on the adjusting shaft. A particularly cost-effective form of backlash compensation is that this is done by slightly conical, axially to just before line contact pushed into each other front and ring gears, un¬ ter preferential utilization of their production-related conicity.

Another cost-effective way to achieve an optimal backlash is that an inlet operation of the adjusting is provided with a mounted on the teeth, relatively soft and gleitfähi¬ gene wear layer, for example made of copper or plastic, until reaching a predetermined backlash under Preload enters.

Instead of backlash compensation, the tooth noise can also be reduced by obliquely toothed front and ring gears. By an opposite slope of the teeth of the two front and ring gears cancel their axial forces, thereby simplifying storage. Similar to the swash plate mechanism, even in the case of the single inner eccentric gear mechanism, spring preloading of the toothings between the camshaft output and the drive wheel and / or the adjusting drive for tooth gear reduction is possible.

A production-favorable embodiment of the invention is that the zwei¬ te ring gear with the output flange and optionally with the intermediate piece integrally formed and by, for example, wobble or axial presses, sintering or deep drawing can be produced. In this way, the number of components can be significantly reduced.

It has manufacturing advantages that the eccentric and the adjusting shaft with the gear coupling one or two parts executable. The one-piece version offers the advantage of a low number of components. It can be achieved by sintering, tumbling and deep-drawing. The two-part design offers the advantage that the eccentric can be inexpensively manufactured from an eccentric tube into which a toothed coupling disc can be pressed.

A simple construction, low friction and freedom from play are achieved in that the single inner eccentric gear has a so-called Kugelor¬ bitalkupplung in place of a Nockenwel¬ lendrehmoment transmitting hollow / Stimradpaares, in the balls each semi-side in circulation paths of two equal, under axial Preload standing steel discs are guided and compensate for the eccentric movement. One steel disc is rotationally connected to a spur gear and the other steel disc to a camshaft-fixed part.

A single internal eccentric gear with a small axial length is achieved in that a drive wheel and an output part, a first and a second ring gear and a first and a second spur gear are arranged coaxially, where the drive wheel with the first ring gear, the first spur gear through one Flange with the second ring gear and the second spur gear with the Ab¬ drive part are rotationally connected and the first ring gear with the first spur gear and the second ring gear mesh with the second spur gear.

For certain applications, it may be advantageous that, in the case of a single inside eccentric gear, the second ring gear is designed as a second spur gear and the second spur gear as a second ring gear, with the second ring gear and the second spur gear mutually engaging one another.

It is also conceivable that the front and ring gears of the single-internal eccentric gearbox be replaced by appropriate friction wheels. These are characterized by low noise and wear resistance, but require an aus¬ reaching contact pressure.

Brief description of the drawings

Further features of the invention will become apparent from the following description and the drawings, in which an embodiment of the invention is shown schematically. Showing:

Figure 1 shows a longitudinal section through a swash plate mechanism;

FIG. 2 shows a longitudinal section through a single inner eccentric gear;

FIG. 3 is a view of the single inner eccentric gear of FIG

2;

FIGS. 4 to 7 show a longitudinal section through structural variants of the single inner eccentric gear of FIG. 2; 8 shows a cross section through the single inner eccentric gear of Figure 4, but with a one-piece design of the second ring gear, the drive flange and the Zwi¬ rule piece.

Figure 9 is a side view of a ball orbital coupling;

FIG. 10 shows a perspective view of a disk of the ball orbital coupling of FIG. 9;

Figure 11 shows a cross section through a single inner eccentric gear with coaxial arrangement of the gears;

Figure 12 shows a cross section through a single inner eccentric gear according to Figure 11, but with reversed second hollow and

Spur gear.

Detailed description of the drawings

FIG. 1 shows a longitudinal section through a swashplate screen 1. This has a chain sprocket designed as a drive wheel 2, which is non-rotatably connected via a chain, not shown, with such a crankshaft of a Verbren¬ combustion engine and formed integrally with a rotationally symmetrical gear housing 3.

The gear housing 3 has at its free end an outer flange 4 with threaded holes 5, to which a first bevel gear 6 is flanged by means of screws 7. At the drive-wheel-side end of the transmission housing 3, an inner flange 8 is provided which serves for the radial and axial mounting or positional fixation of the transmission housing 3 and of the drive wheel 2. The radial bearing of the same takes place on a shoulder 9 of a second bevel gear 10, while its axial positional fixation is effected by a shoulder 11 of the same in connection with a thrust washer 12 which is pressed and / or welded to the drive wheel 2.

The second bevel gear 10 is rotationally connected by a central clamping screw 13 with a camshaft 14. A hollow flange 15 at the free end of the camshaft 14 serves for the axial and radial positional fixing of the second wedge wheel 10 and the thrust washer 12.

The inclination of the swash plate 16 is selected so that the toothing of each side thereof is in constant engagement with one of the two bevel gears 6, 10. The swash plate 16 is supported by two deep groove ball bearings 17 formed as a fixed bearing on an adjusting shaft 18, which in turn is mounted with two needle bearings 19 designed as movable bearings on a cylindrical part 20 of the second bevel gear 10.

The adjusting shaft 18 is rotationally connected to a non-illustrated rotor of a brushless, reversible DC motor. The two bevel gears 6, 10 and the swash plate 16 are produced by powder metallurgy. Their teeth are aftertreated to increase the strength with constant part accuracy by, for example, Verzahnungsnachwälzen or hot or high-pressure presses.

The swash plate mechanism 1 is via oil lines 21, the emanating from a No¬ ckenwellenlager 22 and lead to an annular space 23 and further by not shown, radial bore to the bearings 19 and 17 and to the Ver¬ toothings. A corresponding design of the first bevel gear 6 ensures a sufficient oil level in the swash plate gear 1 sure.

The backlash can be made ein¬ simple in the swash plate mechanism 1. Through a suitable washer 24 between the Au ßenflansch 4 of the gear housing 3 and the first bevel gear 6 is inserted, the backlash is set to zero. By replacing this washer with a reinforced by the backlash, this is set.

The swash plate transmission 1 works in the following way:

In regular operation, that is, with a constant phase position, the Taumelschei¬ bengetriebe 1 including the rotor of the electric variable-displacement motor, not shown, as a whole with camshaft speed to. Only for early or late adjustment of the timing accelerates or decelerates the adjusting motor its rotor relative to the camshaft 14. As a result, the adjusting shaft 18 relative to the transmission housing 3 forward or backward, whereby the Tau¬ melscheibe 16 on the bevel gears 6, 10 accordingly The small number of teeth difference between the swash plate and the bevel gears with large reduction rolls and performs the phase adjustment.

FIG. 2 shows a longitudinal section through a single inner eccentric gear 25 and FIG. 3 shows a view of the output side thereof.

In the longitudinal section of Figure 2 is designed as a sprocket drive wheel 2a can be seen, which is rotationally connected to a first ring gear 26. This connection can be achieved by pressing, in particular after knurling on both sides and / or by laser welding.

The first ring gear 26 meshes with a first spur gear 27 which is rotationally connected to a second spur gear 28 by interference fit. This is mounted on a single inner eccentric 30 via a first needle bearing 29, which is rotatably connected via a toothed coupling 31 in conjunction with a not shown rotor of an electric adjusting motor. The inner eccentric 30 is mounted via a second needle bearing 32 on an intermediate piece 33, the non-rotatably by a central clamping screw, not shown, via a Abtriebs¬ flange 34 with the camshaft, also not shown. is tense. The second spur gear 28 meshes with a second ring gear 35, on the circumference of the first ring gear 26 is slidably mounted with the drive wheel 2a.

The second ring gear 35 is rotationally connected to the camshaft-fixed output flange 34. Both are axially against a stop plate 36, which is rotationally connected to the first ring gear 26.

As also shown in FIG. 3, the output flange 34 has a lug 37 which can be pivoted between two lugs 39, 40 in a ring cutout 38 of the stop disk 36 bordering the adjustment range of the single inner eccentric gear 25. The output flange 34 can be produced without cutting by sintering, tumbling or axial rolling. It can also be sintered together with the second ring gear 35.

On the adjusting motor side of the single inner eccentric gear 25, a sheet metal lid 41 is provided, which is pressed into a recess 42 and which limits the axial movement of the two end wheels 27, 28 and an adjusting shaft 18 '.

The single internal eccentric gear 25 works as follows:

In normal operation, the single inner eccentric gear 25 and the rotor of the variable speed motor as a whole rotate at the camshaft speed. When the camshaft is advanced or retarded, the adjusting motor accelerates or decelerates the adjusting shaft 18 "with the inner eccentric 30. As a result, the spur gears 27, 28 roll on the ring gears 26, 35 and cause the associated forehead due to the small number of teeth / Ring gears the Pha¬ senverstellung with large reduction.

FIG. 4 shows a single inner eccentric gear 25 'as a structural variant of the single inner eccentric gear 25 of FIG. 2. A drive wheel 2 a ¹ is formed integrally together with a first ring gear 26' and its toothing. sinters. If necessary, the toothing can be rolled in order to achieve increased tooth strength.

A second ring gear 35 'is connected to an output flange 34' by a press fit and by welding. Both components can advantageously also be manufactured in one piece by sintering.

A first spur gear 27 'is extended by the width of a second spur gear 28'. The toothing of the ring gears 26 ', 35', despite different numbers of teeth thanks to profile displacement on the same inner diameter and so makes a combing with the first spur gear 27 'possible. The first spur gear 27 'can be produced by sintering but also by tumbling, cold pressing or extrusion.

The first spur gear 27 'is mounted via a first needle bearing 29' on a single inner eccentric 30 'and this via a second needle bearing 32' on an intermediate piece 33 '. This can be manufactured, inter alia, by sintering, flow molding or deep drawing. Its reduced outer and inner diameter compared to the intermediate piece 33 makes it necessary to rest the screw head of the central clamping screw on an end face 43 of the intermediate piece 33 '. This results in the modified form of an adjustment shaft 18 ", which can be manufactured by extrusion or deep drawing and a toothed coupling 31 'by punching.

The sheet metal lid 41 'also serves in this variant as an axial stop for the first spur gear 27' and the adjusting shaft 18 "and as a lubricating oil guide A snap ring 44 serves as an axial stop of the second ring gear 35 'on the drive side.

The single inner eccentric gear 25 "illustrated in FIG. 5 differs from the single inner eccentric gear 25 or 25 'by the attachment of a stop disc 36' to the first ring gear 26". This takes place tangentially through in slots 45 of the same projecting pin 46 of the stop plate 36 ', while as axial securing a snap ring 44' is used.

Another difference lies in a two-part single inner eccentric 30 ", which can be cut off by a suitably shaped, extruded tube and which can be pressed and welded with a punched tooth coupling 31". In a sintered output flange 34 ", a radially extending lubricating oil channel 47 is impressed, which supplies the needle bearings 32", 29 "and the toothings of the end and ring gears 27", 28 ", 26", 35 "with lubricating oil. , 28 "are one-piece and sintered, including their gears.

A single inner eccentric gear 25 "'of Figure 6 differs from the previous variants by the following features:

- A one-piece drive wheel 2a "/ first ring gear 26 '" measurements is suitable as Taumelpressteil due to its Ab¬;

- A deep-drawn thrust washer 36 "is rotationally connected to the drive wheel 2a" by press fit and laser welding. It serves with its inner circumference as a plain bearing for the drive wheel 2a "and for the first Hohl¬ wheel 26 '" and also as an axial stop for a second ring gear 35' "and the driven flange connected to it 34 '".

The single inner eccentric gear 25 "" shown in FIG. 7 is characterized by a first end and ring gear 27 "", 26 "" with a rectangular cross section. These rings are particularly suitable for cutting to length of a corresponding internally or externally toothed tube. The same applies to the first spur gear 27 of FIG. 2 and the first spur gear 27 '"of FIG. 6.

The first ring gear 26 '"is pressed into the drive wheel 2a" ¹ , while a second ring gear 35'"in the drive wheel 2a" ¹ slidably mounted and axially guided by a welded to the same thrust washer 36 '". In Figure 8, the single inner eccentric gear 25 'of Figure 4 is shown in cross-section, but with a one-piece construction of the intermediate piece 33' with the drive flange 34 'and the ring gear 35'. This significantly reduces the number of components. As a manufacturing process, especially sintering comes into question.

Figure 9 shows a side view of a so-called Kugelorbitalkupplung 49, which, like a claw, segment or pin coupling, serves as a replacement for a ring / spur gear coupling to compensate for the eccentric movement. The ball orbital coupling 49 has two steel discs 50, between which balls 51 are clamped under axial prestressing. The balls 51 are half-side in circulation paths 52 of the steel discs 50 out (see also Figure 10), where they perform a circular motion, without requiring play. One of the steel discs 50 is rotationally connected to one of the spur gears of the single-internal eccentric gear, the other with a camshaft-fixed part of the transmission.

FIG. 11 shows a single inner eccentric gear 25 '"", which is connected in a rotationally fixed manner to a camshaft, not shown, via an elastomer clutch 48. A special characteristic of this transmission is the coaxial arrangement of a first and a second ring gear 26, 35 '''and a first and second spur gear 27, 28'. 'As a result, relatively little axial space is required 26 '''to a double deep groove ball bearing 53, which receives the tilting moment of the same and the load of a An¬ drive wheel 2a "", relatively low. This has a positive effect on the rolling behavior of the teeth because of the smaller radial displacements. "is integrally formed with the first ring gear 26, in the same way the first spur gear 27"'"and the second ring gear 35"'", which are interconnected by a flange 54. The second spur gear 28 '" is provided with a driven part 55 and an adjusting shaft 18 "" with a Einfach¬ inner eccentric 30 '"in one piece .. The single inner eccentric 30'" and the first spur gear 27 with the second ring gear 35 '"" are mounted on a second and third double deep groove ball bearings 56, 57.

FIG. 12 shows the cross section of a single inner eccentric gear 25, which differs from that of FIG. 11 by exchanging the second ring gear and the second second spur wheel there. These are formed as a new second ring gear 35 """and a new second spur gear 28""in FIG. 12, and mutually mesh with each other. The function of the single inner eccentric gear 25 "" and 25 "" corresponds to the gear shown in FIGS.

LIST OF REFERENCE NUMBERS

1 swashplate transmission

2, 2a, 2a ¹ , 2a ", 2a"', 2a "", 2a drive wheel

3 gearbox housing

4 outer flange

5 threaded hole

6 first bevel gear

7 screw

8 inner flange

9 paragraph

10 second bevel gear

11 shoulder

12 thrust washer

13, 13 'central clamping screw

14 camshaft

15 hollow flange

16 swash plate

17 deep groove ball bearings

18, 18 ', 18 ", 18'", 18 "" adjusting shaft

19 needle roller bearings

20 cylindrical part

21 oil line

22 camshaft bearing

23 annulus

24 washer

25, 25 ', 25 ", 25"', 25 "", 25 '"", 25 single inner eccentric gear

26, 26 ", 26", 26 '", 26" ", 26'" "first ring gear

27, 27 ', 27 ", 27'", pyiui 0711111 first spur gear

28, 28 ", 28", 28 '", 28" "second spur gear

29, 29 ', 29 "first needle roller bearing

30, 30 ', 30 ", 30'" single inner eccentric 31, 31 ', 3I "toothed shaft coupling

32, 32 ', 32 "second needle bearing

33, 33 'intermediate piece

34, 34 ', 34 ", 34'" output flange

35, 35 ', 35 ", 35"', 35 "", 35, 35 second ring gear

36.36 \ 36 ", 36" 'stop disc

37 nose

38 ring section

39 first stop

40 second stop

41, 41 'sheet metal lid

42 recesses

43 face

44, 44 'snap ring

45 slot

46 cones

47 lubricating oil channel

48 elastomer coupling

49 ball orbital coupling

50 steel disc

51 ball

52 circulation track

53 first double deep groove ball bearing

54, 54 'flange

55, 55 'stripping section

56 second double deep groove ball bearings

57 third double deep groove ball bearings

58 third spur gear

Claims

claims

1. Electromotive camshaft adjuster for adjusting the rotational angle of the camshaft (14) of an internal combustion engine relative to the crankshaft thereof, having a three-shaft gearbox which has an an¬ driven by the crankshaft drive wheel (2, 2a, 2a ", 2a", 2a ¹ ", 2a"", 2a) and a cam-shaft-fixed output part and an adjusting shaft (18, 18 ', 18 ", 18'", 18 ""), which is rotatably connected to a rotor of an electric adjusting motor, whose stator is fixed to the internal combustion engine, characterized in that the three-shaft transmission, which is preferably designed as a Tau¬ melscheiben- or single inner eccentric gear (1, 25, 25 ', 25 ", 25'", 25 "", 25 '"", 25 """) is formed has produced non-cutting wheelsets and housing parts and having means for adjusting or balancing the backlash.

2. Camshaft adjuster according to claim 1, characterized in that as electric adjusting brushless DC motors, in particular those with rare earth magnets or bipolar operation, vor¬ seen.

3. camshaft adjuster according to claim 1, characterized in that the swash plate mechanism (1) has a first, fixed Kettenradfestes bevel gear (6), a second camshaft fixed bevel gear (10) and a verzahn¬ te te swash plate (16), these components powder metallur- gisch produced and after sintering by Verzahnungsnachwalzen or

Hot or high pressure presses in their strength and hardness are steigerbar.

4. camshaft adjuster according to claim 3, characterized in that the swash plate mechanism (1) has a cylindrical gear housing (3) with an outer flange (4) vorzugswei¬ se is integrally formed with the drive wheel (2), and that the first bevel gear ( 6) on the outside flange (4) of the gear housing is screwed, wherein the backlash between the swash plate (16) and the bevel gears (6, 10) by a suitable washer (24) between the outer flange (4) and the first bevel gear (6) is adjustable ,

5. camshaft adjuster according to claim 1, characterized in that the inner eccentric gear as a single inner eccentric gear (25, 25 ', 25 ",

25 '", 25" ", 25"' ", 25) is formed, with a single inner eccentric

(30, 30 ', 30 ", 30"') on which a first and second spur gear (27, 27 ', 27 ", 27'"; 27 "", 27; 28, 28 ', 28 ", 28'" , 28 "") are attached, which are rotationally connected to each other and on a first and second ring gear

(26, 26 ', 26 ", 26'", 26 "", 26; 35, 35 ', 35 ", 35"', 35 ¹ " ¹ , 35, 35) roll off, wherein the first end and ring gear ( 27, 27 ', 27 ", 27"', 27 "", 27; 26, 26 ',

26 ", 26 '", 26 "", 26' "") excluding the reduction of the phase position and the second end and ring gear (28, 28 ', 28 ", 28"', 28 "", 35, 35 ', 35 ", 35 '",

35 "", 35 '"", 35) also or only as a coupling toothing for passing the drive and adjusting power to the camshaft (14) serve.

6. Camshaft adjuster according to claim 5, characterized in that the single inner eccentric (30, 30 ', 30 ", 30"') and the two spur gears (27,

27 ', 27 ", 27"', 27 "", 27 '""; 28, 28 ', 28 ", 28'", 28 "") and optionally the drive wheel (2a, 2a ¹ , 2a ", 2a ^m , 2a"",2a" ^uι ) are roller-mounted, wherein the An¬ drive wheel optionally a Has four-point bearing.

7. camshaft adjuster according to claim 5, characterized in that the hollow and spur gears (26 "'; 27, 27", 27 "') are designed as internal or externverzahnahn¬ te toothed rings, the inner or outer tooth profiled tubes are detachable in the required length, wherein the tooth-profiled tubes are drawn or extruded or sintered, for example.

8. camshaft adjuster according to claim 5, characterized in that the hollow and spur gears (26 "", 27, 27 '", 27"") of tooth profiled bands can be formed into tooth rings, can be closed by welding or clipping and then recalibrated.

9. camshaft adjuster according to claim 1, characterized in that the inner eccentric gear as a single inner eccentric gear (25, 25 ', 25 ",

25 '", 25" ", 25, 25) is formed, with a single inner eccentric

(30, 30 ', 30 ", 30"') on which a third spur gear (58) is mounted, which rolls on a first and second ring gear (26 ', 35'), wherein the An¬ number of teeth of the first Ring gear (26 ') of the number of teeth of the second ring gear (35') deviates.

10. camshaft adjuster according to claim 5, characterized in that a backlash compensation at the first ring gear (26, 26 ', 26 ", 26'") and spur gear (27, 27 ', 27 ", 27'", 27 "") by Installation of a matching single inside eccentric (30, 30 ', 30 ") takes place while the backlash compensation in the second ring gear (35, 35', 35", 35 '", 35" ") and spur gear (28, 28 ') takes place either by appropriate profile displacement of the teeth or by an additional, from the single inner eccentric (30, 30', 30 ") inde pendently adjustable, on the adjusting shaft (18, 18 ', 18") non-rotating compensating eccentric.

11. Camshaft adjuster according to claim 5, characterized in that the backlash compensation is effected by slightly conical, axially up to a line contact sliding into each other front and ring gears, preferably by utilizing production-related conicity of the teeth.

12. camshaft adjuster according to claim 1, characterized in that the toothings of the hollow and spur gears (27, 27 ', 27 ", 27'", 27 "", 27 "'"; 26, 26', 26 ", 26 '",26"", 26, 28, 28 ', 28", 28'",28""; 35, 35 ', 35", 35 ", 35"",35"", 35) and the Bevel gears (6, 10) and the swash plate (16) are provided with a coating of ductile material and the interlocking the cross-teeth are mounted under bias, wherein the ductile material is copper or a plastic.

13. Camshaft adjuster according to claim 1, characterized in that an intake operation is provided by adjusting, with a on the

Teeth attached, relatively soft and lubricious Ver¬ wear layer, for example made of copper or plastic, which runs up to Errei¬ chen a predetermined backlash under bias.

14. camshaft adjuster according to claim 5, characterized in that the second ring gear (35, 35 ') with the output flange (34, 34') and, where appropriate, with the intermediate piece (33, 33 ") integrally formed and by, for example, wobble or axial presses, sintering or deep drawing can be produced.

15. Camshaft adjuster according to claim 5, characterized in that the eccentric (30, 30 ', 30 ") and the adjusting shaft (18, 18', 18") with the toothed shaft coupling (31, 31 ', 31 ") one or two parts are executable.

16 camshaft adjuster according to claim 5, characterized in that the single inner eccentric gear (25, 25 ', 25 ", 25'", 25 "") instead of a camshaft torque transmitting hollow / Stirnradpaares a so-called Kugelorbitalkupplung (49) at the balls (51), which are half-sided in circulation paths (52) of two identical, under axial Vorspan¬ tion steel discs (50) are guided, transmitted the torque backlash and compensate for the eccentric movement, wherein one of the Stahl¬ discs (50) with a spur gear the transmission and the other with a camshaft fixed part thereof are rotationally connected.