WO2007054218A1 - Adjusting device for an internal combustion engine - Google Patents

Adjusting device for an internal combustion engine Download PDF

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Publication number
WO2007054218A1
WO2007054218A1 PCT/EP2006/010410 EP2006010410W WO2007054218A1 WO 2007054218 A1 WO2007054218 A1 WO 2007054218A1 EP 2006010410 W EP2006010410 W EP 2006010410W WO 2007054218 A1 WO2007054218 A1 WO 2007054218A1
Authority
WO
WIPO (PCT)
Prior art keywords
unit
adjusting device
actuating
camshaft
hydraulic
Prior art date
Application number
PCT/EP2006/010410
Other languages
German (de)
French (fr)
Inventor
Matthias Gregor
Jens Meintschel
Thomas Stolk
Alexander Von Gaisberg-Helfenberg
Original Assignee
Daimler Ag
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 Daimler Ag filed Critical Daimler Ag
Publication of WO2007054218A1 publication Critical patent/WO2007054218A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0475—Hollow camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/3443—Solenoid driven oil control valves
    • 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
    • F01L2001/34433—Location 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
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34473—Lock movement perpendicular to camshaft axis
    • 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
    • F01L2001/34483—Phaser return springs

Definitions

  • the invention relates to an adjusting device for an internal combustion engine, in particular a camshaft adjusting device, according to the preamble of patent claim 1.
  • a generic camshaft adjusting device for an internal combustion engine which is provided for adjusting a phase angle between a crankshaft and a camshaft.
  • the camshaft adjusting device comprises a hydraulic actuating unit with a hydraulic actuating means formed by a control piston.
  • the camshaft adjusting device comprises an actuating unit formed by an electromagnetic actuator for actuating the hydraulic actuating means.
  • the invention has for its object to provide a generic actuator, which can be designed to save space.
  • the object is achieved by the features of claim 1, wherein further embodiments of the invention can be taken from the dependent claims.
  • the invention is based on an adjusting device for an internal combustion engine, in particular a camshaft adjusting device, for adjusting a phase angle, in particular a shaft, with a hydraulic actuating unit, which having at least one hydraulic actuating means, and with an actuating unit for actuating the hydraulic actuating means.
  • the actuating unit has a brake unit for actuating the hydraulic actuating means.
  • the brake unit can advantageously be achieved a passive adjustment of the hydraulic actuating means, ie an adjustment taking advantage of a present force and / or a present moment, such as in an internal combustion engine of a drive torque for driving a camshaft or a camshaft drive torque, whereby an adjusting device can be realized can, which requires a particularly low own energy needs, at least largely without their own actuators and can be carried out particularly space-saving.
  • a particularly storunempfmdliche adjusting device created and it can be achieved by means of the brake unit so that the actuating force can be used advantageously for other functions, as in ⁇ particularly advantageous for actuating a Verriegelungsrnit- means of a Ver ⁇ egelungsü, which additional components, Space, installation costs and costs can be saved.
  • the brake unit is particularly advantageously provided, ie specially designed and / or configured to produce at least a portion of a braking force without contact, whereby a particularly low wear and a long Lifespan is feasible.
  • hysteresis brakes are advantageously suitable.
  • the actuating unit has a spring unit for actuating the hydraulic actuating means, whereby structurally simple braking force counteracting an actuating force can be achieved.
  • the actuating unit has a gear unit, whereby a force generated by the brake unit can advantageously be diverted in their direction and / or advantageous ratios can be adjusted so that in particular a required braking torque can be kept particularly small and a particularly precise Positioning of the hydraulic actuating means in a controller and in particular in a control can be realized.
  • gear unit has at least one screwing unit, a brake torque can in particular be translated into an axial actuating force in a constructively simple manner.
  • hydraulic actuating unit and the gear unit and / or the Verriegeiungsaku executed at least partially in one piece, additional components, space, weight, assembly costs and costs can be saved.
  • Fig. 1 is a schematic illustration of a camshaft adjusting device in section in a first position
  • FIG. 2 shows the camshaft adjusting device of FIG. 1 in a second position
  • FIG. 3 shows an enlarged detail III from FIG. 2,
  • Fig. 5 shows a section along the line V-V in FIG. 4,
  • Fig. 6 is a section along the line VI-VI in Figure 4.
  • Fig. 7 is a schematic representation of an alternative camshaft adjusting device.
  • FIG. 1 shows an adjusting device, namely a camshaft adjusting device of an internal combustion engine, for adjusting a phase angle between a not-shown crankshaft and a camshaft 10a.
  • the camshaft adjusting device comprises a hydraulic actuating unit IIa with a rotor housing 20a, which is non-rotatably connected to a sprocket 21a and two covers 22a, 23a.
  • the sprocket 21a is connected via a drive chain not shown in detail with the crankshaft drive technology.
  • a stator housing 24a is arranged, relative to which the rotor housing 20a is hydraulically drivable in the circumferential direction for adjusting the phase angle.
  • pressure chambers are formed between the stator housing 24a and the rotor housing 20a, wherein a pressure in the pressure chambers can be regulated during operation via a hydraulic actuating means 12a of the hydraulic actuating unit IIa formed by a control piston.
  • the adjusting device comprises an actuating unit 13a for actuating the hydraulic actuating means 12a.
  • the Actuation unit 13a has a brake unit 14a and a spring unit 15a formed by a prestressed spiral spring for actuating the hydraulic actuating means 12a.
  • the controllable brake unit 14a is essentially formed by a hysteresis brake with a stator 25a, a coil 26a arranged in the stator 25a, a rotor 27a, which has a hulsenformig rotational body 28a of a hysteresis material and which encloses a pole structure 29a of the stator 25a without contact ,
  • the brake unit 14a is provided to generate a braking torque without contact between the rotary body 28a and the pole structure 29a and thus to divert an actuating energy for actuating the hydraulic actuating means 12a from a camshaft drive torque.
  • the rotor 27a comprises a rotor shaft 30a which is rotatably mounted in the stator housing 24a and at whose end facing the camshaft 10a an external toothing 31a is arranged or four equally distributed over the circumference, extending in the radial direction axial webs are formed (FIGS 1 to 5).
  • the external toothing 31a engages in a corresponding internal toothing 32a of an actuating element 33a, which forms part of a gear unit 16a of the actuating unit 13a (FIG. 3).
  • the actuation element 33a is non-rotatably mounted with its internal toothing 32a and displaceable in the axial direction on the rotor shaft 30a or on the external toothing 31a.
  • the actuation element 33a has on its outer circumference an external thread 34a which engages in an internal thread 35a integrally formed on the stator housing 24a (FIGS. 3, 4 and 6).
  • the actuation element 33a and the stator housing 24a thus form a screw unit 17a of the gear unit 16a.
  • the biased coil spring of the spring unit 15a is clamped between the rotor 27a and the stator housing 24a and Acts with its spring force against the brake unit
  • FIG. 1 shows the camshaft adjusting device in a control mode, in a middle control position. If the coil 2 ⁇ a of the brake unit 14a energized stronger, compared to the middle control position associated braking torque larger braking torque is generated and the actuating element 33a is further unseated against a spring force of the spring unit 15a from the stator 24a in the direction of brake unit 14a unscrewed and formed by the control piston hydraulic actuating means 12a , which is hydraulically loaded in the direction of the actuating element 33a and is coupled in the axial direction to the actuating element 33a via an axial bearing 39a arranged in the actuating element 33a, is displaced in the axial direction towards the brake unit 14a.
  • the actuating element 33a driven by the actuation unit 13a or driven by the spring force of the spring unit 15a of the actuation unit 13a, to an end position assigned to the camshaft 10a (FIG. 2).
  • the hydraulic adjusting means 12a comes into abutment with a locking surface 3 ⁇ a formed by a cone at its end facing the camshaft 10a, with a locking means 19a of a camshaft adjusting device locking device 18a and displaces it outward in the radial direction against a spring force
  • a helical compression spring 37a namely until the locking means 19a engages in a formed on the lid 22a locking contour 38a and thus rotatably connects the rotor housing 20a and the camshaft 10a.
  • the brake unit 14a If the brake unit 14a is activated or by means of a braking torque an actuating energy is diverted from a camshaft drive torque for actuating or adjusting the hydraulic actuator 12a in the direction of brake unit 14a, the locking means 19a driven by the helical compression spring 37a is displaced radially inwardly and a lock between the Camshaft 10a and the rotor housing 20a is canceled.
  • FIG. 7 shows an alternative camshaft adjusting device.
  • essentially the same components and features are in the description essentially numbered with the same reference numerals, with the letters "a" and "b” being added to differentiate the exemplary embodiments.
  • the camshaft adjusting device has an actuating unit 13b with a brake unit 14b which has friction linings 40b, 41b arranged on a stator 25b and on a rotor 27b and intended for correspondence.

Abstract

The invention proceeds from an adjusting device for an internal combustion engine, in particular a camshaft adjusting device, for setting a phase angle, in particular of a shaft (10a; 10b), having a hydraulic adjusting unit (11a; 11b) which has at least one hydraulic adjusting means (12a; 12b), and having an actuating unit (13a; 13b) for actuating the hydraulic adjusting means (12a; 12b). It is proposed that the actuating unit (13a; 13b) has a brake unit (14a; 14b) for actuating the hydraulic adjusting means (12a; 12b).

Description

Stellvorπchtung für eine Brennkraftmaschine Stellvorπchtung for an internal combustion engine
Die Erfindung betrifft eine Stellvorrichtung für eine Brennkraftmaschine, insbesondere eine Nockenwellenstellvorrichtung, nach dem Oberbegriff des Patentanspruchs 1.The invention relates to an adjusting device for an internal combustion engine, in particular a camshaft adjusting device, according to the preamble of patent claim 1.
Aus der DE 100 06 349 C2 ist eine gattungsgemaße Nockenwellenstellvorrichtung für eine Brennkraftmaschine bekannt, die zur Einstellung eines Phasenwinkels zwischen einer Kurbelwelle und einer Nockenwelle vorgesehen ist. Die Nockenwellenstellvorrichtung umfasst eine hydraulische Stelleinheit mit einem von einem Steuerkolben gebildeten hydraulischen Stellmittel. Ferner umfasst die Nockenwellenstellvorrichtung eine von einem elektromagnetischen Aktuator gebildete Betatigungs- einheit zur Betätigung des hydraulischen Stellmittels.From DE 100 06 349 C2 a generic camshaft adjusting device for an internal combustion engine is known, which is provided for adjusting a phase angle between a crankshaft and a camshaft. The camshaft adjusting device comprises a hydraulic actuating unit with a hydraulic actuating means formed by a control piston. Furthermore, the camshaft adjusting device comprises an actuating unit formed by an electromagnetic actuator for actuating the hydraulic actuating means.
Der Erfindung liegt die Aufgabe zugrunde, eine gattungsgemaße Stellvorrichtung bereitzustellen, die besonders Platz sparend ausgebildet werden kann. Die Aufgabe wird gelost durch die Merkmale des Patentanspruchs 1, wobei weitere Ausgestaltungen der Erfindung den Unteranspruchen entnommen werden können.The invention has for its object to provide a generic actuator, which can be designed to save space. The object is achieved by the features of claim 1, wherein further embodiments of the invention can be taken from the dependent claims.
Die Erfindung geht aus von einer Stellvorrichtung für eine Brennkraftmaschine, insbesondere einer Nockenwellenstellvorrichtung, zur Einstellung eines Phasenwinkels, insbesondere einer Welle, mit einer hydraulischen Stelleinheit, die we- nigstens ein hydraulisches Stellmittel aufweist, und mit einer Betatigungseinheit zur Betätigung des hydraulischen Stellmittels.The invention is based on an adjusting device for an internal combustion engine, in particular a camshaft adjusting device, for adjusting a phase angle, in particular a shaft, with a hydraulic actuating unit, which having at least one hydraulic actuating means, and with an actuating unit for actuating the hydraulic actuating means.
Es wird vorgeschlagen, dass die Betatigungseinheit eine Bremseinheit zum Betatigen des hydraulischen Stellmittels aufweist. Mittels der Bremseinheit kann vorteilhaft eine passive Verstellung des hydraulischen Stellmittels erzielt werden, d.h. eine Verstellung unter Ausnutzung einer vorliegenden Kraft und/oder eines vorliegenden Moments, wie insbesondere bei einer Brennkraftmaschine eines Antriebsmoments zum Antrieb einer Nockenwelle bzw. einer Nockenwellenantriebsmoments, wodurch eine Stellvorrichtung realisiert werden kann, die einen besonders geringen eigenen Energiebedarf erfordert, zumindest weitgehend ohne eigene Aktuatoren und die besonders Platz sparend ausgeführt werden kann. Ferner kann eine besonders storunempfmdliche Stellvorrichtung geschaffen und es kann eine vorteilhaft hohe Betatigungskraft mittels der Bremseinheit erzielt werden, so dass die Betatigungskraft für weitere Funktionen vorteilhaft genutzt werden kann, wie ins¬ besondere vorteilhaft zur Betätigung eines Verriegelungsrnit- tels einer Verπegelungseinheit , wodurch zusätzliche Bauteile, Bauraum, Montageaufwand und Kosten eingespart werden können. Mittels einer Vernegelungsemheit kann insbesondere eine ungewunschte Verstellung bei einer deaktivierten Regelung und/oder Steuerung sicher vermieden werden.It is proposed that the actuating unit has a brake unit for actuating the hydraulic actuating means. By means of the brake unit can advantageously be achieved a passive adjustment of the hydraulic actuating means, ie an adjustment taking advantage of a present force and / or a present moment, such as in an internal combustion engine of a drive torque for driving a camshaft or a camshaft drive torque, whereby an adjusting device can be realized can, which requires a particularly low own energy needs, at least largely without their own actuators and can be carried out particularly space-saving. Furthermore, a particularly storunempfmdliche adjusting device created and it can be achieved by means of the brake unit so that the actuating force can be used advantageously for other functions, as in ¬ particularly advantageous for actuating a Verriegelungsrnit- means of a Verπegelungseinheit, which additional components, Space, installation costs and costs can be saved. By means of a Vernegelungsemheit particular undesired adjustment in a deactivated control and / or control can be safely avoided.
Als Bremsemheiten sind samtliche, dem Fachmann als sinnvoll erscheinende Einheiten denkbar, über die eine vorteilhafte Abstutzung zur Entnahme einer Stellenergie realisiert werden kann. Besonders vorteilhaft ist die Bremseinheit jedoch dazu vorgesehen, d.h. speziell ausgebildet und/oder ausgestaltet, zumindest einen Teil einer Bremskraft beruhrungslos zu erzeugen, wodurch ein besonders geringer Verschleiß und eine lange Lebensdauer realisierbar ist. Vorteilhaft eignen sich dabei insbesondere Hysteresebremsen.As Bremsemheiten samtliche, those skilled in the appear reasonable units are conceivable over which an advantageous Abstutzung for the removal of a body energy can be realized. However, the brake unit is particularly advantageously provided, ie specially designed and / or configured to produce at least a portion of a braking force without contact, whereby a particularly low wear and a long Lifespan is feasible. In particular, hysteresis brakes are advantageously suitable.
In einer weiteren Ausgestaltung der Erfindung wird vorgeschlagen, dass die Betätigungseinheit eine Federeinheit zum Betätigen des hydraulischen Stellmittels aufweist, wodurch konstruktiv einfach eine einem Bremsmoment entgegenwirkende Betätigungskraft erreicht werden kann.In a further embodiment of the invention it is proposed that the actuating unit has a spring unit for actuating the hydraulic actuating means, whereby structurally simple braking force counteracting an actuating force can be achieved.
Ferner wird vorgeschlagen, dass die Betätigungseinheit eine Getriebeeinheit aufweist, wodurch eine von der Bremseinheit erzeugte Kraft vorteilhaft in ihrer Richtung umgeleitet werden kann und/oder auch vorteilhafte Übersetzungen eingestellt werden können, so dass insbesondere ein erforderliches Bremsmoment besonders klein gehalten werden kann und eine besonders präzise Positionierung des hydraulischen Stellmittels bei einer Steuerung und insbesondere bei einer Regelung realisiert werden kann.It is also proposed that the actuating unit has a gear unit, whereby a force generated by the brake unit can advantageously be diverted in their direction and / or advantageous ratios can be adjusted so that in particular a required braking torque can be kept particularly small and a particularly precise Positioning of the hydraulic actuating means in a controller and in particular in a control can be realized.
Weist die Getriebeeinheit wenigstens eine Schraubeinheit auf, kann insbesondere konstruktiv einfach ein Bremsmoment in eine axiale Stellkraft übersetzt werden.If the gear unit has at least one screwing unit, a brake torque can in particular be translated into an axial actuating force in a constructively simple manner.
Sind die hydraulische Stelleinheit und die Getriebeeinheit und/oder die Verriegeiungseinheit zumindest teilweise einstückig ausgeführt, können zusätzliche Bauteile, Bauraum, Gewicht, Montageaufwand und Kosten eingespart werden.If the hydraulic actuating unit and the gear unit and / or the Verriegeiungseinheit executed at least partially in one piece, additional components, space, weight, assembly costs and costs can be saved.
Weitere Vorteile ergeben sich aus der folgenden Zeichnungsbeschreibung. In der Zeichnung sind Ausführungsbeispiele der Erfindung dargestellt. Die Beschreibung und die Ansprüche enthalten zahlreiche Merkmale in Kombination. Der Fachmann wird die Merkmale zweckmäßigerweise auch einzeln betrachten und zu sinnvollen weiteren Kombinationen zusammenfassen. -A- Dabei zeigen:Further advantages emerge from the following description of the drawing. In the drawings, embodiments of the invention are shown. The description and claims contain numerous features in combination. The person skilled in the art will expediently also consider the features individually and combine them into meaningful further combinations. -A- showing:
Fig . 1 eine schematische Darstellung einer Nockenwellenstellvorrichtung im Schnitt in einer ersten Stellung,Fig. 1 is a schematic illustration of a camshaft adjusting device in section in a first position,
Fig . 2 die Nockenwellenstellvorrichtung aus Figur 1 in einer zweiten Stellung,Fig. FIG. 2 shows the camshaft adjusting device of FIG. 1 in a second position, FIG.
Fig . 3 einen vergrößerten Ausschnitt III aus Figur 2,Fig. 3 shows an enlarged detail III from FIG. 2,
Fig . 4 Einzelteile der Nockenwellenstellvorrichtung in einer Explosionsdarstellung,Fig. 4 parts of the camshaft actuator in an exploded view,
Fig . 5 einen Schnitt entlang der Linie V-V in Figur 4,Fig. 5 shows a section along the line V-V in FIG. 4,
Fig . 6 einen Schnitt entlang der Linie VI-VI in Figur 4 undFig. 6 is a section along the line VI-VI in Figure 4 and
Fig. 7 eine schematische Darstellung einer alternativen Nockenwellenstellvorrichtung .Fig. 7 is a schematic representation of an alternative camshaft adjusting device.
Figur 1 zeigt eine Stellvorrichtung, und zwar eine Nockenwellenstellvorrichtung einer Brennkraftmaschine, zur Einstellung eines Phasenwinkels zwischen einer nicht naher dargestellten Kurbelwelle und einer Nockenwelle 10a. Die Nockenwellenstellvorrichtung umfasst eine hydraulische Stelleinheit IIa mit einem Rotorgehause 20a, das drehfest mit einem Kettenrad 21a und zwei Deckeln 22a, 23a verbunden ist. Im eingebauten Zustand ist das Kettenrad 21a über eine nicht naher dargestellte Antriebskette mit der Kurbelwelle antriebstechnisch verbunden. In axialer Richtung zwischen den Deckeln 22a, 23a ist ein Statorgehause 24a angeordnet, relativ zu dem das Rotorgehause 20a hydraulisch in Umfangsrichtung zur Einstellung des Phasenwinkels antreibbar ist. Hierfür sind zwischen dem Statorgehause 24a und dem Rotorgehause 20a Druckraume ausgebildet, wobei ein Druck in den Druckraumen über ein von einem Regelkolben gebildetes hydraulisches Stellmittel 12a der hydraulischen Stelleinheit IIa im Betrieb geregelt werden kann.Figure 1 shows an adjusting device, namely a camshaft adjusting device of an internal combustion engine, for adjusting a phase angle between a not-shown crankshaft and a camshaft 10a. The camshaft adjusting device comprises a hydraulic actuating unit IIa with a rotor housing 20a, which is non-rotatably connected to a sprocket 21a and two covers 22a, 23a. When installed, the sprocket 21a is connected via a drive chain not shown in detail with the crankshaft drive technology. In the axial direction between the covers 22a, 23a, a stator housing 24a is arranged, relative to which the rotor housing 20a is hydraulically drivable in the circumferential direction for adjusting the phase angle. For this purpose, pressure chambers are formed between the stator housing 24a and the rotor housing 20a, wherein a pressure in the pressure chambers can be regulated during operation via a hydraulic actuating means 12a of the hydraulic actuating unit IIa formed by a control piston.
Ferner umfasst die Stellvorrichtung eine Betatigungseinheit 13a zur Betätigung des hydraulischen Stellmittels 12a. Die Betatigungseinheit 13a weist eine Bremseinheit 14a und eine von einer vorgespannten Spiralfeder gebildete Federeinheit 15a zum Betatigen des hydraulischen Stellmittels 12a auf. Die regelbare Bremseinheit 14a wird im Wesentlichen von einer Hysteresebremse mit einem Stator 25a, einer im Stator 25a angeordneten Spule 26a, einem Rotor 27a, der einen hulsenformi- gen Rotationskörper 28a aus einem Hysteresematerial aufweist und der eine Polstruktur 29a des Stators 25a beruhrlos umschließt, gebildet. Die Bremseinheit 14a ist dazu vorgesehen, ein Bremsmoment beruhrlos zwischen dem Rotationskörper 28a und der Polstruktur 29a zu erzeugen und damit eine Betati- gungsenergie zur Betätigung des hydraulischen Stellmittels 12a von einem Nockenwellenantriebsmoment abzuzweigen.Furthermore, the adjusting device comprises an actuating unit 13a for actuating the hydraulic actuating means 12a. The Actuation unit 13a has a brake unit 14a and a spring unit 15a formed by a prestressed spiral spring for actuating the hydraulic actuating means 12a. The controllable brake unit 14a is essentially formed by a hysteresis brake with a stator 25a, a coil 26a arranged in the stator 25a, a rotor 27a, which has a hulsenformig rotational body 28a of a hysteresis material and which encloses a pole structure 29a of the stator 25a without contact , The brake unit 14a is provided to generate a braking torque without contact between the rotary body 28a and the pole structure 29a and thus to divert an actuating energy for actuating the hydraulic actuating means 12a from a camshaft drive torque.
Ferner umfasst der Rotor 27a eine Rotorwelle 30a, die im Sta- torgehause 24a drehbar gelagert ist und an deren zur Nockenwelle 10a weisenden Ende eine Außenverzahnung 31a angeordnet ist bzw. vier gleichmaßig über den Umfang verteilte, sich in radialer Richtung erstreckende Axialstege angeformt sind (Figuren 1 bis 5) .Furthermore, the rotor 27a comprises a rotor shaft 30a which is rotatably mounted in the stator housing 24a and at whose end facing the camshaft 10a an external toothing 31a is arranged or four equally distributed over the circumference, extending in the radial direction axial webs are formed (FIGS 1 to 5).
Die Außenverzahnung 31a greift in eine entsprechende Innenverzahnung 32a eines Betatigungselements 33a, das ein Teil einer Getriebeeinheit 16a der Betatigungseinheit 13a bildet (Figur 3). Das Betatigungseiement 33a ist mit seiner Innenverzahnung 32a drehfest und in axialer Richtung verschiebbar auf der Rotorwelle 30a bzw. auf der Außenverzahnung 31a gelagert. Das Betatigungseiement 33a weist an seinem Außenumfang ein Außengewinde 34a auf, das in ein an das Statorgehause 24a angeformtes Innengewinde 35a greift (Figuren 3, 4 und 6) . Das Betatigungseiement 33a und das Statorgehause 24a bilden damit eine Schraubeinheit 17a der Getriebeeinheit 16a.The external toothing 31a engages in a corresponding internal toothing 32a of an actuating element 33a, which forms part of a gear unit 16a of the actuating unit 13a (FIG. 3). The actuation element 33a is non-rotatably mounted with its internal toothing 32a and displaceable in the axial direction on the rotor shaft 30a or on the external toothing 31a. The actuation element 33a has on its outer circumference an external thread 34a which engages in an internal thread 35a integrally formed on the stator housing 24a (FIGS. 3, 4 and 6). The actuation element 33a and the stator housing 24a thus form a screw unit 17a of the gear unit 16a.
Die vorgespannte Spiralfeder der Federeinheit 15a ist zwischen dem Rotor 27a und dem Statorgehause 24a eingespannt und wirkt mit ihrer Federkraft entgegen ein von der BremseinheitThe biased coil spring of the spring unit 15a is clamped between the rotor 27a and the stator housing 24a and Acts with its spring force against the brake unit
14a erzeugbares Bremsmoment. Figur 1 zeigt die Nockenwellenstellvorrichtung in einem Regelbetrieb, und zwar in einer mittleren Regelstellung. Wird die Spule 2βa der Bremseinheit 14a starker bestromt, wird ein gegenüber der mittleren Regelstellung zugeordneten Bremsmoment größeres Bremsmoment erzeugt und das Betatigungselement 33a wird entgegen einer Federkraft der Federeinheit 15a weiter aus dem Statorgehause 24a in Richtung Bremseinheit 14a ausgeschraubt und das vom Regelkolben gebildete hydraulische Stellmittel 12a, das hydraulisch in Richtung des Betatigungselements 33a belastet und in axialer Richtung über ein im Betatigungselement 33a angeordnetes Axiallager 39a mit dem Betatigungselement 33a gekoppelt ist, wird in axialer Richtung zur Bremseinheit 14a verschoben. Mittels des Axiallagers 39a wird eine unerwünschte Drehmomentubertragung von dem Betatigungselement 33a auf das hydraulische Stellmittel 12a vermieden. Durch die Verschiebung des hydraulischen Stellmittels 12a wird das Druckniveau in den Druckraumen zwischen dem Statorgehause 24a und dem Rotorgehause 20a und damit der Phasenwinkel der Nockenwelle 10a in eine erste Richtung verstellt. Wird das Bremsmoment der Bremseinheit 14a reduziert, wird das Betatigungselement 33a, angetrieben durch die Federkraft der Federeinheit 15a, weiter in das Statorgehause 24a in Richtung der Nockenwelle 10a eingeschraubt und das vom Regeikolben gebildete hydraulische Stellmittel 12a wird in axialer Richtung zur Nockenwelle 10a verschoben. Durch die Verschiebung des hydraulischen Stellmittels 12a wird das Druckniveau in den Druckraumen zwischen dem Statorgehause 24a und dem Rotorgehause 20a und damit der Phasenwinkel der Nockenwelle 10a in eine der ersten entgegen gesetzte zweite Richtung verstellt.14a producible braking torque. FIG. 1 shows the camshaft adjusting device in a control mode, in a middle control position. If the coil 2βa of the brake unit 14a energized stronger, compared to the middle control position associated braking torque larger braking torque is generated and the actuating element 33a is further unseated against a spring force of the spring unit 15a from the stator 24a in the direction of brake unit 14a unscrewed and formed by the control piston hydraulic actuating means 12a , which is hydraulically loaded in the direction of the actuating element 33a and is coupled in the axial direction to the actuating element 33a via an axial bearing 39a arranged in the actuating element 33a, is displaced in the axial direction towards the brake unit 14a. By means of the thrust bearing 39a, an undesired torque transmission from the actuating element 33a to the hydraulic actuating means 12a is avoided. Due to the displacement of the hydraulic actuating means 12a, the pressure level in the pressure spaces between the stator housing 24a and the rotor housing 20a and thus the phase angle of the camshaft 10a is adjusted in a first direction. If the braking torque of the brake unit 14a is reduced, the actuating element 33a, driven by the spring force of the spring unit 15a, is further screwed into the stator housing 24a in the direction of the camshaft 10a and the hydraulic actuating means 12a formed by the control piston is displaced in the axial direction toward the camshaft 10a. Due to the displacement of the hydraulic actuating means 12a, the pressure level in the pressure spaces between the stator housing 24a and the rotor housing 20a and thus the phase angle of the camshaft 10a is adjusted in one of the first opposite second direction.
Wird die Bremseinheit 14a abgeschaltet oder wird dessen Stromzufuhr, beispielsweise in einem Notfall wie bei einem Kabelbruch, unterbrochen, wird das Betatigungselement 33a, angetrieben durch die Betatigungseinheit 13a bzw. angetrieben durch die Federkraft der Federeinheit 15a der Betatigungseinheit 13a, bis zu einer der Nockenwelle 10a zugeordneten Endstellung eingedreht (Figur 2). Dabei kommt das hydraulische Stellmittel 12a mit einer an seinem der Nockenwelle 10a zugewandten Ende angeformten, von einem Konus gebildeten Schrag- flache 3βa mit einem Verriegelungsmittel 19a einer Verπege- lungseinheit 18a der Nockenwellenstellvorrichtung in Anlage und verschiebt dieses in radialer Richtung nach außen entgegen einer Federkraft einer Schraubendruckfeder 37a, und zwar bis das Verriegelungsmittel 19a in eine an den Deckel 22a angeformte Verriegelungskontur 38a eingreift und damit das Rotorgehause 20a und die Nockenwelle 10a drehfest verbindet.If the brake unit 14a is switched off or its power supply is interrupted, for example in the event of an emergency such as a cable break, the actuating element 33a, driven by the actuation unit 13a or driven by the spring force of the spring unit 15a of the actuation unit 13a, to an end position assigned to the camshaft 10a (FIG. 2). In this case, the hydraulic adjusting means 12a comes into abutment with a locking surface 3βa formed by a cone at its end facing the camshaft 10a, with a locking means 19a of a camshaft adjusting device locking device 18a and displaces it outward in the radial direction against a spring force A helical compression spring 37a, namely until the locking means 19a engages in a formed on the lid 22a locking contour 38a and thus rotatably connects the rotor housing 20a and the camshaft 10a.
Wird die Bremseinheit 14a aktiviert bzw. wird mittels eines Bremsmoments eine Betatigungsenergie von einem Nockenwellenantriebsmoment zur Betätigung bzw. zur Verstellung des hydraulischen Stellmittels 12a in Richtung Bremseinheit 14a abgezweigt, wird das Verriegelungsmittel 19a angetrieben durch die Schraubendruckfeder 37a radial nach innen verschoben und eine Verriegelung zwischen der Nockenwelle 10a und dem Rotorgehause 20a wird aufgehoben.If the brake unit 14a is activated or by means of a braking torque an actuating energy is diverted from a camshaft drive torque for actuating or adjusting the hydraulic actuator 12a in the direction of brake unit 14a, the locking means 19a driven by the helical compression spring 37a is displaced radially inwardly and a lock between the Camshaft 10a and the rotor housing 20a is canceled.
In Figur 7 ist eine alternative Nockenwellenstellvorrichtung dargestellt. Bei den AusfUhrungsbeispielen sind in der Beschreibung im Wesentlichen gleiche Bauteile und Merkmale grundsatzlich mit den gleichen Bezugszeichen beziffert, wobei zur Unterscheidung der Ausfuhrungsbeispiele die Buchstaben „a" und „b" hinzugefugt sind. Ferner kann bezuglich gleich bleibender Merkmale und Funktionen auf die Beschreibung des Ausfuhrungsbeispiels in den Figuren 1 bis 6 verwiesen werden. Die nachfolgende Beschreibung beschrankt sich im Wesentlichen auf die Unterschiede zum Ausfuhrungsbeispiel m den Figuren 1 bis 6. Die Nockenwellenstellvorrichtung weist eine Betätigungseinheit 13b mit einer Bremseinheit 14b auf, die an einem Stator 25b und an einem Rotor 27b angeordnete, zur Korrespondenz vorgesehene Reibbeläge 40b, 41b aufweist. Wird eine im Stator 25b angeordnete Spule 26b bestromt, wird der Rotor 27b in Richtung Stator 25b gezogen, so dass die Reibbeläge 40b, 41b mit einer ein gewünschtes Bremsmoment verursachenden Normalkraft in Anlage kommen. FIG. 7 shows an alternative camshaft adjusting device. In the exemplary embodiments, essentially the same components and features are in the description essentially numbered with the same reference numerals, with the letters "a" and "b" being added to differentiate the exemplary embodiments. Furthermore, reference can be made to the description of the exemplary embodiment in FIGS. 1 to 6 with regard to features and functions that remain the same. The following description is essentially limited to the differences from exemplary embodiment m in FIGS. 1 to 6. The camshaft adjusting device has an actuating unit 13b with a brake unit 14b which has friction linings 40b, 41b arranged on a stator 25b and on a rotor 27b and intended for correspondence. When a coil 26b arranged in the stator 25b is energized, the rotor 27b is pulled in the direction of the stator 25b so that the friction linings 40b, 41b come into contact with a normal force causing a desired braking torque.
Bezugszeichenreference numeral
10 Welle 34 Außengewinde10 shaft 34 external thread
11 Stelleinheit 35 Innengewinde11 Actuator 35 internal thread
12 Stellmittel 36 Schrägfläche12 adjusting means 36 inclined surface
13 Betätigungseinheit 37 Schraubendruckfeder13 Actuator 37 helical compression spring
14 Bremseinheit 38 Verriegelungskontur14 Brake unit 38 Locking contour
15 Federeinheit 39 Axiallager15 Spring unit 39 Thrust bearing
16 Getriebeeinheit 40 Reibbelag16 gear unit 40 friction lining
17 Schraubeinheit 41 Reibbelag17 Screw unit 41 Friction lining
18 Verriegelungseinheit18 locking unit
19 Verriegelungsmittel19 locking means
20 Rotorgehäuse20 rotor housing
21 Kettenrad21 sprocket
22 Deckel22 lids
23 Deckel23 lids
24 Statorgehäuse24 stator housing
25 Stator25 stator
26 Spule26 coil
27 Rotor27 rotor
28 Rotationskörper28 rotational body
29 Polstruktur29 pole structure
30 Rotorwelle30 rotor shaft
31 Außenverzahnung31 external toothing
32 Innenverzahnung32 internal toothing
33 Betätigungselement 33 actuator

Claims

Patentanspruche Patent claims
1. Stellvorrichtung für eine Brennkraftmaschine, insbesondere Nockenwellenstellvorrichtung, zur Einstellung eines Phasenwinkels, insbesondere einer Welle (10a; 10b), mit einer hydraulischen Stelleinheit (IIa; IIb), die wenigstens ein hydraulisches Stellmittel (12a; 12b) aufweist, und mit einer Betatigungseinheit (13a; 13b) zur Betätigung des hydraulischen Stellmittels (12a; 12b), dadurch gekennzeichnet, dass die Betatigungseinheit (13a; 13b) eine Bremseinheit (14a; 14b) zum Betatigen des hydraulischen Stellmittels (12a; 12b) aufweist.1. adjusting device for an internal combustion engine, in particular camshaft adjusting device, for adjusting a phase angle, in particular a shaft (10a, 10b), with a hydraulic actuator (IIa, IIb), which has at least one hydraulic actuating means (12a, 12b), and with an actuating unit 13a, 13b) for actuating the hydraulic actuating means (12a, 12b), characterized in that the actuating unit (13a, 13b) has a brake unit (14a, 14b) for actuating the hydraulic actuating means (12a, 12b).
2. Stellvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Bremseinheit (14a) dazu vorgesehen ist, zumindest ein Teil einer Bremskraft beruhrungslos zu erzeugen.2. Adjusting device according to claim 1, characterized in that the brake unit (14a) is provided to generate at least a portion of a braking force beruhrungslos.
3. Stellvorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Betatigungseinheit (13a; 13b) eine Federeinheit (15a; 15b) zum Betatigen des hydraulischen Stellmittels (12a; 12b) aufweist. 3. Adjusting device according to claim 1 or 2, characterized in that the actuating unit (13a, 13b) has a spring unit (15a, 15b) for actuating the hydraulic actuating means (12a, 12b).
4. Stellvorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Betatigungsemheit (13a; 13b) eine Getriebeeinheit (16a; lβb) aufweist.4. Adjusting device according to one of the preceding claims, characterized in that the actuating unit (13a; 13b) has a gear unit (16a; 1b).
5. Stellvorrichtung nach Anspruch 4, dadurch gekennzeichnet, dass die Getriebeeinheit (16a; lβb) wenigstens eine Schraubeinheit (17a; 17b) aufweist.5. Adjusting device according to claim 4, characterized in that the gear unit (16a; lβb) has at least one screw unit (17a; 17b).
6. Stellvorrichtung nach Anspruch 4 oder 5, dadurch gekennzeichnet, dass die Getriebeeinheit (16a; lβb) und die hydraulische Stelleinheit (IIa; IIb) zumindest teilweise einstuckig ausgeführt sind.6. Adjusting device according to claim 4 or 5, characterized in that the gear unit (16a; lβb) and the hydraulic actuating unit (IIa; IIb) are designed at least partially einstuckig.
7. Stellvorrichtung nach einem der vorhergehenden Ansprüche, gekennzeichnet durch eine Verriegelungsemheit (18a).7. Adjusting device according to one of the preceding claims, characterized by a Verriegelungsemheit (18 a).
8. Stellvorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass die Betatigungsemheit (13a) dazu vorgesehen ist, wenigstens ein Vemegelungsmittel (19a) der Verriegelungsemheit (18a) zu betätigen.8. Adjusting device according to claim 7, characterized in that the Betatigungsemheit (13 a) is provided to actuate at least one Vemegelungsmittel (19 a) of the Verriegelungsemheit (18 a).
9. Stellvorrichtung nach Anspruch 7 oder 8, dadurch gekennzeichnet, dass die Verriegelungsemheit (18a) und die hydraulische Stelleinheit (IIa) zumindest teilweise einstuckig ausgeführt sind. 9. Adjusting device according to claim 7 or 8, characterized in that the Verriegelungsemheit (18 a) and the hydraulic actuating unit (IIa) are at least partially designed einstuckig.
PCT/EP2006/010410 2005-11-08 2006-10-30 Adjusting device for an internal combustion engine WO2007054218A1 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102482956A (en) * 2009-07-31 2012-05-30 蒂森克虏伯普雷斯塔技术中心股份公司 Camshaft with camshaft adjuster

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0518529A1 (en) * 1991-06-11 1992-12-16 Borg-Warner Automotive Transmission And Engine Components Corporation Belt driven variable camshaft timing system
US5456223A (en) * 1995-01-06 1995-10-10 Ford Motor Company Electric actuator for spool valve control of electrohydraulic valvetrain
DE10006349A1 (en) * 2000-02-12 2001-08-30 Daimler Chrysler Ag Arrangement for adjusting the angle of a camshaft relative to its crankshaft drive
US20050051123A1 (en) * 2002-03-15 2005-03-10 Christian Haser Camshaft adjuster for an internal combustion engine
WO2005111383A1 (en) * 2004-05-12 2005-11-24 Daimlerchrysler Ag Hysteresis brake, especially for an electric camshaft adjuster

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0518529A1 (en) * 1991-06-11 1992-12-16 Borg-Warner Automotive Transmission And Engine Components Corporation Belt driven variable camshaft timing system
US5456223A (en) * 1995-01-06 1995-10-10 Ford Motor Company Electric actuator for spool valve control of electrohydraulic valvetrain
DE10006349A1 (en) * 2000-02-12 2001-08-30 Daimler Chrysler Ag Arrangement for adjusting the angle of a camshaft relative to its crankshaft drive
US20050051123A1 (en) * 2002-03-15 2005-03-10 Christian Haser Camshaft adjuster for an internal combustion engine
WO2005111383A1 (en) * 2004-05-12 2005-11-24 Daimlerchrysler Ag Hysteresis brake, especially for an electric camshaft adjuster

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102482956A (en) * 2009-07-31 2012-05-30 蒂森克虏伯普雷斯塔技术中心股份公司 Camshaft with camshaft adjuster

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