EP2520772B1 - Nockenwellenversteller mit Vorrichtung zum Notbetrieb - Google Patents

Nockenwellenversteller mit Vorrichtung zum Notbetrieb Download PDF

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Publication number
EP2520772B1
EP2520772B1 EP12165842.1A EP12165842A EP2520772B1 EP 2520772 B1 EP2520772 B1 EP 2520772B1 EP 12165842 A EP12165842 A EP 12165842A EP 2520772 B1 EP2520772 B1 EP 2520772B1
Authority
EP
European Patent Office
Prior art keywords
camshaft
adjustment device
locking
adjustment
emergency
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.)
Not-in-force
Application number
EP12165842.1A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2520772A2 (de
EP2520772A3 (de
Inventor
Michael Schober
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.)
Magna Powertrain GmbH and Co KG
Original Assignee
Magna Powertrain GmbH and Co KG
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 Magna Powertrain GmbH and Co KG filed Critical Magna Powertrain GmbH and Co KG
Publication of EP2520772A2 publication Critical patent/EP2520772A2/de
Publication of EP2520772A3 publication Critical patent/EP2520772A3/de
Application granted granted Critical
Publication of EP2520772B1 publication Critical patent/EP2520772B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—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 bevel or epicyclic 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
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34459—Locking in multiple positions
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/02—Camshaft drives characterised by their transmission means the camshaft being driven by chains
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/12—Fail safe operation
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/032—Electric motors
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/035—Centrifugal forces

Definitions

  • the present invention relates to an adjusting device for adjusting the relative angular position of a camshaft with respect to a crankshaft within a predetermined Verstellwinkel Schemes according to the preamble of claim 1.
  • Adjustments or camshaft adjuster of this kind must be in an emergency, d. H. when an occurrence of errors in the electronics, the sensor or actuators bring the camshaft in a defined emergency position (fail-safe position), so that the operation of the internal combustion engine is at least limited still ensured.
  • the emergency position can be selected so that in this, a starting of the internal combustion engine or the internal combustion engine is ensured.
  • the camshaft is controlled when switching off the internal combustion engine (for example by means of a variable displacement motor) in its base position or emergency position, i. at an intake camshaft i.d.R. in the position "late” or with an exhaust camshaft in the position "early".
  • a variable displacement motor for example, a variable displacement motor
  • the camshaft may be in an undefined position out of the emergency position, which may cause problems when the engine is restarted.
  • devices for adjusting the camshaft of an internal combustion engine as adjusting in particular designed as a three-shaft gearbox having, for example, a crankshaft-connected drive shaft, a camshaft-connected output shaft and connected to an electric adjusting motor adjusting shaft.
  • these two end stops are connected to a hub of the transmission connected to the camshaft sprocket and interact with a stop located on the transmission output side of a hub of the transmission connected to the camshaft.
  • the gear of the electromechanical phaser has no obstruction, i. a torque at its transmission input side causes a rotation on the transmission output side and vice versa.
  • the adjusting has a negative circulation ratio, d. H. the sense of rotation at the transmission input side belonging to the actuator is opposite to that at the transmission output side.
  • a delay of the transmission input side causes an adjustment of the transmission output side in the direction of "early”.
  • a locking device causes the camshaft to be displaced into a predetermined emergency position.
  • this is the stop which is arranged on the camshaft, or are the two end stops, which limit the Verstellwinkel Geb, designed to be displaced.
  • a preloaded spring is provided on the stop to be displaced, which is held by means of a Rastiermechanismus In normal operation in its biased position. As a result of activation of a release mechanism of the locking device of the locking mechanism is released, so that the spring due to its bias can shift the associated stop.
  • An inhibiting mechanism also assigned to the stop to be displaced prevents it from being moved in a direction counter to the spring bias.
  • the unlocking unlocks the Rastiermechanismus so that the stop of the camshaft is brought into abutment with the end stop of the drive wheel.
  • the inhibiting mechanism prevents movement of the camshaft against of the attaching end stop is possible.
  • the first end stop or the stop in contact with the end stop is adjusted so long in the direction of its emergency position until it has reached them.
  • the second end stop In the emergency stop position, the second end stop also abuts against the stop and thus locks the phase adjustment device in its emergency running position.
  • An advantage of this design is that a freely definable center position (position within the setting range) can be selected as emergency position (fail-safe position).
  • emergency position position within the setting range
  • the operating state of the emergency can leave again to go to normal operation.
  • this is particularly important when, for example, it turns out that the emergency operation was initiated only because of a plausibility problem or a temporary disturbance.
  • a device for releasably connecting and adjusting the camshaft and the crankshaft of an internal combustion engine is known.
  • the emergency running position of the camshaft is achieved by rotating the drive shaft, which is connected to the crankshaft, and by a suitable stationary gear ratio.
  • the emergency position is thus achieved in that a mechanical end stop is brought into abutment.
  • the emergency running position corresponds to the maximum early or late position at the respective early end stop or late end stop of the camshaft.
  • the camshaft does not reach its final emergency position, especially when the actuator generates a braking torque in case of failure or failure of a control electronics. Furthermore, a safe positioning of the camshaft is not guaranteed, so that they can possibly leave their run-flat position uncontrollably again. This can, in particular due to the inertia-related torques by the adjusting motor, soft the internal combustion engine at the transmission input of the variable speed when accelerating or decelerating generated, or happen when strong torque attack on the camshaft.
  • the DE 10 2004 061 710 A1 further discloses a camshaft adjusting device which can be locked in an emergency by means of a locking element for locking a camshaft-fixed component with a kurbeiwellenfesten component.
  • an electric camshaft actuator in which a prestressed spring pushes the camshaft actuator back into a corresponding end position (maximum early position or maximum retarded position of the camshaft).
  • a disadvantage of such an embodiment it may be that the spring is not only active in emergency mode, but actively acts on the entire control range of the camshaft, which may possibly have a disadvantageous effect on their energy consumption. If the spring force of this spring chosen to be lower, so there is a risk that their restoring force is not large enough to adjust the camshaft in an emergency operation in the desired end position. Also in this embodiment, the camshaft can also be adjusted uncontrolled from their emergency running position at particularly high strongly changing torques.
  • a cam phaser with electric drive wherein the adjusting device for adjusting the relative angular position of the camshaft with respect to the crankshaft has an adjusting motor as a primary adjusting device and an auxiliary drive as a secondary adjusting device.
  • the camshaft can be adjusted via the auxiliary drive in a fixed angular position, the so-called emergency position.
  • a possible design of such an auxiliary drive comprises a torsion spring, which is biased by a deflection of the rotational angle between the drive wheel of the camshaft and a part fixed to the camshaft of the variable to a base position and causes a reset by relaxing in case of failure of the adjusting motor.
  • a generic camshaft adjuster is from the WO 2006/027131 A1 known. Described is an adjusting device for adjusting the relative angular position of a camshaft relative to a crankshaft, wherein the adjusting device comprises a device for emergency operation of the adjusting device and the device for emergency operation includes a freewheel device.
  • the object of the present invention is in contrast to provide an adjusting device for adjusting the relative rotational angle position of a camshaft relative to a crankshaft, in which the disadvantages known from the prior art can be at least partially reduced.
  • the adjusting device can be designed as an adjusting mechanism, in particular as a three-shaft transmission, which is suitable for adjusting the relative rotational angle position of the camshaft of an internal combustion engine with respect to its crankshaft.
  • the device for emergency operation of the adjusting device (emergency running device) can be designed, for example, as a switchable freewheel device, which in the Normal operation is ineffective and is activated in emergency mode. In its activated state, the freewheel device is adapted to the movement of the camshaft only in
  • the camshaft does not reach its final emergency position, especially when the actuator generates a braking torque in case of failure or failure of a control electronics. Furthermore, a safe positioning of the camshaft is not guaranteed, so that they can possibly leave their run-flat position uncontrollably again. This can happen in particular as a result of the inertia-related torques by the adjusting motor, which generates the internal combustion engine at the transmission input of the variable when accelerating or decelerating, or then, if strongly changing torques act on the camshaft.
  • the DE 10 2004 061 710 A1 further discloses a camshaft adjusting device, which can be locked in an emergency by means of a locking element for locking a camshaft-fixed component with a crankshaft-fixed component.
  • an electric camshaft actuator in which a prestressed spring pushes the camshaft actuator back into a corresponding end position (maximum early position or maximum retarded position of the camshaft).
  • a disadvantage of such an embodiment it may be that the spring is not only active in emergency operation, but active over the entire control range of the camshaft acts on these, which may possibly adversely affect their energy intake. If the spring force of this spring chosen to be lower, so there is a risk that their restoring force is not large enough to adjust the camshaft in an emergency operation in the desired end position.
  • the camshaft can also be adjusted uncontrollably from its emergency position at particularly high, highly variable torques.
  • a cam phaser with electric drive wherein the adjusting device for adjusting the relative rotational angle position of the camshaft with respect to the crankshaft has an adjusting motor as a primary adjusting device and an auxiliary drive as a secondary adjusting device.
  • the camshaft can be adjusted via the auxiliary drive in a fixed angular position, the so-called emergency position.
  • a possible design of such an auxiliary drive comprises a torsion spring, which is biased by a deflection of the rotational angle between the drive wheel of the camshaft and a part fixed to the camshaft of the variable to a base position and causes a reset by relaxing in case of failure of the adjusting motor.
  • a disadvantage of this embodiment may be the costs associated with providing such an auxiliary drive.
  • the auxiliary drive requires a significant proportion of the available space, which can also be considered disadvantageous.
  • the object of the present invention is in contrast to provide an adjusting device for adjusting the relative rotational angle position of a camshaft relative to a crankshaft, in which the disadvantages known from the prior art can be at least partially reduced.
  • an adjusting device which has the features of claim 1.
  • the adjustment device can be designed as an adjusting mechanism, in particular as a three-shaft transmission, which is suitable for adjusting the relative angular position of the camshaft of an internal combustion engine with respect to its crankshaft.
  • the device for emergency operation of the adjusting device (emergency running device) can be designed for example as a switchable freewheel device, which is ineffective in normal operation and is activated in emergency mode. In its activated state, the freewheel device is adapted to the movement of the camshaft only in to allow a direction with respect to the crankshaft and to block in the opposite direction. The movement of the camshaft in the one direction is further permitted until an end stop or a predetermined emergency position of the camshaft is reached.
  • the drive of a camshaft drive wheel (for example in the form of a sprocket) with a non-uniform speed is used to move the camshaft to its emergency position.
  • the freewheel device is firmly connected to the camshaft.
  • the freewheel device for blocking an adjustment movement of the camshaft relative to the crankshaft in the second direction may include a positive and / or non-positive connection with a part of the adjusting device rotating relative to the camshaft.
  • a positive connection is understood as meaning a connection in which one connection partner prevents the movement of the other connection partner, at least in one direction of movement, by abutting on it.
  • a frictional connection is Furthermore, then, when the connection partners are connected by friction with each other.
  • the freewheel device of the adjusting device may comprise a spring-biased pawl lock, which is adapted to engage positively in a transmission element of the adjusting device designed as adjusting.
  • the freewheel device preferably acts between a drive wheel or the transmission output of an adjusting device embodied as an adjusting mechanism and a further transmission part.
  • the further transmission part can be a higher-geared element of the transmission, such as the transmission input gear or a planetary gear. In this way, the necessary forces that should apply the freewheel device for the function of the emergency running device, can be significantly reduced, so that the freewheel device can optionally be performed in plastic.
  • the adjusting device comprise an actuator for activating the freewheel device.
  • the actuator may include a limit switch which is outside the Verstellwinkel Anlagens the camshaft is arranged relative to the crankshaft in normal operation of the adjusting device.
  • an activation of the emergency running device is effected by reaching a certain phase angle of the camshaft, which is outside the angular range used in normal operation of the internal combustion engine.
  • the actuator may be provided at that end of the adjustment range to which the adjustment device typically moves (in the event of failure of the adjustment motor).
  • the activation of the emergency running device can thus take place at one end of the adjustment in such an embodiment.
  • the freewheel device then adjusts the camshaft away from this end toward the other end of the adjustment range until an emergency stop position of the camshaft or other end stop is reached.
  • the device for emergency operation of the adjusting device may include a locking device which controls the adjusting device then, when the camshaft has reached its Notlaufwolf relative to the crankshaft, able to lock.
  • the locking device thus represents a blocking device or inhibiting device which locks the adjusting gear or the adjusting device upon reaching a certain intended adjustment angle of the camshaft and inhibits further adjustment at least up to a predetermined torque.
  • a torque can be designed, for example, so that this torque is not reached in a non-energized adjusting motor and thus the adjusting device remains in this position in a further operation (emergency operation) of the internal combustion engine.
  • the predetermined torque can be exceeded, so that the camshaft is further adjusted by means of the adjustment beyond this angular position in the direction that allows the freewheel device until the corresponding end stop is reached.
  • the locking device may also have a different behavior in its activated state speed-dependent or direction-dependent.
  • the locking device can be designed so that this at a camshaft speed below a certain threshold is, the adjusting device releases upon reaching the respective phase angle of the adjusting device and blocked at a camshaft speed, which is above this threshold, the adjusting device.
  • the torque required for further adjustment of the adjusting device (the threshold value) can become smaller or larger or approximately equal to zero as a result of the activated locking device with increasing camshaft rotational speed.
  • Such a speed dependency can be achieved particularly easily by utilizing the speed-dependent centrifugal force, which acts on the parts installed on the adjusting device.
  • the locking device may comprise a locking bolt, which is adapted to act between the drive wheel of the camshaft and a camshaft-fixed part.
  • the locking device may further comprise an elastic element, in particular a leaf spring, which is able to bias the locking bolt in the direction of its locking position.
  • both the freewheel device and the locking device can be deactivated again by a corresponding actuator.
  • This may for example be the same actuator, the freewheel device and / or the locking device activated.
  • it may also be another actuator, ie it may be a first actuator for activating the freewheel device and / or the locking device and a second actuator for deactivating the freewheel device and / or the locking device may be provided.
  • a reset or deactivation when reaching an end stop can be effected, so that the adjustment works again in normal operation, when this end stop has been reached.
  • the freewheel device and the locking device are integrally formed with each other. In such a case, a single component is provided on which the two functions of the freewheel device and the locking device can be found again.
  • the actuator is provided for activating both the freewheel device and the locking device or for deactivating both the freewheel device and the locking device.
  • this speed-dependent can be activated or deactivated.
  • the freewheel device additionally comprises a rocker arm on which a pawl lock of the freewheel device is pivotally mounted.
  • the rocker arm can be rotatably or elastically flexurally mounted in a fulcrum on the base plate or the drive wheel of the adjusting device and then, when it is unlocked, oscillate or oscillate about this fulcrum.
  • one or more resilient elements may be provided which are adapted to hold the rocker arm in a nominal position (zero position) about which the rocker arm can oscillate.
  • the resilient elements may for example be designed as springs and be supported on the base plate or the drive wheel of the adjusting device.
  • This embodiment is particularly advantageous if without such a rocker arm adjusting the Verstellgetriebes or the adjusting device in the direction of the emergency position is not possible because driving the example transmission input gear would require too high a force.
  • the freewheel device can also comprise a further pawl lock, which is adapted to engage positively in a transmission element of the adjusting mechanism of the adjusting device.
  • rocker arm As an alternative to a rocker arm described above, it is also possible to use a linearly moving rocker whose mass likewise oscillates in a substantially tangential direction when activated on the adjusting gear.
  • FIGS. 1 to 4 show a first embodiment of an adjusting device according to the invention, which is generally designated by the reference numeral 10.
  • the adjusting device 10 is designed as a three-shaft gear, comprising a sprocket 12, which corresponds to a camshaft drive wheel or fixed with this is connected, arranged in a central region 14 transmission input gear 16 which is rotatably connected to an electric variable speed motor (not shown), and a base plate 18 which is fixedly connected to the camshaft.
  • the (regularly uneven) input torque of an associated internal combustion engine is introduced into the adjusting device 10
  • the adjusting torque of the adjusting motor is introduced into the adjusting device 10 via the transmission input gear 16.
  • the adjusting device 10 includes an emergency running device 20 which is rotatably connected to the base plate 18 and in the FIG. 1 is secured with an additional locking ring 18a. This is hidden in the following figures in order to better illustrate the operation of the adjustment device 10 can.
  • the emergency running device 20 or an essential component of the device 20 for emergency operation of the adjusting device 10 is in detail in the Figures 2 to 3b shown, the FIG. 2 an isometric view from the front (according to FIG. 1 ) shows while the FIGS. 3a and 3b isometric views of this component of the emergency running device 20 from behind.
  • the emergency running device 20 also comprises, in addition to the component shown in FIG. 2, a locking bolt 50 which, for example, in the FIG. 1 or the FIGS. 4a to 4c can be seen.
  • a release lever 26 is provided as an actuator, by a spring clip 28 in the installed state in the direction of a lateral stop 50 a of the locking bolt 50 (ie in the Figures 1 and 2 to the right).
  • the stopper 50a which simultaneously forms a guide for the locking bolt 50 together with a stop 50b, is formed on the base plate 18 in the same way as the stop 50b.
  • the release lever 26 is in the installed state in its normal position (see Figure 4a) with a corresponding stop 30 against the stop 50a of the base plate.
  • the freewheel device 22 comprises a pawl lock 32, which has at its free end a detent or pawl 40 which projects in an assembled state in the direction of the transmission input gear 16.
  • the locking device 24 comprises a leaf spring 34, which on the in FIG. 2 shown component of the emergency running device 20 is formed and the locking bolt 50 (see, for example FIG. 1 ).
  • the leaf spring 34 serves to move the locking bolt 50 from its inactive position (cf., for example, FIG. 4 a) into its active position (cf. Figure 4c ), so that it can lock the base plate 18 against relative movement with respect to the sprocket 12. Accordingly, the leaf spring 34 is biased so that it the locking pin 50 radially outward relative to the central axis M (see. FIG. 4a ) urges.
  • a projection 42 is further formed at its free end, which is engaged by a corresponding retaining projection 36, as long as the freewheel device is deactivated, that is, the adjustment runs in normal operation (see. FIGS. 3b and 4a ). Only when the freewheel device 22 is activated, the projection 42 of the free end of the pawl lock 32 releases from the retaining projection 36.
  • the embodiment of a freewheel device 22 shown in the first embodiment comprises a pawl lock 32 designed as a flexurally elastic prestressed beam, which is pretensioned in such a way. that it is displaced in a released state in the direction radially inwardly relative to the central longitudinal axis M.
  • the catch or the pawl 40 of the pawl lock 32 can thus engage in the outer toothing of the transmission input gear 16 (cf., for example also FIGS. 4b and 4c ).
  • the pawl lock 32 allows the rotational movement of the Gereteeingangsrads 16 in a first rotational direction, while blocking a rotational movement of the Gereteeingangsrads 16 in the opposite direction.
  • a securing projection 46 is provided for the locking pin 50 in normal operation. This attacks (such as in FIG. 4a can be seen), in a through recess 50c on the locking pin 50, in which also the free end of the leaf spring 34 is received. Alternatively, however, separate recesses may also be provided on the securing bolt 50 for securing by means of the securing projection 46 or for prestress by means of the leaf spring 34.
  • fixation projections 44 are formed on the rear side of the one-piece component of the emergency running device 20, which serve for the rotationally fixed connection of the component to the base plate 18 of the adjusting device 10. It can also be clearly seen that these projections 44 serving for fastening are not formed on the release lever 26 or the spring clip 28, since in particular the release lever 26 for triggering or activating the freewheel device 22 and / or the locking device 24 must remain movable relative to the base plate 18.
  • FIG. 4a shows the normal operation of the adjusting device 10, in which the freewheel device 22 is deactivated, so that the detent or pawl 40 does not engage in the external toothing of the transmission input gear 16. Instead, the projection 42 of the free end of the pawl lock 32 of the freewheel device 22 is supported on the associated retaining projection 36. Moreover, the securing projection 46 also engages in the corresponding recess 50c of the locking bolt 50 and thus prevents the prestressed leaf spring 34 of the locking device 24 from urging the locking bolt 50 radially outward.
  • the illustrated adjusting gear of the adjusting device 10 is a positive gear or positive summing gear with a positive transmission / reduction ratio, in which the camshaft rotates in the direction indicated by the arrow indicated by D arrow.
  • the adjusting motor on the transmission input gear 16 ensures that the camshaft rotates in a certain phase relative to the sprocket 12. If, for example, the adjusting motor fails, then this generates a corresponding braking torque and its speed drops compared to that Sprocket or Nockenwellenantriebsrad 12.
  • the camshaft is thereby retarded beyond the maximum retarded position during normal operation until the release lever 26 is triggered as an actuator.
  • the cam shaft is reduced by the movement of the cam shaft together with the base plate 18 relative to the sprocket 12 late in not only the angle Xa, but also the angle Ya, which between the stop 30 of the trigger lever 26 and a stop 52 of Sprocket 12 is located.
  • the angle Ya has just become zero, that is, the trigger lever 26 is being activated, so pressed by the stop 52 of the sprocket 12 to the left.
  • the spring clip 28 belonging to the release lever presses the release lever 26 as far to the right until a radially inner region of the stop 30 strikes the fixed plate 50a fixed to the base plate 18, so that the position of the stop 30 relative to the base plate 18 is defined very precisely is.
  • connection of the release lever 26 to the emergency running device 20 takes place via an elastic intermediate portion 38 of the release lever 26 which acts in the manner of a hinge point.
  • the freewheel device 22 is activated.
  • the projection 42 of the latch lock 32 releases from the retaining projection 36 and is displaced radially inward due to its elastic bias toward the Getriebeeingangsrad 16 until the pawl or detent 40 engages the outer toothing of the transmission input gear 16.
  • the activated freewheel device 22 can from now on, as long as the adjusting device 10 is in emergency operation, only one forward movement (in the direction of rotation D of the camshaft) of the transmission input gear 16 against the camshaft fixed part, the base plate 18 to.
  • FIG. 5 a further embodiment of the freewheel device is shown, which in the FIG. 5 is provided with the reference numeral 122.
  • the same features are provided with the same reference numerals, but in the second embodiment of the FIG. 5 the reference numeral is preceded by the numeral "1".
  • the freewheel device 22 comprises in the in FIG. 5 shown embodiment in addition to the pawl lock 132 an additional rocker arm 160.
  • the pawl lock 132 is pivotally mounted via a pivot arm 158 in the pivot point 168 on the rocker arm 160. Further, the pawl lock 132 is biased by an additional spring 162 toward the Gereteeingangsrad 116, wherein the spring is also supported on the rocker arm 160.
  • rocker arm 160 is also pivotally opposite a pivot point 166 at the Base plate (in FIG. 5 not shown) of the adjusting device rotatably mounted and spring-loaded by two resilient elements 156.
  • the spring elements 156 can also be supported with their respective other end to, for example, the base plate of the adjusting device.
  • the spring elements 156 of the rocker arm 160 is held in a nominal angular position and can be additionally locked.
  • emergency operation or emergency operation of the locking device such a lock is then released and the lever oscillates at a certain speed excitation of the camshaft drive in its resonance and thus generates a great deal of power to adjust the camshaft in the direction of the emergency position.
  • the resonant frequency can be adjusted via the spring elements 156, which can be designed so that it is already reached during the engine start of the engine, ie by the starter of the engine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP12165842.1A 2011-05-02 2012-04-27 Nockenwellenversteller mit Vorrichtung zum Notbetrieb Not-in-force EP2520772B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US201161481339P 2011-05-02 2011-05-02

Publications (3)

Publication Number Publication Date
EP2520772A2 EP2520772A2 (de) 2012-11-07
EP2520772A3 EP2520772A3 (de) 2013-02-20
EP2520772B1 true EP2520772B1 (de) 2016-06-29

Family

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DE102017101287A1 (de) 2017-01-24 2018-07-26 Schaeffler Technologies AG & Co. KG Stellvorrichtung zur Winkelverstellung zwischen zwei Elementen

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JP6702038B2 (ja) * 2016-07-05 2020-05-27 スズキ株式会社 可変動弁機構、エンジン及び自動二輪車
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CN105940192A (zh) * 2014-02-05 2016-09-14 舍弗勒技术股份两合公司 凸轮轴调节器和用于运行凸轮轴调节器的方法
DE102017101287A1 (de) 2017-01-24 2018-07-26 Schaeffler Technologies AG & Co. KG Stellvorrichtung zur Winkelverstellung zwischen zwei Elementen
DE102017101287B4 (de) 2017-01-24 2023-07-06 Schaeffler Technologies AG & Co. KG Stellvorrichtung zur Winkelverstellung zwischen zwei Elementen

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US8757115B2 (en) 2014-06-24
US20120279466A1 (en) 2012-11-08
EP2520772A2 (de) 2012-11-07
EP2520772A3 (de) 2013-02-20

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