WO2006074734A1 - Dispositif de reglage d'un arbre a cames - Google Patents

Dispositif de reglage d'un arbre a cames Download PDF

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Publication number
WO2006074734A1
WO2006074734A1 PCT/EP2005/012094 EP2005012094W WO2006074734A1 WO 2006074734 A1 WO2006074734 A1 WO 2006074734A1 EP 2005012094 W EP2005012094 W EP 2005012094W WO 2006074734 A1 WO2006074734 A1 WO 2006074734A1
Authority
WO
WIPO (PCT)
Prior art keywords
housing
sealing element
camshaft adjuster
adjusting
camshaft
Prior art date
Application number
PCT/EP2005/012094
Other languages
German (de)
English (en)
Inventor
Jens Schäfer
Mike Kohrs
Original Assignee
Schaeffler 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 Schaeffler Kg filed Critical Schaeffler Kg
Publication of WO2006074734A1 publication Critical patent/WO2006074734A1/fr

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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
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/3443—Solenoid driven 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
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34479—Sealing of phaser devices
    • 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
    • F01L2250/04—Camshaft drives characterised by their transmission means the camshaft being driven by belts

Definitions

  • the invention relates to a camshaft adjuster according to the preamble of claim 1.
  • camshaft adjusters which serve for adjusting the relative angular position of a camshaft relative to the crankshaft of an internal combustion engine for influencing the timing.
  • An adjusting movement of the camshaft adjuster takes place in accordance with an electric adjusting unit, which defines an input movement of a three-shaft gearbox designed as an adjusting.
  • a second input motion is provided by a pulley which is drivingly connected via a belt to a pulley rotatably connected to the crankshaft.
  • the adjusting mechanism is arranged outside of a cylinder head and both sealed against the environment and sealed relative to the cylinder head, so that in the adjusting gear lifetime lubrication can be arranged.
  • a camshaft drive for adjusting and fixing the relative angular position of a camshaft with respect to a Kurbei- wave of an internal combustion engine by means of a camshaft adjuster known.
  • the camshaft adjuster has a housing which carries a pulley on its lateral surface.
  • the housing of the camshaft adjuster is opposed by a front cover on a camshaft Front side hermetically sealed and airtight.
  • An actuation of the camshaft adjuster takes place here via a pressurized working fluid which is made available from an oil sump via an engine oil pump and assumes lubricating properties in addition to a control of the adjusting movement of the camshaft adjuster.
  • a camshaft adjuster which has a designed as a three-shaft gear adjusting mechanism with a double eccentric.
  • the camshaft drive has a toothed chain as traction means.
  • the camshaft adjuster is integrated in a cylinder head.
  • an actuator is integrated with sealing in the cylinder head. Relative to each other moving contact surfaces of components of the camshaft adjuster and bearings are lubricated via existing in the cylinder head lubricant.
  • the camshaft adjuster according to DE 100 38 354 C2 which includes a swash plate mechanism, is driven via a toothed chain and integrated into a cylinder head, so that lubrication takes place via a lubricant present in the cylinder head.
  • the object of the invention is to propose an improved camshaft adjuster with regard to the lubricating conditions, an arrangement thereof in the region of the cylinder head and with regard to the possible traction means for connection to the crankshaft.
  • the camshaft adjuster is controlled by an electric actuator.
  • electric actuators can be easily and efficiently integrated into electrical control concepts, with improved te and more diverse control or regulation concepts than for a pressure-medium-actuated camshaft adjuster according to DE 689 04 842 T2 are possible.
  • an electric actuator does not require channels and pressure means for guiding and implementing the pressurized pressure medium.
  • the adjusting mechanism is connected to the engine oil lubrication circuit. Accordingly, the engine oil lubrication circuit can be used in a multifunctional manner.
  • the housing of the adjusting mechanism is not "completely sealed” and provided with life-time lubrication, but rather an engine lubricant circulates in the adjusting mechanism, so that a constant exchange is ensured.
  • the lubricant in the adjusting mechanism ages less rapidly.
  • the lubricant can be changed in the adjustment according to the invention over the usual lubricant change intervals for the engine oil lubrication circuit.
  • a further advantage is that the circulation of the lubricant with the engine lubrication circuit results in heat coupling between the engine and the adjusting gear. This can be advantageous in the case of an operation of one of the components mentioned under extreme conditions, for example in the case of a cold start, in which the lubricant in the adjusting mechanism is heated with heating of the motor. At the same time an improved heat dissipation can be accomplished from the adjustment.
  • a connection of the variable transmission to the engine lubricating circuit can be made via crossing cross sections from the cylinder head, through which a mist or a lubricant flow, for example as a result of spinning of the lubricant by moving parts of the internal combustion engine or caused by a suitable conveyor, transgressed. Further causes for an exchange of the lubricant between the adjusting mechanism and the internal combustion engine may be a pressure gradient. Alternatively or additionally, a conveyor may exist for example, consist in a reduced vibration excitation. In the cylinder head results from the design of the invention free space, which can be used to reduce the cylinder head or in the other components can be integrated.
  • the housing rotating components such as a control shaft between the adjusting and electric actuator.
  • Such emerging from the housing rotating components can be sealed, for example via a radial shaft seal.
  • Radial shaft sealing rings are produced in large numbers and can be used as standard components, whereby a design with regard to service life and the sealing effect can be carried out according to sufficiently investigated methods.
  • an O-ring can be used, which is inexpensive to purchase and has low installation requirements.
  • a composite gasket which is composed, for example, of an elastic element such as a molding ring, which ensures a contact pressure of the gasket on the components moving relative to one another, as well as a sliding element which acts on a contact structure that is as frictionless as possible.
  • a non-contact seal by means of which a reduction of the power loss due to friction is possible. It is conceivable, for example, a use of a gap seal, a labyrinth seal or a slinger. Alternatively or additionally, a lip seal can be used.
  • the sealing element is multifunctional, in particular as a sealed bearing, which thus serves on the one hand to support the rotating component and on the other hand fulfills the sealing function.
  • the sealing element is disposed in front of a pressure change element.
  • This embodiment of the invention is based on the finding that the effect of radial shaft seals is based on a radial prestressing thereof. This bias is via a radial "compression" of the sealing element with the associated Components assembled during assembly. In operation, the compression and thus the sealing effect can change due to a prevailing in the region of the seal fluid pressure or a pressure difference on both sides of the sealing element.
  • a sealing lip or a sealing surface is compressed by a radially and / or axially acting oil pressure, whereby depending on the pressure of the fluid increases the sealing effect, but also the friction.
  • the aforementioned pressure influence can be used, on the one hand, by selectively using a pressure-dependent sealing effect in operating areas in which, as expected, an increased sealing effect is required.
  • the pressure-changing element causes an influence on the pressure and flow conditions of the fluid, so that an additional sealing effect can be achieved.
  • the pressure change element can counteract an increase in the sealing effect and thus the friction due to an increasing oil pressure in particular operating ranges, so that the sealing effect and thus also the friction is approximately constant.
  • Any element which in particular influences the speed of the fluid and / or the pressure of the fluid in the region of the sealing element can be used as pressure-changing element. This may be a static influence on the pressure conditions or a dynamic influence, for example throttle cross-sections, centrifugal elements, a gap, a gap seal, a centrifugal seal or a labyrinth seal.
  • the sealing element between the housing and a cylinder head is interposed.
  • radially inwardly from the junction between the housing and the cylinder head with the sealing element further contact points between the housing and the cylinder head may be given, for example, a passage of the camshaft through the cylinder head into the housing of the Variable transmission to which reduced sealing requirements are to be made, since the housing is sealed via the sealing element anyway. For example, via such contact points (also) an exchange of the lubricant take place.
  • a sealing element is interposed between the housing and a drive shaft of the adjusting unit. This means that a coupling takes place between the drive shaft and with these rotating components of the adjusting mechanism within the adjusting mechanism, so that a coupling between the drive shaft of the adjusting unit and other components is also protected by the sealing element and the housing.
  • a sealing element between the housing and a coupled to a drive shaft of the Stel aggregate adjusting shaft be interposed.
  • the clutch is arranged outside of the housing, which in particular allows a simplified disassembly and assembly of the actuator from the adjusting without the housing of the variable transmission must be opened.
  • the rotating component has a cross-sectional taper in the region of the sealing element.
  • the lever arm of a frictional force exerted by the sealing element on the rotating component can be reduced, as a result of which the frictional torque as a result of the sealing element is reduced.
  • larger diameter can be used due to the only local taper of the rotating component in the region of the sealing element for other functional areas away from the taper.
  • such a configuration can be used in the region of the coupling element between the drive shaft and the adjusting shaft.
  • At least one sealing element is connected via a bellows to an adjacent component.
  • the bellows can connect two components that are not moved relative to one another or two components which move against one another during assembly and / or operation, the bellows allowing large compensation movements without impairing the sealing effect.
  • a sealing element can be connected via a bellows to an adjacent component, whereby the compensation of relative movements by the sealing element improves.
  • it may also be a sealing element for sealing relatively moving components.
  • a sealing element between the housing and a housing of a control unit is interposed.
  • the two aforementioned housing form an outwardly closed housing, within which also the connection point between the actuator, drive shaft and control shaft is arranged.
  • the invention proposes to provide a pressure compensation element, via which an adjustment of the pressure in the sealed housing is possible.
  • a pressure-equalizing element preferably allows an exchange of air for a pressure equalization, which can be unilateral, ie only outward or inward, or on both sides, wherein the pressure compensation element is arranged at the same time at a location or designed such that an outlet of Lubricant is at least largely prevented via the pressure compensation element.
  • a contact force for example due to a screw connection o.
  • the invention proposes that a seal between these components with the use of an intermediate O-ring, a mold ring , a bond, a sealing paste, a flange, a rubber insert on both sides (both sides rubberized sheet metal), a bellows or a welding takes place.
  • the abovementioned seals can in this case be detachable or insoluble.
  • FIG. 1 shows a first schematic structure of a camshaft adjuster
  • FIG. 2 shows a second schematic construction of a camshaft adjuster
  • Figure 3 shows an exemplary embodiment of a camshaft adjuster, here as a high-reduction variable with a swash plate;
  • Figure 4 shows a detail of a camshaft adjuster with sealing element in the connecting region between the actuator and adjusting with disposed within the housing coupling;
  • FIG. 5 shows a detail of a further camshaft adjuster with sealing element in the connection region between the actuation unit and the Stellgetriebe with radially inwardly of a sealing element and arranged outside of the housing coupling;
  • FIG. 6 shows a detail of a further camshaft adjuster with sealing element in the connection region between the adjusting unit and the adjusting gear with the clutch mounted axially in front of the housing;
  • FIG. 7 shows a detail of a further camshaft adjuster with a sealing element between a housing of the adjusting gear and a housing of an adjusting unit;
  • FIG. 8 shows a detail of a further camshaft adjuster with sealing element in the connection region between the adjusting unit and the adjusting gear with a bellows between the housing and the disc;
  • FIG. 9 shows a detail of a further camshaft adjuster with sealing element in the connection region between the adjusting gear and the cylinder head with a sealing element between the housing and the cylinder head;
  • FIG. 10 shows a detail of a further camshaft adjuster in the connecting region between the adjusting gear and the cylinder head with a sealing element between the housing and driven bevel gear and a sealing element between the cylinder head and the camshaft;
  • FIG. 11 shows a detail of a further camshaft adjuster in the connection region between the adjusting gear and the cylinder head with a sealing element between the housing and the camshaft and a further sealing element between the camshaft and the cylinder head;
  • FIG. 12 shows a sealing element designed as a composite seal
  • FIG. 13 shows a sealing element designed as a lip seal
  • FIG. 14 shows a sealing element between components which are not relatively or only slightly moved relative to one another
  • Figure 15 is a trained as a radial shaft seal sealing element with upstream gap
  • Figure 16 is a trained as a radial shaft seal sealing element with upstream centrifugal seal
  • Figure 17 is a trained as a radial shaft seal sealing element with upstream labyrinth seal and
  • Figure 18 shows a detail of a camshaft adjuster with a plurality of sealing elements designed as a gap seal.
  • a highly translating mechanism in particular an epicyclic gear
  • a multi-joint transmission can be used or adjusting drives, in which act for both directions or directional brakes, in particular mechanical, electrical, hydraulic or eddy current brakes, springs or other E ⁇ ergie Appendix, as before preferably in the publications DE 102 24 446 A1, WO 03-098010, US 2003-0226534 or DE 103 17 607 is the case.
  • a connection of an adjusting mechanism in the form of an actuator to the moving components of the actuator can according to the prior art by a frictional connection (in combination with a positive connection) by means of a central screw, one or more flange screws, a centering with the clamping nut or by means of centric threaded pin or such a threaded bore on the adjusting mechanism.
  • a frictional connection in combination with a positive connection
  • Other mounting options are known from relevant applications of the applicant.
  • a camshaft adjuster 1 has an adjusting gear 2 which, as a three-shaft gearbox with an output member, here a camshaft 3, and an input member, here a pulley 4, as well as a further input member, in this case a drive shaft 5, driven by an adjusting gear 6 is, or an actuating shaft 7, has.
  • the drive shaft 5 and the control shaft 7 are connected to each other via a coupling 8, so that in selected operating areas, a rotor 9 of the actuator 6 can be decoupled from the adjusting 2.
  • the actuator 6 has a relative to a housing 10 arranged stator 11, in which the rotor 9 can be moved electrically.
  • the housing 10 may be supported relative to a cylinder head 12 or another component associated with the internal combustion engine.
  • the housing 10 is closed with a lid 13 with sealing.
  • the drive shaft 5 occurs in the direction of the adjusting gear 2 from the housing 10 through the cover 13 therethrough, wherein the Cover has a bore aligned with the drive shaft 5, in which a bearing element 14 and a sealing element 15 between the cover 13 and the drive shaft 5 are arranged.
  • the sealing element 15 is arranged on a side facing the adjusting gear 2 side of the bearing element 14 and thus upstream of the bearing element 14 in the direction of the environment.
  • the sealing element 15 preferably seals on one side inwards.
  • the sealing element 15 can be dispensed with, when the bearing element 14 is provided with a cover plate, which prevents the escape of lubricant into the environment.
  • the adjusting gear 2 has a housing 16, which is formed according to Figure 3 in two parts with a sealing element 17 in the connecting region of the two parts.
  • the housing 16 carries radially outboard the pulley 4.
  • the housing 16 In the area of the actuator 6 facing end face, the housing 16 has a bore through which the drive shaft 5 passes through the interposition of a sealing element 18.
  • Inside the housing 16, the drive shaft 5 is coupled via a coupling 19 with the control shaft 7.
  • the adjusting shaft 7 has an outer circumferential surface, which is not concentric with a central longitudinal axis XX and, in a manner known per se, carries a swash plate 21 with the interposition of a bearing element 20.
  • the swash plate 21 is in a peripheral region in drive connection with a drive bevel gear 22 of the housing 16 and in another peripheral region on the side facing the cylinder head in drive connection with a driven bevel gear 23 which is rotatably connected to the camshaft 3.
  • the adjusting shaft 7 has on the camshaft side facing a bore in which a bearing element 24 is arranged, which is radially inwardly supported on an axial extension of the driven bevel gear 23.
  • the output bevel gear 23 is bolted to the camshaft 3 via a screw 25.
  • the cylinder head 12 has an annular channel 26 which communicates with channels 27 of the camshaft 3 and over which a lubricant of the actuator from the cylinder head 12 into the housing 16 of the adjusting 2 can pass.
  • the housing has an axially projecting in the direction of the cylinder head 12 shaft collar 28 which is radially outboard with a sealing element 29 in operative connection, which is externally supported on a suitable bore of the cylinder head 12.
  • the sealing element 29 seals the housing, in particular outwardly on one side.
  • FIG. 4 shows in detail seals in the range of the actuator 6.
  • the adjusting 2 has here a sealing element 18 which is pressed as a sealing ring in the housing 16, wherein a sealing lip on the drive shaft 5 runs.
  • the friction torque of the sealing element 18 leads to a slight power loss of the adjusting mechanism.
  • a simple assembly of the drive shaft 5 with the adjusting gear 2 is made possible when the clutch 19 has an outer diameter which corresponds approximately to the inner diameter of the sealing element 18 or smaller.
  • the region of the housing carrying the sealing element 18 must be adapted for the sealing element, in particular have a collar or shoulder 30 according to FIG.
  • the solution according to FIG. 4 is characterized in that the contact surfaces between sealing element 18 and adjusting shaft 7 have a small radius, so that in the region of the sealing element low peripheral speeds and a small friction torque arise.
  • the sealing element 15 can be omitted when using a belt as a traction device with a pulley 4 and use of a splash-proof belt box, which additional power loss can be saved.
  • a rotation of the drive shaft is only required for adjustment, but not for fixing the Verstellgetriebes 2 for a given adjustment, occurs a quick relative movement with a stress on the sealing element 18 and additional friction torque only when adjusting the variable transmission 2.
  • the coupling 19 is arranged approximately in the plane of the sealing element 18.
  • the actuating shaft here has a larger diameter than the clutch 19 and takes in a bore radially inwardly the clutch 19 and the drive shaft 5 on. In the region of the lateral surface of the adjusting shaft 7, this cooperates with the sealing element 18, which in turn is supported relative to a bore of the housing 16.
  • the clutch hub must be tight in the control shaft 7, at least after assembly of the clutch 19, for example by a permanently elastic coupling element or a suitable closed one end wall.
  • Such measures can be omitted if, by appropriate design and sealing of the adjacent parts of the space within the actuating shaft lubricant is executed, for example, with the use of oil-tight bearings and bearing seats or a sealing washer under the head of the screw 25. Due to the increased diameter in the Contact surface of the adjusting shaft 7 with the sealing element 18 results in increased peripheral speeds. These can be reduced by a suitable narrowing of the diameter of the adjusting shaft 7 in the region of contact with the sealing element 18. Also in this case, the sealing element 18 should preferably receive a radial impact of the camshaft 3 and the housing 16 or the pulley 4, which is transmitted over a relatively long tolerance chain.
  • the sealing element 18 between the control shaft 7 and the housing 16 is interposed.
  • the adjusting shaft 7 has an axial extension 31 in the direction of the adjusting unit 6, which has a reduced diameter. In the region of this reduced diameter, the sealing element 18 is arranged, which is supported in the housing 16.
  • the extension 31 has a coupling hub 32 with an outer diameter which is larger than the contact area with the sealing element 18.
  • the clutch hub 32 has an internal recess, within which the clutch 19 and the drive shaft 5 are arranged for the drive-proof connection.
  • the clutch hub 32 and thus the clutch 8 freely designable, with no damage to the sealing element 18 can take place even when mounting the actuator 6.
  • the adjusting shaft 7 is formed in two pieces with a separate extension 31 for mounting reasons, which is arranged in a central bore of the other part of the control shaft 7 to produce a drive-fixed connection between the two parts.
  • the housing 16 has an elongated axial extension 33 which extends in the direction of Stellaggrega- tes 6 on the control shaft 7 and the clutch 8 and radially inside the sealing element 18 carries, which in this case with a Jacket surface of a shaft collar of the lid 13 cooperates. It is advantageous if the lateral surface 34 of the housing 13 has the smallest possible diameter to avoid large peripheral speeds. In the present case, there is a constant relative movement between the housing 16 and the cover 13, which corresponds to the rotational speed of the camshaft 3.
  • the sealing element 15 is preferably provided, which in the case of a grease seal tion can be omitted. With appropriate design, a comparable or the same sealing element can be used for the sealing element 18 as for the sealing element 29. This allows the manufacturing costs and the number of components can be reduced.
  • the sealing element 18 is completely eliminated. Rather, in this case, a seal takes place on the one hand by a bellows, which connects the drive bevel gear 22 tightly while ensuring slight relative movements or rotations with the swash plate 21.
  • a hollow cylindrical contact surface of the bellows 35 in this case bears against an outer circumferential surface of an extension of the swash plate 21, while a radially outer hollow cylindrical surface abuts against an outer circumferential surface of an extension of the drive bevel gear 22.
  • the bearing member 24 is formed for the swash plate 21 oil-tight, including the associated bearing seats.
  • Such oil-tight bearing elements are standard components, which can be obtained relatively inexpensively and are reliable in operation.
  • the seals in the bearings must balance almost no radial impact. Furthermore, such a configuration has advantages in terms of the sealing contacts resulting from the seal, since there is no additional sliding contact in addition to the seals in the bearings, which are friction-optimized.
  • FIGS. 9 to 12 show a seal between the adjusting mechanism 2 and the cylinder head 12.
  • the sealing element 29 which is designed as a sealing ring, is inserted into a suitable outer blind hole bore of the cylinder head 12.
  • the sealing element 29 runs on an axially projecting in the direction of the cylinder head 12 from the housing 16 extension 36 with a cylindrical lateral surface, so that a pressure build-up in the Verstellge- transmission 2, in particular by leak oil in front of the sealing element 29, is avoided, resulting in an increase in the bias of the sealing element 29, increased wear and increased power dissipation could result.
  • a Pressure compensation element 54 provided in the form of a pressure relief hole.
  • a sealing element 37 is arranged radially inward of an extension 36 of the housing 16, which is radially inwardly connected to a cylindrical extension of the driven bevel wheel 23 in operative connection.
  • Another sealing element 38 is arranged in a suitable blind hole of the cylinder head 12 and is radially inwardly connected to the camshaft 3 in operative connection.
  • a short ToIerranzkette for both sealing elements 37, 38 results. There is also no risk of damage to the sealing elements 37, 38 during assembly of the actuator 6.
  • the sealing element 37 between the extension 36 of the housing 16 and the camshaft 3 is arranged in otherwise identical configuration and arrangement of the sealing element 38.
  • the camshaft in the protruding into the adjusting 2 end portion has a shoulder 39, on the personnelsf laugh the sealing element 37 acts.
  • sealing elements 15, 17, 18, 29, 37, 38 may be any sealing elements, in particular an O-ring, a composite seal, which is composed of an elastic
  • Forming ring such as an O-ring, and a wear-resistant low-friction contact ring, for example made of Teflon, which for an improved
  • Wear behavior lower friction is responsible, a radial shaft seal, a non-contact seal, such as a gap, labyrinth seal or a slinger and a lip seal.
  • an axial securing is necessary for the above-mentioned sealing elements, which takes place via at least one suitable shoulder of an adjacent component holding the sealing element and / or a securing element supported against this component or an injection-in of the sealing element.
  • FIG. 12 shows a sealing element which is designed as a composite seal 40.
  • the composite seal 40 has radially inwardly a Teflon ring 41 and radially outboard on an O-ring 42.
  • the Teflon ring is in contact with the relatively moving component, in particular drive shaft 5, control shaft 7, gear housing 16, cylinder head 12 or camshaft 3, while the O-ring is fixed in the other component under bias, in particular in the housing 10, the housing 16th , the cylinder head 12.
  • the bias of the O-ring 42 influences the contact pressure of the Teflon ring to the component, whereby the sealing effect is achieved.
  • the Teflon ring 41 has good running properties with low wear and the lowest possible friction.
  • the cross section of the O-ring 42 is preferably larger than that of the Teflon ring 41.
  • a lip seal 43 can be used for the sealing elements, which is radially prestressed and has a preferably spherical contact area radially inwardly.
  • sealing element for sealing two relatively non-moving components, here parts of the housing 16, depending on whether the connection between the components to be solvable or insoluble
  • the components can be materially interconnected , in particular be oil-tight welded or soldered together.
  • the components can be glued together or between
  • the components may be arranged a sealing paste.
  • a compound is possible by crimping, in which, for example, a sealing ring is crimped.
  • the use of an O-ring, a molding ring or a rubber coating on both sides is possible.
  • FIGS. 15 to 17 show different pressure-changing elements 44: according to FIG. 15, a radial shaft sealing ring 45 is preceded by a gap seal with a gap 46 whose height is much smaller than the diameter of the component guided in the radial shaft sealing ring 45.
  • the pressure-changing element 44 is designed as a centrifugal seal with a triangular outer contour 47, which is arranged in a groove 48 with side walls bevelled in accordance with the triangular contour 47 to form a gap 49.
  • the pressure-changing element 44 is designed as a labyrinth seal 50 arranged upstream of the radial shaft sealing ring 45.
  • FIG. 18 shows gap seals 51, 52, 53, which can serve as pressure change element 44 or as a complete seal.
  • Gap seal 51 is formed by a radial gap between an end face of the shoulder 30 and an end face of the adjusting shaft 7.
  • Gap seal 52 is formed with a gap between a cylindrical inner surface of the housing and a cylindrical outer surface of the adjusting shaft 7.
  • Gap seal 53 is formed with a radial gap between an end face of the driven bevel gear 23 and an associated inner end face of the housing 16.

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

Abstract

L'invention concerne un dispositif de réglage (1) d'un arbre à came, destiné à régler la position de l'angle de rotation relatif d'un arbre à cames (3) par rapport à un arbre-manivelle d'un moteur à combustion interne comprenant une unité (6) de mise en place électrique et un mécanisme ajustable (2), lequel est disposé à l'extérieur d'une tête de cylindre (12), et qui en est associé, de manière fonctionnelle, à une poulie à courroie (4) actionnée par l'arbre-manivelle. Selon l'invention, le mécanisme ajustable (2) est rendu étanche par des éléments d'étanchéité (17, 18, 29) contre l'environnement. Ledit mécanisme ajustable (2) est relié à un circuit de lubrifiant du moteur à combustion interne, par l'intermédiaire de canaux d'amenée ou d'une coupe transversale de débordement de la tête de cylindre.
PCT/EP2005/012094 2004-12-23 2005-11-11 Dispositif de reglage d'un arbre a cames WO2006074734A1 (fr)

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DE102004062037.7 2004-12-23
DE102004062037A DE102004062037A1 (de) 2004-12-23 2004-12-23 Nockenwellenversteller

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WO2006074734A1 true WO2006074734A1 (fr) 2006-07-20

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PCT/EP2005/012094 WO2006074734A1 (fr) 2004-12-23 2005-11-11 Dispositif de reglage d'un arbre a cames

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WO2015021984A1 (fr) 2013-08-14 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg Déphaseur d'arbre a cames
DE102013218516A1 (de) 2013-09-16 2015-03-19 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenversteller
DE102014205770A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung von Steuerzeiten einer Brennkraftmaschine
DE102014205772A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung von Steuerzeiten einer Brennkraftmaschine
DE102014213130A1 (de) 2014-07-07 2016-01-07 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102018132427A1 (de) 2018-12-17 2020-06-18 Schaeffler Technologies AG & Co. KG Elektrischer Nockenwellenversteller mit trockenlaufendem Zugmittelgetriebe

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DE102013212932A1 (de) 2013-07-03 2015-01-08 Schaeffler Technologies Gmbh & Co. Kg Statormodul eines Elektromotors
DE102013212935B4 (de) 2013-07-03 2024-02-08 Schaeffler Technologies AG & Co. KG Aktuator-Nockenwellenversteller-System für einen trockenen Riementrieb
DE102013212933B3 (de) 2013-07-03 2014-11-27 Schaeffler Technologies Gmbh & Co. Kg Lageranordnung in einem Elektromotor
JP6417788B2 (ja) 2014-08-26 2018-11-07 株式会社デンソー バルブタイミング調整システム及びその製造方法
DE102017105455A1 (de) * 2017-03-15 2018-09-20 Schaeffler Technologies AG & Co. KG Stellmotor für eine elektrische Nockenwellenverstellung
DE102017106824A1 (de) 2017-03-30 2018-10-04 Schaeffler Technologies AG & Co. KG Nockenwellenversteller zur variablen Ventilsteuerung einer Brennkraftmaschine
DE102017111223B3 (de) * 2017-05-23 2018-09-13 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102017114053B3 (de) 2017-06-26 2018-09-20 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102017115882B4 (de) 2017-07-14 2023-11-09 Schaeffler Technologies AG & Co. KG Elektrischer Nockenwellenversteller zur variablen Einstellung der Ventilsteuerzeiten einer Brennkraftmaschine
DE102017116729A1 (de) 2017-07-25 2019-01-31 Schaeffler Technologies AG & Co. KG Elektromechanischer Nockenwellenversteller
DE102017116732A1 (de) 2017-07-25 2018-08-16 Schaeffler Technologies AG & Co. KG Nockenwellenversteller zur variablen Einstellung der Ventilsteuerzeiten einer Brennkraftmaschine und Anordnung zur Abdichtung eines Nockenwellenverstellers
DE102017116730B3 (de) 2017-07-25 2018-12-27 Schaeffler Technologies AG & Co. KG Elektromechanischer Nockenwellenversteller und Montageverfahren
DE102017116731A1 (de) 2017-07-25 2019-01-31 Schaeffler Technologies AG & Co. KG Dreiwellengetriebe
DE102017120987B4 (de) 2017-09-12 2020-12-31 Schaeffler Technologies AG & Co. KG Nockenwellenversteller mit einteiligem, öldichtem, hülsenartigem Gehäuse zwischen zwei dynamischen Dichtungen sowie Gehäuse dieses Nockenwellenverstellers
JP6558470B2 (ja) * 2018-05-24 2019-08-14 株式会社デンソー バルブタイミング調整システム
DE102019101257A1 (de) 2019-01-18 2020-07-23 Bayerische Motoren Werke Aktiengesellschaft Ventiltrieb für eine Brennkraftmaschine mit einer variablen Nockenwellensteuerung
EP3734119A1 (fr) * 2019-05-02 2020-11-04 Flender GmbH Boîte de vitesses ainsi qu'utilisation d'une telle boîte de vitesses
DE102019131778A1 (de) * 2019-11-25 2021-05-27 Schaeffler Technologies AG & Co. KG Elektrischer Nockenwellenversteller mit verbesserter Schmierölversorgung
DE102020121213A1 (de) 2020-08-12 2022-02-17 Schaeffler Technologies AG & Co. KG Nockenwellenversteller

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015021984A1 (fr) 2013-08-14 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg Déphaseur d'arbre a cames
DE102013216184A1 (de) 2013-08-14 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenversteller
DE102013216184B4 (de) * 2013-08-14 2020-11-26 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102013218516A1 (de) 2013-09-16 2015-03-19 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenversteller
DE102014205770A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung von Steuerzeiten einer Brennkraftmaschine
DE102014205772A1 (de) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung von Steuerzeiten einer Brennkraftmaschine
WO2015144112A1 (fr) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Procédé de réglage des temps de distribution d'un moteur à combustion interne
WO2015144110A1 (fr) 2014-03-27 2015-10-01 Schaeffler Technologies AG & Co. KG Procédé de calage de la distribution d'un moteur à combustion interne
DE102014205772B4 (de) 2014-03-27 2024-07-11 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung von Steuerzeiten einer Brennkraftmaschine
DE102014213130A1 (de) 2014-07-07 2016-01-07 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102014213130B4 (de) * 2014-07-07 2018-01-04 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
DE102018132427A1 (de) 2018-12-17 2020-06-18 Schaeffler Technologies AG & Co. KG Elektrischer Nockenwellenversteller mit trockenlaufendem Zugmittelgetriebe

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