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
• • 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
  • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
  • F01L2001/34453—Locking means between driving and driven members
  • F01L2001/34469—Lock movement parallel to camshaft axis

Definitions

• the invention relates to a hydraulic motor
• Camshaft adjuster according to the preamble of claim 1 and a method for assembling the same according to the preamble of claim 11.
• camshaft adjusters To reduce fuel consumption and raw emissions as well as to increase power and torque, gasoline engines are usually equipped with camshaft adjusters. These change the phase position of the camshaft relative to the crankshaft.
• hydraulic vane adjusters with working chambers are mostly used. The adjustment is made by the controlled entry of oil from the engine circuit via a control valve into the chambers of the vane cells. The control valve is moved by an electromagnetic device.
• DE 102 53 496 AI discloses a generic camshaft adjuster for adjusting the angle of rotation of the camshaft relative to a crankshaft of an internal combustion engine.
• the camshaft adjuster has an outer body that is connected in a rotationally fixed manner to a drive wheel and one that is connected in a rotationally fixed manner to the camshaft Inner body, the outer body having at least one hydraulic chamber and the inner body having at least one swivel wing which divides the hydraulic chamber into two working chambers.
• the swivel wing can be swiveled hydraulically between a spade stop and an early stop by a controlled oil pressure and has the basic position at one of the stops, which can be locked by a spring-loaded and hydraulically unlockable locking pin, which engages in a locking groove / bore for locking.
• the locking pin prevents unwanted movement of the camshaft adjuster when there is no oil pressure.
• These locking pins have a locking play in the locking grooves, which results from the sum of the tolerances and is necessary for the locking to function reliably.
• the limits for the locking play are at a minimum in the safe function of locking and unlocking and in the maximum in noise emission.
• the noise emission results from the undamped striking of the swivel wing and the early stop or the late stop on the one hand and the locking pin and locking groove on the other hand.
• the goal of representing a quiet motor and a safe locking mechanism can usually only be achieved through a close tolerance of the
• Locking game can be achieved.
• this close tolerance not only has technological limits when the locking play is set, but monitoring this setting process by permanently measuring the locking play is also very complex.
• the invention is therefore based on the object of designing a hydraulic camshaft adjuster and a method for mounting the same in such a way that reliable assembly of the Camshaft adjuster is possible with a minimal locking play without adjustment process.
• the shape of the backdrop can be designed so that both stop edges are parallel to each other and perhaps also parallel to a radial to the axis of rotation of the
• FIG. 1 is a top view of the camshaft adjuster according to the invention with an inner body arranged in an outer body and a locking device in which a locking bolt and a compression spring are inserted into a bore, the bodies sitting on a base stop,
• FIG. 2 shows the camshaft adjuster according to FIG. 1, in which a drive wheel designed as a first cover is placed, which has teeth on its outer circumference,
• FIG. 3 shows the camshaft adjuster according to FIG. 2 in a view from below, in which the bolt is inserted into a link inserted in the drive wheel by rotating the drive wheel,
• FIG. 4 shows the camshaft adjuster according to FIG. 3, in which the bolt is rotated by rotating the inner body and outer body together relative to the drive wheel to an assembly stop in the backdrop,
• FIG. 5 shows the camshaft adjuster according to FIG. 4, in which a second cover is placed and positioned on the camshaft adjuster
• Fig. 6 shows the camshaft adjuster according to Fig. 5 with a screwed second cover.
• FIG. 7 shows a view of the second cover of the camshaft adjuster in a locked position, the camshaft adjuster being shown broken away in the area of the locking device, 8 shows the camshaft adjuster in a side view with a partial section in the area of the locking device,
• Fig. 9 shows the partial section in an enlarged view
• Fig. 10 shows the locking backdrop.
• Figures 1 to 10 show a hydraulic camshaft adjuster 1 for adjusting a camshaft, not shown here, relative to a crankshaft, also not shown, of an internal combustion engine.
• 1 has two transmission parts 2, 3 which can be rotated relative to one another for adjustment, an inner body 2 which is non-rotatably connected to the camshaft and an outer body 3 which is rotatably mounted to the camshaft.
• the transmission parts 2, 3 are located between a first cover 4 (FIG. 2) and a second cover 5 (Fig. 5) arranged.
• the outer body 3 is connected in a rotationally fixed manner to the first cover 4, which is designed as a drive wheel, the drive wheel 4 having on its outer periphery either integral with the drive wheel 4 or separate teeth 6, which are fixedly connected to the drive wheel 4 and via which the camshaft is separated from the crankshaft
• the toothing 6 can also be arranged directly on the outer body 3.
• other drive connections can of course also occur, such as toothed belt drives or chain drives.
• the sleeve-shaped outer body 3 surrounding the camshaft 3 has inwardly projecting wings 7, 7.1, which have bores 8 for receiving fastening screws.
• the inner body 2, which is fastened in a rotationally fixed manner on the camshaft, has counter vanes 9, 9.1 projecting outwards. Both the wings 7 of the outer body 3 and the counter wings 9 of the inner body 2 each have at least one seal 10, 11 on their circumferences.
• the inner body is, as already mentioned
• the drive torque is introduced into the camshaft adjuster 1 by the outer body 3 and transmitted to the inner body 2 via the working chambers 12a, 12b.
• the phase position between the outer body 3 of the camshaft adjuster 1 and the camshaft can be adjusted by varying the hydraulic medium filling of the working chambers 12a and 12b.
• a control valve not shown here, controls the hydraulic medium supply to the camshaft adjuster 1 and thus the phase position or its change.
• the camshaft adjuster has a hydraulically actuated locking mechanism consisting of bolt 13 and compression spring 14, which has a fixed connection between inner body 2 and outer body by axial movement of the bolt 13
• the bolt hole is designated is preferably arranged in a wing 9.1 of the inner body 2, and into which the bolt 13 with the spring 14 is inserted, the spring 14 in a bolt hole 15 designed as a blind hole on one side at the bottom of the bolt hole 15 and on the other side is supported on the end face of the bolt 13 and, in the case of a bolt hole 15 designed as a continuous bore closed with a cover, is supported on the one hand on the cover and on the other hand on the bolt 13.
• the drive wheel 4 designed as a cover has a link 16 into which the bolt 13 has ripened in the locked state.
• the link 16 is formed in one of the two covers 4, 5, the link 16 either being attached to the cover 4, 5 as a separate part or being formed in the cover 4, 5, i.e. in one piece with the cover 4, 5.
• the link 16 has a cross section 16a for receiving the bolt 13 and a cross section 16b designed as an unlocking channel.
• the bolt is pressurized against the spring force in a targeted manner via the unlocking channel 16b and an adjustment is released.
• the bolt 13 'arranged in the bolt hole 15' is cup-shaped and at least partially accommodates the compression spring 14 'in its interior.
• the bolt hole 15 ' At one end opposite the link 16, the bolt hole 15 'has a vent hole 21.
• Figures 1 to 6 show the assembly of the hydraulic camshaft adjuster 1.
• the view from above according to Figure 1 shows that the inner body 2 with one of its counter wings 9.1 and the outer body 3 with one of its wings 7.1 lie on the stop of a locking position 17. 3 and 4, the locking position 17 is clearly visible, since only here are wings 7.1 and 9.1 opposite wings, while a gap 18 is visible between the other pairs of wings and counter wing.
• the base stop 17 prevents unwanted movement of the camshaft adjuster 1 when there is no pressure medium.
• the bolt 13 is inserted with the compression spring 14 into the bolt hole 15 arranged in the inner body 2, which is designed as a blind hole, first the compression spring 14 and then the bolt 15 being inserted, as a result of which the compression spring 14 lies against the bottom of the blind hole 15.
• the camshaft adjuster 1 is still in an unlocked position.
• the drive wheel designed as the first cover 4 is then placed with its toothings 6 arranged on the outer circumference, the camshaft adjuster 1 still being in the unlocked position.
• FIG. 3 shows that after the drive wheel 4 has been put in place, the bolt 13 is inserted into the link 16 by turning the drive wheel 4 clockwise or counterclockwise, the camshaft adjuster 1 now being in a provisionally locked position.
• the bolt 13 is now rotated in a package with the inner body 2 and the outer body 3 relative to the drive wheel 4 (counterclockwise) onto an assembly stop 19 visible in FIG. 10 and held by the spring pressure of the compression spring 14.
• the camshaft adjuster 1 is in a locked position
• the position and the second cover 5 can be positioned according to FIG. 5 by inserting fastening screws 20 through the bores 8 made in the inner body 2.
• Figure 6 shows the screwed cover 5 and thus the "freezing" of the assembly state.
• the maximum possible locking clearance S is mainly formed by the clear width W in the link 16a minus the diameter D of the bolt 13, the shape and position tolerances of the components and the accuracy of the centering also having an influence on the locking clearance.
• the assembly stop 19 is designed such that during assembly the inner body 2 is turned with the locking bolt 13 onto the assembly stop 19 and at the same time the inner body 2 and the outer body 3 sit on the common stop, the base stop 17. This ensures that from this position the locking play S is predominantly formed only by the distance between the two stops 17 and 19.
• FIG. 7 shows the camshaft adjuster according to FIG. 6, however, in the opposite position, the area of the locking device being shown broken away for better understanding.
• the inner body 2 and the outer body 3 sit on the common base stop 17 and the bolt 13 lies against the assembly stop 19.
• the inner body 2 can now be rotated counterclockwise around the locking play S, which means that the camshaft adjuster 1 can be locked before the inner body abuts the base stop 17.

Landscapes

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

Priority Applications (2)

Applications Claiming Priority (2)

Related Child Applications (1)

Publications (1)

Family

ID=34967242

Family Applications (1)

Country Status (4)

Cited By (3)

Families Citing this family (10)

Citations (4)

Family Cites Families (7)

• 2004
  • 2004-05-05 DE DE102004022097A patent/DE102004022097A1/de not_active Withdrawn
• 2005
  • 2005-04-29 WO PCT/EP2005/004624 patent/WO2005108752A1/de not_active Ceased
  • 2005-04-29 JP JP2007511979A patent/JP5103171B2/ja not_active Expired - Fee Related
• 2006
  • 2006-11-03 US US11/592,730 patent/US7661397B2/en not_active Expired - Fee Related

Patent Citations (4)

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