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
  • F01L1/34—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

Definitions

• the present invention relates to a camshaft adjuster or phaser for adjusting and fixing the phase position of a camshaft relative to a crankshaft of an internal combustion engine.
• Camshafts are used in internal combustion engines in order to actuate gas exchange valves.
• the camshaft in an internal combustion engine includes a plurality of cams that engage cam followers (i.e. bucket tappets, finger levers or rocker arms). When the camshaft rotates, the cams lift or depress the cam followers which in turn actuate gas exchange valves (intake, exhaust). The position and shape of the cams dictate the opening period and amplitude as well as the opening and closing time of the gas exchange valves.
• cam followers i.e. bucket tappets, finger levers or rocker arms.
• Concentric camshaft assemblies are also known in which separate intake and exhaust camshafts are concentrically arranged by providing a hollow outer camshaft in which an inner camshaft is located, with the inner camshaft cam lobes being rotatable on the outer camshaft, and connected through slots in the hollow outer camshaft to the inner camshaft. This allows the use of separate camshafts for intake and exhaust valve actuation within generally the same space required for a single camshaft.
• Camshaft phasers are used to advance or retard the opening or closing period, phasing the
• Camshaft phasers generally comprise a timing gear, which can be a chain, belt or gear wheel connected in fixed rotation to a crankshaft by a chain, belt or gear drive, respectively, acting as an input to the phaser.
• the phaser includes an output connection to the inner or outer camshaft in a concentric camshaft arrangement, or, alternatively, an output connection to an exhaust or intake camshaft.
• a phasing input is also provided in the form of a hydraulic, pneumatic or electric drive in order to phase or adjust the output rotation of the camshaft relative to the input rotation of the crankshaft.
• Camshaft phasers are generally known in two forms, a piston-type phaser with an axially
• camshaft phasers are commonly used on dual overhead cam (DOHC) engines where intake and exhaust cam lobes are located on separate intake and exhaust camshafts.
• DOHC dual overhead cam
• camshaft phasers in connection with concentric camshaft assemblies for controlling the phase position of the inner camshaft, the outer camshaft, or both relative to each other.
• phasers In order to operate either of these types of phasers it can be useful to selectively supply an input medium.
• One method is to supply hydraulic fluid to ports in order to initiate movement.
• the vane-cell type phaser employs a supply of hydraulic fluid, normally engine oil, to opposing chambers in the phaser in order to shift the vanes within the phaser circumferentially and thus selectively phase cam timing.
• Camshaft phasers are subject to oil loss from the phaser through leakage.
• oil pressure generated by the engine oil pump is sufficient to keep the cam phaser full of oil and, therefore, functioning properly.
• oil leakage from the cam phaser may leave the cam phaser chambers filled with air.
• This lack of controlling oil pressure and the presence of air in the chambers during engine start conditions, before the engine oil pump generates enough oil pressure and flow, may cause the phaser to oscillate excessively due to lack of oil. This oscillation may, in turn, cause noise or damage to the cam phaser mechanism.
• a solution known in the art is to introduce a locking pin that locks the cam phaser in a specific position relative to the crankshaft when insufficient oil exists in the chambers.
• these locking pins are engaged by means of a spring and released using engine oil pressure.
• An example of a locking pin in the vane of the rotor is shown in U.S. Patent No. 7,318,400, entitled “Locking Pin Mechanism for a Vane-Type Cam Phaser", by Thomas L. Lipke ct al., issued on Jan. 15, 2008.
• U.S. Patent No. 7,318,400 generally shows a locking pin assembled into an expanded or over-sized rotor vane, as compared to the remaining rotor vanes.
• variable setting of the control times of gas exchange valves of an internal combustion engine by Olaf Boese et al., published on Nov. 23, 2006 generally shows a locking pin assembled into the body or internal diameter of the rotor.
• U.S. Application No. 2006/0260578 is incorporated by reference herein in its entirety, as if set forth fully herein.
• camshaft phaser
• adjuster adjuster
• cam lobe (lift event) timing to crank shaft timing while the engine is operating.
• Camshaft phasers replace sprockets or pulleys on camshafts.
• the cam lobe angular position, or phase relationship is controlled by the internal vane mechanism of the cam phaser. These vanes are moved circumferentially around the cam phaser by the use of oil supplied to either side of the vane, advancing or retarding the camshaft position.
• oil leaks out of the camshaft phaser system back into the oil reservoir of the engine.
• On engine start-up it is known in the art to provide a locking pin to prevent oscillation of the unfilled camshaft phaser.
• An example aspect of the invention comprises a base portion of a rotor with a plurality of protruding vanes extending outwardly from the base portion to a housing.
• An increased step diameter of the rotor base portion relative to the remaining minor diameter of the rotor base portion is formed over at least one circumferential section between the protruding vanes. Within this increased diameter there is enough material through which a locking pin assembly may be inserted.
• the remaining sections of the base portion may be reduced in diameter, reducing material usage, weight and size of the entire camshaft phaser assembly.
• FIG. 1 is an exploded view of a camshaft phaser and locking pin, according to one embodiment of the invention.
• FIG. 2. is an enlarged front view of the camshaft phaser and locking pin of Fig. 1.
• FIG. 3 is another enlarged isometric view of a camshaft phaser and locking pin of Fig. 1.
• FIG. 4 is an exploded view of a camshaft phaser known in the art.
• FIG. 4 shows an exploded view of a camshaft phaser 100 known in the art.
• sprocket cover 101 acts as both the input drive from a chain (not shown) connected to the engine crankshaft (not shown) and the rear side cover for the camshaft phaser 100 assembly.
• Locking pin cartridge 105 engaged with sprocket cover 101, is pressed into rotor locking pin bore 114 in rotor 106 and is assembled with locking pin spring 104 and locking pin 103 in order to be inserted through locking pin bore 114 in rotor 106 and front cover locking pin interface 115 in front cover 110.
• the locking contour may also be in the sprocket cover 101.
• Locking pin cartridge 105 maintains only a slipping or loose interface with locking pin interface 113 on sprocket cover 101, as during operation and rotation of rotor 106, there is relative movement between sprocket cover 101 and locking pin cartridge 105.
• Locking pin 103 is inserted through the rotor 106 in order to fix the position of the rotor 106 relative to the housing 109 particularly during engine startup, when the cam phaser 100 has no oil pressure supply for it to operate.
• Leaf springs 108 are inserted into sealing lips 107, which are then inserted into corresponding sealing lip grooves 116 in corresponding vanes 118 of rotor 106.
• sealing lips 107 contact housing inner surface wall 117 of housing 109, preventing pressurized fluid, such as engine oil, from moving between pressurized chambers formed by space between vanes 118 and corresponding housing protrusions 119.
• Sprocket cover 101 and front side cover 110 are then placed in contact with either side of the assembled rotor 106 and housing 109, and assembly bolts 02 are fixedly assembled through sprocket cover holes 120 in sprocket cover 101, housing holes 121 in housing 109, and side cover holes 122 in front side cover 110.
• drive screws 112 are inserted through sensor wheel 111 and into drive screw bores 128 in rotor 106 in order to fix the position of the sensor wheel 111 relative to rotor 106 at least during transportation of cam phaser 100.
• Bolts are inserted through sensor wheel holes 123 in sensor wheel 111, side cover cam assembly holes 124 in front side cover 110, rotor cam assembly holes 125 in rotor 106, and seat in counter bores 126 in sprocket cover 101, axially fixing sprocket cover 101 to a camshaft (not shown) when bolts (not shown) are fixedly assembled into a camshaft (not shown).
• a further notable feature in FIG. 4 are rotor oil ports 127, through which pressurized fluid, such as engine oil, pressurizes a pressure chamber of the camshaft phaser 100, exerting force on one side of vanes 118 causing rotation of the rotor 106 and phasing of an associated camshaft (not shown).
• FIG. 1 shows an exploded view of a camshaft phaser 1 constructed according to an
• Camshaft phaser 1 comprises housing -sprocket 29, camshaft phaser assembly bolts 3, locking pin 4, locking pin spring 5, locking pin cartridge 6, rotor 7, sealing lips 8, sealing lip leaf spring 9, front side cover 11, and secondary gear drive cover 30.
• housing-sprocket 29 acts as both the input drive from a chain (not shown) connected to the engine crankshaft (not shown) and the stator or housing for the camshaft phaser 1 assembly.
• the sprocket and stator/housing may be separate components, as shown in the prior art of FIG. 4.
• Locking pin cartridge 6 is assembled with locking pin spring 5 and locking pin 4 and then inserted through locking pin bore 15 in rotor 7 and gear drive locking pin interface 31 in secondary gear drive cover 30.
• the locking pin components may also be reversed in configuration, with the locking pin cartridge 6 and remaining components interfacing with a locking pin interface in front side cover 11 instead of or in addition to locking pin interface 31 in secondary gear drive cover 30.
• locking pin cartridge 6 maintains only a slipping or loose interface with front side cover 11, as during operation and rotation of rotor 7, there is relative movement between front side cover 11 and locking pin cartridge 6.
• Locking pin 4 is inserted through the rotor 7 in order to fix the position of the rotor 7 relative to the housing - sprocket 29 particularly during engine startup, when the cam phaser 1 has no oil pressure supply for it to operate.
• Rotor 7 comprises a base portion 38 and protruding vanes 19 extending outwardly from base portion 38.
• Locking pin bore 15 is located within an increased step diameter 32 of rotor 7 between vanes 19. The remaining circumferential segments of rotor 7 hav e a relatively generally reduced diameter, as can be seen in FIG. 2.
• locking pin spring 5 urges locking pin 4 into gear drive locking pin interface 31.
• Locking pin 4 becomes disengaged from gear drive locking pin interface 31 with the introduction of minimal oil pressure to camshaft phaser 1 after engine start-up, particularly when engine oil is supplied to gear drive locking pin interface 31 and also can become disengaged with housing sprocket 29 in this manner, as well .
• locking pin 4 is disengaged from gear drive locking pin interface 31 and housing-sprocket 29, relative movement between rotor 7 and housing-sprocket 29 is allowed, enabling cam phasing operation of the camshaft phaser.
• FIG. 2 shows an enlarged front view of camshaft phaser 1 of FIG. 1 with front side cover 11
• step diameter 32 of base portion 38 of rotor 7 is shown, interacting with reduced diameter housing protrusion 33 in housing-sprocket 29.
• Increased step diameter 32 provides sufficient material through which locking pin assembly 35, consisting of locking pin 4, locking pin spring 5 and locking pin cartridge 6, may be inserted.
• Reduced volume pressure cavity 36 is formed in a volume created by rotor increased step diameter 32, reduced step diameter housing protrusion 33 and vane 19.
• Pressure cavities 34 are formed in a volume created by rotor 7, vanes 19 and housing protrusions 20. Oil ports 37 in rotor 7 allow for ingress and egress of engine oil from pressure cavities 36. As is shown, pressure cavities 34 may be larger than a similar camshaft phaser in which a diameter of rotor 7 is unil rm throughout its circumference.
• This reduction in diameter of rotor 7 in the portions of the circumference other than that of increased step diameter 32 also allows for increased surface area of vanes 19 at those other areas, which, in turn allows force to be exerted over that increased surface area of vanes 19 by a constant engine oil pressure during operation of camshaft phaser 1. Also shown are sealing lips 8 and leaf springs 9.
• FIG. 3 shows an isometric assembly view of the camshaft phaser 1 of FIG. 1 with front side cover 11 and assembly bolts 3 removed. More clearly visible are oil ports 37 in rotor 7 in their operating positions supplying pressure cavities 34 and reduced volume pressure cavity 36. Also shown are sealing lips 8 and leaf springs 9, housing protrusions 20, reduced diameter housing protrusion 33, rotor increase step diameter 32, secondary gear drive cover 30, housing- sprocket 29 and locking pin cartridge 6.

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

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

Family

ID=43501594

Family Applications (1)

Country Status (5)

Cited By (4)

Families Citing this family (5)

Citations (8)

Family Cites Families (1)

• 2010
  • 2010-11-25 CN CN201080056138.3A patent/CN102652208B/zh active Active
  • 2010-11-25 BR BR112012013112A patent/BR112012013112A2/pt not_active Application Discontinuation
  • 2010-11-25 WO PCT/EP2010/068220 patent/WO2011069835A1/en active Application Filing
  • 2010-11-25 US US13/510,379 patent/US8555837B2/en active Active
  • 2010-11-25 EP EP20100784781 patent/EP2510200B1/en active Active

Patent Citations (8)

Non-Patent Citations (1)

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