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EP0469334B2 - Procédé pour changer la position angulaire des arbres d'un moteur à combustion interne - Google Patents

Procédé pour changer la position angulaire des arbres d'un moteur à combustion interne Download PDF

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Publication number
EP0469334B2
EP0469334B2 EP91111200A EP91111200A EP0469334B2 EP 0469334 B2 EP0469334 B2 EP 0469334B2 EP 91111200 A EP91111200 A EP 91111200A EP 91111200 A EP91111200 A EP 91111200A EP 0469334 B2 EP0469334 B2 EP 0469334B2
Authority
EP
European Patent Office
Prior art keywords
camshaft
hollow shaft
wheel
bore
oil
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP91111200A
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German (de)
English (en)
Other versions
EP0469334B1 (fr
EP0469334A1 (fr
Inventor
Imre Dr. Dipl.-Ing. Szodfridt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche 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
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Application filed by Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0469334A1 publication Critical patent/EP0469334A1/fr
Application granted granted Critical
Publication of EP0469334B1 publication Critical patent/EP0469334B1/fr
Publication of EP0469334B2 publication Critical patent/EP0469334B2/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
    • F01L1/34403—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F01L1/34406—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/102—Lubrication of valve gear or auxiliaries of camshaft bearings
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0476—Camshaft bearings
    • 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
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • 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
    • F01L2001/34486—Location and number of the means for changing the angular relationship
    • F01L2001/34496—Two phasers on different camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • One way of changing the valve timing during operation of the internal combustion engine is to preferably rotate the position of the intake camshaft in relation to the crankshaft driving it using a so-called phase converter.
  • a coupling member is axially displaced, which is coaxially surrounded by the wheel driving the camshaft.
  • the coupling member carries two toothings, at least one of which is helically toothed, which each cooperate with a corresponding toothing on the camshaft or in the wheel, e.g. known from EP-0 335 083.
  • Phase shifters are known, e.g. from EP 0 356 162 or the already mentioned EP 0 335 083, in which the wheel driving the camshaft has an internal toothing which engages in an external toothing which is assigned to the coupling member which acts as a hydraulically actuated piston.
  • the piston carries a second, as internal toothing trained toothing which engages in a corresponding external toothing of the camshaft.
  • Phase converters are also known, e.g. from EP 0 245 791, in which the coupling member moved by a hydraulic piston or an electromagnet carries two axially offset external toothings, one of which engages in an internal toothing of the camshaft, while the other engages in an internal toothing of the driving wheel.
  • the invention is therefore based on the object of avoiding the abovementioned disadvantages and thus creating a compact device for changing the relative rotational position of shafts in an internal combustion engine, which takes up little space and at the same time leaves the overall length of an internal combustion engine equipped with the device as short as possible .
  • This device enables a compact construction of the phase converter and a simple design of the drive end of the camshaft.
  • the compact structure is achieved by such an arrangement of the two pairs of teeth common in a generic phase converter that the wheel driving the camshaft has a first external toothing and that a second toothing connected to the camshaft is designed as an internal toothing, with corresponding toothing in these two toothings engage the coupling member designed as a piston.
  • the gears are all essentially coaxially enclosed by the wheel, so that no additional installation space extending in the axial direction is required.
  • the second toothing is advantageously not formed directly in the camshaft, but in a hollow shaft detachably connected to the camshaft, which at the same time delimits a space from the camshaft in which the piston can be axially displaced into its end positions.
  • the problem of axially securing the wheel is advantageously solved in that the wheel is axially fixed to the hollow shaft without the necessary rotational movement between the wheel and the hollow shaft being hindered when the phase converter is actuated.
  • the wheel can be designed as a sprocket or pulley and can be secured with a spring ring acting between the hollow shaft and the wheel or can be screwed to the hollow shaft in such a way that the screws pass through elongated holes arranged in the wheel by means of guide sleeves.
  • the simple design of the drive-side end of the camshaft which only utilizes the available space, is achieved by removing the shut-off device controlling the supply and removal of oil from the phase converter or the camshaft.
  • the shut-off device can be located at any point on the internal combustion engine, e.g. be arranged in the cylinder head and is also operated hydraulically.
  • a tube is held in an easy-to-manufacture, stepped, axially extending recess of the camshaft, which separates two spaces from one another, which, depending on the position of the shut-off device, enable the supply or discharge of oil into the camshaft or the phase converter.
  • the rooms are with radial holes connected to the camshaft, which in turn cooperate with lines which open into annular spaces of the shut-off element designed as a changeover valve.
  • the radial bores can be arranged at any point on the camshaft.
  • the phase converter only slightly protrudes from the drive end of the camshaft and can be assembled as a complete unit. If a phase converter is not to be installed, the camshaft can still be used by attaching a modified sprocket.
  • the camshaft which is usually made of a hard material, does not require any toothing or thread.
  • the device requires only a small amount of oil, since only the oil displaced from the chambers adjoining the pistons has to be renewed for moving the piston from a first to a second end position.
  • the emptying of the chambers after the internal combustion engine has been switched off is avoided in that oil-carrying lines are designed as risers which prevent oil from flowing back.
  • the actuation circuit for the device is part of the oil circuit of the internal combustion engine.
  • the lubrication circuit for the camshafts is connected to this actuation circuit in such a way that lubrication is retained in the event of a phase converter or shut-off device failure.
  • the device is still quiet when the internal combustion engine is operating, since there is no mechanical connection between the device and a hood covering it, such as, for example, components of the device centered in this hood.
  • a phase converter 2 at the drive end 3 is assigned to each of the two camshafts 1 serving as the inlet.
  • Each camshaft 1 is held in a plurality of bearings 4 which are connected to a lubrication circuit 5.
  • the oil circuit of the internal combustion engine comprises the lubrication circuit 5, an actuation circuit for adjusting the phase converter 2 and a lubrication circuit of a crankshaft 6, which is only indicated.
  • the phase converter 2 is essentially made up of the three commonly used elements that mesh with one another via toothings.On the one hand, it serves as a chain wheel 7, which serves to drive the camshaft 1, and into which an inner hub 9, which is a first, is the first External toothing 11 formed, oblique toothing 11 carries, is welded in.
  • the wheel 8 is connected via the first toothing 11 to a coupling member designed as a hydraulically loaded piston 12 on both sides via a corresponding, first oblique inner toothing 13 which is axially relative to the longitudinally and centrally in the camshaft 1 extending axis N is displaceable in two end positions E1, E2.
  • the piston 12 has a second, oblique external toothing 14 which engages in a corresponding toothing 16, formed as a second internal toothing 16, of a hollow shaft 17, which is connected to a flange 18 of the camshaft 1 .
  • a cap 19 is pressed into the inner hub 9.
  • the piston 12 divides a space 20 enclosed between the flange 18 and the hollow shaft 17 into a first chamber 21 and a second chamber 22.
  • the piston 12 is in a first end position E1, which is shown in FIG a first operating state, e.g. idling.
  • the sprocket 7 is axially fixed on the hollow shaft 17 by means of a prestressed spring ring 23. It lies half in a groove 24 of the sprocket 7 and the other half in a recess 25 of the hollow shaft 17, whose depth is at least twice as large as that of the groove 24.
  • the spring ring 23 is accessible via a plurality of mounting openings 26. If the wheel 8 is designed as a pulley, 18 sealing rings are inserted adjacent to the spring ring 23 and between the hollow shaft 17 and the flange.
  • the spring ring 23 is placed in the recess 25 into which it is due to its pretension half immersed.
  • the sprocket 7 is then pushed onto the hollow shaft 17, a molded bevel 27 completely pressing the spring ring 23 into the recess 25 before it lies halfway into this groove 24 when the recess 25 and groove 24 are covered.
  • the spring ring 23 can be circular or rectangular in cross section.
  • the chain wheel 7 is axially secured to the hollow shaft 17 by means of screws 28. These screws 28 are screwed into the thread of the hollow shaft 17 and are slidably guided in slots 30 of the sprocket 7 by means of guide sleeves 29. A small axial play A remains between the guide sleeve 29 and the wheel 8.
  • phase converter 2 is held in both embodiments with screw connections 31 in slots 32 of the hollow shaft 17 with sleeve nuts 33 against rotation.
  • the elongated holes 32 allow the phase converter 2 to be installed in the correct position, regardless of the position of the camshaft 1 which is secured against rotation for the installation.
  • the phase converter 2 can be completely preassembled before mounting on the camshaft 1.
  • a pin is inserted into a fitting bore 34 which penetrates the sprocket 7 and the hollow shaft 17 and secures the two parts against rotation.
  • the sprocket 7 is axially fixed as already described with a spring ring 23 or the screws 28 and the guide sleeves 29 on the hollow shaft 17.
  • the phase converter 2 becomes complete Unit attached to flange 18; the piston 12 is pushed onto a radial flange 35 of the camshaft.
  • the oil circuit of the internal combustion engine has a pump 40 which conveys oil from a reservoir 41 through a filter 42. From there, a branch 43 leads to a switching valve 44, to the crankshaft 6 of the internal combustion engine and, via an oil-supplying channel 45, to a changeover valve 46 arranged parallel to this channel 45 and to a downstream pressure reducing valve 47.
  • a pressure limiting valve 48 is connected between the filter 42 and the crankshaft 6 and limits the oil pressure supplied by the pump 40 to a maximum pressure PM. From the pressure reducing valve 47 branches off the lubrication circuit 5, which pressurizes the bearings 4 with a pressure P1, which is preferably less than the pressure PM.
  • the changeover valve 46 has integrated check valves 49, via which the channel 45 can be coupled to the phase converters 2.
  • a first and a second line 50 and 51 each lead from the changeover valve 46 to a separate bearing 52 of the camshafts 1.
  • a connection is made via ring channels 53 running in these bearings 52 to first and second bores 54 and 55 running radially in the camshafts 1.
  • a cylindrical, stepped recess 60 running from the end 3 from the end 3 to the axis N is made.It has a first diameter D1 from the end 3 to immediately behind the first bore 54, then between the Bores 54, 55 have a second, smaller diameter D2 and from there to immediately behind the second bore 55, an even smaller diameter D3.
  • a tube 61 is held in the recess 60 as a cylindrical body, which at the end 3 is widened radially to the diameter D1 and, moreover, has the diameter D2.
  • the tube 61 thus separates an annular outer space 62 within the recess 60 into which the The first bore 54 opens out and is connected to the first chamber 21 at the end 3 via an almost radial connecting bore 63.
  • the second bore 55 cuts the recess 60 in the area of the diameter D3 and is connected to an interior 64 running inside the tube 61 .
  • a built, hollow camshaft 1 is shown, in which a bush 65 is inserted.
  • the tube 61 is held at the end 3 in a clamping ring 66 and in the bush 65.
  • the flange 18 is formed in one piece with the radial flange 35 and pushed separately onto the camshaft 1.
  • the second bore 55 runs partially in the bush 65 and is in turn connected to the interior 64.
  • the outer space 62 formed between the tube 61 and the recess 60 connects the first bore 54 to the first chamber 21.
  • FIG. 2a The modification shown in FIG. 2a is identical to FIG. 1a with regard to the mounting of the tube 61 in the bush 65, but the flange 18 is inserted in one piece with a sleeve 67 into the assembled camshaft 1.
  • the pump 40 pumps oil from the reservoir 41 through the filter 42 to the branch 43.
  • the switching valve 44 is switched on or off by an electronic control unit 70 depending on the input signals load and speed of the internal combustion engine. In the switched-off state, no oil gets from the branch 43 via the switching valve 44 to the switching valve 46. This is spring-loaded in a first position S1, which corresponds to the end position E1 of the piston 12.
  • the oil conveyed with pressure through the channel 45 along the arrows shown opens the check valves 49, so that the oil via first annular spaces 71 into the first lines 50 and from there into the first holes 54 flows.
  • the pressure acts from the bore 54 through the outer space 62 and the connecting bore 63 on the first chamber 21 and holds the piston 12 in its first end position E1 (FIG. 3).
  • the control unit 70 switches the switching valve 44 on, so that oil flows from the branch 43 through the switching valve 44 to the switching valve 46 and shifts it into a second position S2, which corresponds to the end position E2 of the piston 12.
  • the oil flowing into the second annular spaces 72 via the check valves 49 now reaches the second bores 55 via the second lines 51. From there, the pressure acts on the second chamber 22 through the interior 64.
  • the oil flows out of the open end of the tube 61 into a cavity 73 formed by the radial flange 35 and the cap 19 and from there via openings 74 in the piston 12 into the second chamber 22.
  • This piston 12 is axially displaced into the second end position E2, with the oblique toothings 11, 13 and 14, 16 the sprocket 7 is rotated relative to the camshaft 1. Rotational displacements occur in the phase converters 2 between the components bordering on sliding surfaces F.
  • the pump 40 When the engine is operating at low speeds, the pump 40 does not deliver a maximum pressure PM. Should it still be necessary to move the piston 12, the check valves 49 cause the annular spaces 71, 72 to be filled in batches. As a result, the piston 12 is shifted in stages from one end position to the other.
  • each camshaft 1 can each be assigned their own actuation circuit.
  • Each camshaft 1 is assigned a channel 45, a changeover valve 46 with a check valve 49 and a pressure reducing valve 47.
  • no separate bearing point 52 is required to ensure the supply and discharge of oil into the camshaft 1.
  • the radial first and second bores 54, 55 are arranged at locations of the camshaft 1 which are supported in the bearings 4.
  • the bearings 4 are each designed as upper and lower halves 4a, 4b in an upper part 80 and a lower part 81 of a bearing frame 82 for camshafts.
  • channels 83, 84 run as part of the lubrication circuit 5. From the downstream of the pressure reducing valve 47, Channel 83 running parallel to the axis N in the upper part 80 branches off channels 84 at right angles in a transverse plane Q to each bearing 4.
  • Bores 85 receive screw connections 86 for fastening the upper part 80 to the lower part 81.
  • the channels 84 are guided in a ring around the bores 85 lying between the axis N and the channel 83, so that the oil with the pressure P1 adjacent to the transverse plane Q supplies the bearing 4 in its upper half 4a via two lubrication openings 87.
  • the supply of the outer space 62 and the inner space 64 takes place in an analogous manner to the first two embodiments of the invention, but the line 50 leading to the first bore 54 is arranged in a first bearing 4 and the line 51 leading to the second bore 55 is arranged in a second, adjacent to the first bearing 4.
  • the lower halves 4b each have a groove 88 which, according to FIG.
  • the bearing frame 82 is fastened on the side of a cylinder head 89 facing away from the combustion chambers, in which part of the lines 50, 51 of the actuation circuit are arranged.
  • the parts of the lubrication circuit 5 and the actuation circuit arranged in a bearing 4 and thus also the different oil pressures P1, PM are separated from one another.
  • the camshaft 1 can be used in the modified form according to FIGS. 1a and 2a .
  • the length of the bush 65 is carried out in accordance with the distance between two adjacent bearings 4.
  • the invention relates to a device according to the preamble of claim 1.
  • One way of changing the valve timing during operation of the internal combustion engine is to preferably rotate the position of the intake camshaft in relation to the crankshaft driving it using a so-called phase converter.
  • a coupling member is axially displaced, which is coaxially surrounded by the wheel driving the camshaft.
  • the coupling member carries two toothings, at least one of which is helically toothed, which each cooperate with a corresponding toothing on the camshaft or in the wheel, e.g. known from EP-0 335 083.
  • Phase converters are known, for example from EP 0 356 162 or the already mentioned EP 0 335 083, in which the wheel driving the camshaft has an internal toothing which engages in an external toothing which is assigned to the coupling element which acts as a hydraulically actuated piston.
  • the piston carries a second toothing, which is designed as an internal toothing and which engages in a corresponding external toothing of the camshaft.
  • Phase converters are also known, for example from EP 0 245 791, in which the coupling member moved by a hydraulic piston or an electromagnet has two axially offset external toothings, one of which engages in an internal toothing of the camshaft, while the other engages in an internal toothing of the driving one Engages wheel.
  • GB-A-22 29 514 shows a device for changing the relative rotational position of two shafts in an internal combustion engine with a wheel which drives the camshaft and carries a first toothing and which cooperates with a coupling member which is acted upon by an oil circuit and is axially displaceable in at least two end positions.
  • This coupling member is designed as a hydraulic piston and acts on a second toothing connected to the camshaft.
  • the first toothing is designed as a first external toothing which interacts with a corresponding first internal toothing of the coupling member.
  • the second toothing is designed as a second internal toothing which interacts with a corresponding second external toothing of the coupling member.
  • the coupling member which is designed as a hydraulically acting piston, can be displaced in one direction by pressurization on one end face, and is reset by the action of a compression spring.
  • This training requires appropriate space to accommodate a compression spring.
  • this compression spring must be able to apply very high spring forces in order to achieve the fastest possible adjustment.
  • the effect of the spring must be overcome to adjust the coupling member by applying hydraulic medium.
  • a device for changing the relative rotational position of two shafts in an internal combustion engine is also known from the unpublished, older DE-C-40 23 853, in which the first toothing connected to the driving wheel is designed as a first external toothing and is connected to the camshaft second toothing is designed as a second internal toothing.
  • the device described in this document is equipped with a coupling member which is designed as a double-acting hydraulic piston.
  • the second toothing connected to the camshaft is formed within the hollow camshaft.
  • Such training is very complex to manufacture and therefore expensive.
  • the coupling element for such a device is very long and correspondingly expensive to manufacture.
  • the invention is therefore based on the object of avoiding the abovementioned disadvantages and thus creating a compact device for changing the relative rotational position of shafts in an internal combustion engine, which takes up little space and at the same time leaves the overall length of an internal combustion engine equipped with the device as short as possible .
  • This device enables a compact construction of the phase converter and a simple design of the drive end of the camshaft.
  • the compact structure is achieved by such an arrangement of the two pairs of teeth common in a generic phase converter that the wheel driving the camshaft has a first external toothing and that a second toothing connected to the camshaft is designed as an internal toothing, with corresponding toothing in these two toothings engage the coupling member designed as a piston.
  • the gears are all essentially coaxially enclosed by the wheel, so that no additional installation space extending in the axial direction is required.
  • the second toothing is advantageously not formed directly in the camshaft, but in a hollow shaft detachably connected to the camshaft, which at the same time delimits a space from the camshaft in which the piston can be axially displaced into its end positions.
  • the problem of axially securing the wheel is advantageously solved in that the wheel is axially fixed to the hollow shaft without the necessary rotational movement between the wheel and the hollow shaft being hindered when the phase converter is actuated.
  • the wheel can be designed as a sprocket or pulley and be secured with a spring ring acting between the hollow shaft and the wheel, or screwed to the hollow shaft in such a way that the screws penetrate elongated holes arranged in the wheel by means of guide sleeves.
  • the simple design of the drive-side end of the camshaft which only utilizes the available space, is achieved by removing the shut-off device controlling the supply and removal of oil from the phase converter or the camshaft.
  • the shut-off device can be located at any point on the internal combustion engine, e.g. be arranged in the cylinder head and is also operated hydraulically.
  • a tube is held in an easy to manufacture, stepped, axially extending recess of the camshaft which separates two spaces from one another which, depending on the position of the shut-off device, enable the supply or discharge of oil into the camshaft or the phase converter.
  • the rooms are with radial holes connected to the camshaft, which in turn cooperate with lines which open into annular spaces of the shut-off element designed as a changeover valve.
  • the radial bores can be arranged at any point on the camshaft.
  • the phase converter only slightly protrudes from the drive end of the camshaft and can be assembled as a complete unit. If a phase converter is not to be installed, the camshaft can still be used by attaching a modified sprocket.
  • the camshaft which is usually made of a hard material, does not require any toothing or thread.
  • the device requires only a small amount of oil, since only the oil displaced from the chambers adjoining the pistons has to be renewed for moving the piston from a first to a second end position.
  • the emptying of the chambers after the internal combustion engine has been switched off is avoided in that oil-carrying lines are designed as risers which prevent oil from flowing back.
  • the actuation circuit for the device is part of the oil circuit of the internal combustion engine.
  • the lubrication circuit for the camshafts is connected to this actuation circuit in such a way that lubrication is retained in the event of a phase converter or shut-off device failure.
  • the device is still quiet when the internal combustion engine is operating, since there is no mechanical connection between the device and a hood covering it, such as, for example, components of the device centered in this hood.
  • a phase converter 2 at the drive end 3 is assigned to each of the two camshafts 1 serving as the inlet.
  • Each camshaft 1 is held in a plurality of bearings 4 which are connected to a lubrication circuit 5.
  • the oil circuit of the internal combustion engine comprises the lubrication circuit 5, an actuation circuit for adjusting the phase converter 2 and a lubrication circuit of a crankshaft 6, which is only indicated.
  • the phase converter 2 is essentially made up of the three commonly used elements, which mesh with one another via toothings.
  • a wheel 8 which serves to drive the camshaft 1 and is designed as a sprocket 7, into which an inner hub 9, which carries a first, oblique toothing 11 designed as first outer toothing 11, is welded.
  • the wheel 8 is connected via the first toothing 11 to a coupling member designed as a piston 12 which is acted upon hydraulically on both sides via a corresponding, first oblique internal toothing 13 which is axially displaceable in two end positions E1, E2 with respect to the axis N running longitudinally and centrally in the camshaft 1 is.
  • the piston 12 carries a second, oblique external toothing 14 which engages in a corresponding toothing 16 of a hollow shaft 17 which is designed as a second internal toothing 16 and which is connected to a flange 18 of the camshaft 1.
  • a cap 19 is pressed into the inner hub 9.
  • the piston 12 divides a space 20 enclosed between the flange 18 and the hollow shaft 17 into a first chamber 21 and a second chamber 22.
  • the piston 12 is in a first end position E1, which is shown in FIG a first operating state, e.g. idling.
  • the chain wheel 7 is axially fixed on the hollow shaft 17 by means of a prestressed spring ring 23. It lies half in a groove 24 of the chain wheel 7 and the other half in a recess 25 of the hollow shaft 17, the depth of which is at least twice as great as that of the groove 24.
  • the spring ring 23 is accessible via a plurality of assembly openings 26. If the wheel 8 is designed as a pulley, 18 sealing rings are inserted adjacent to the spring ring 23 and between the hollow shaft 17 and the flange.
  • the spring ring 23 is placed in the recess 25 into which it is due to its pretension half immersed.
  • the sprocket 7 is then pushed onto the hollow shaft 17, a molded bevel 27 completely pressing the spring ring 23 into the recess 25 before it lies halfway into this groove 24 when the recess 25 and groove 24 are covered.
  • the spring ring 23 can be circular or rectangular in cross section.
  • the chain wheel 7 is axially secured to the hollow shaft 17 by means of screws 28. These screws 28 are screwed into the thread of the hollow shaft 17 and are slidably guided in slots 30 of the sprocket 7 by means of guide sleeves 29. A small axial play A remains between the guide sleeve 29 and the wheel 8.
  • phase converter 2 is held in both embodiments with screw connections 31 in slots 32 of the hollow shaft 17 with sleeve nuts 33 against rotation.
  • the elongated holes 32 allow the phase converter 2 to be installed in the correct position, regardless of the position of the camshaft 1 which is secured against rotation for the installation.
  • the phase converter 2 can be completely preassembled before mounting on the camshaft 1.
  • a pin is inserted into a fitting bore 34 which penetrates the sprocket 7 and the hollow shaft 17 and secures the two parts against rotation.
  • the sprocket 7 is then axially fixed to the hollow shaft 17 with a spring ring 23 or the screws 28 and the guide sleeves 29 as already described.
  • the phase converter 2 is fastened to the flange 18 as a complete unit; the piston 12 is pushed onto a radial flange 35 of the camshaft.
  • the oil circuit of the internal combustion engine has a pump 40 which conveys oil from a reservoir 41 through a filter 42. From there, a branch 43 leads to a switching valve 44, to the crankshaft 6 of the internal combustion engine and, via an oil-supplying channel 45, to a changeover valve 46 arranged parallel to this channel 45 and to a downstream pressure reducing valve 47.
  • a pressure limiting valve 48 is connected between the filter 42 and the crankshaft 6 and limits the oil pressure supplied by the pump 40 to a maximum pressure PM. From the pressure reducing valve 47 branches off the lubrication circuit 5, which pressurizes the bearings 4 with a pressure P1, which is preferably less than the pressure PM.
  • the changeover valve 46 has integrated check valves 49, via which the channel 45 can be coupled to the phase converters 2.
  • a first and a second line 50 and 51 each lead from the changeover valve 46 to a separate bearing 52 of the camshafts 1.
  • a connection is made via ring channels 53 running in these bearings 52 to first and second bores 54 and 55 running radially in the camshafts 1.
  • a cylindrical, stepped recess 60 which extends from the end 3 in a rotationally symmetrical manner to the axis N, is introduced. It has a first diameter D1 from the end 3 to immediately behind the first bore 54, then a second, smaller diameter D2 between the bores 54, 55 and from there to a further smaller diameter D3 immediately behind the second bore 55.
  • a tube 61 is held as a cylindrical body, which is widened radially at the end 3 to the diameter D1 and otherwise has the diameter D2.
  • the tube 61 thus separates an annular outer space 62 within the recess 60, into which the first bore 54 opens and which is connected at the end 3 to the first chamber 21 via an almost radial connecting bore 63.
  • the second bore 55 cuts the recess 60 in the area of the diameter D3 and is connected to an interior 64 running inside the tube 61.
  • a built, hollow camshaft 1 is shown, in which a bush 65 is inserted.
  • the tube 61 is held at the end 3 in a clamping ring 66 and in the bush 65.
  • the flange 18 is formed in one piece with the radial flange 35 and pushed separately onto the camshaft 1.
  • the second bore 55 runs partially in the bush 65 and is in turn connected to the interior 64.
  • the outer space 62 formed between the tube 61 and the recess 60 connects the first bore 54 to the first chamber 21.
  • FIG. 2a The modification shown in FIG. 2a is identical to FIG. 1a with regard to the mounting of the tube 61 in the bush 65, but the flange 18 is inserted in one piece with a sleeve 67 into the assembled camshaft 1.
  • the pump 40 pumps oil from the reservoir 41 through the filter 42 to the branch 43.
  • the switching valve 44 is switched on or off by an electronic control unit 70 depending on the input signals load and speed of the internal combustion engine. In the switched-off state, no oil gets from the branch 43 via the switching valve 44 to the switching valve 46. This is spring-loaded in a first position S1, which corresponds to the end position E1 of the piston 12.
  • the oil conveyed with pressure through the channel 45 along the arrows shown opens the check valves 49, so that the oil via first annular spaces 71 into the first lines 50 and from there into the first holes 54 flows.
  • the pressure acts from the bore 54 through the outer space 62 and the connecting bore 63 on the first chamber 21 and holds the piston 12 in its first end position E1 (FIG. 3).
  • the control unit 70 switches the switching valve 44 on, so that oil flows from the branch 43 through the switching valve 44 to the switching valve 46 and shifts it into a second position S2, which corresponds to the end position E2 of the piston 12.
  • the oil flowing into the second annular spaces 72 via the check valves 49 now reaches the second bores 55 via the second lines 51. From there, the pressure acts on the second chamber 22 through the interior 64.
  • the oil flows out of the open end of the tube 61 into a cavity 73 formed by the radial flange 35 and the cap 19 and from there via openings 74 in the piston 12 into the second chamber 22.
  • This piston 12 is axially displaced into the second end position E2, with the oblique toothings 11, 13 and 14, 16 the sprocket 7 is rotated relative to the camshaft 1. Rotational displacements occur in the phase converters 2 between the components bordering on sliding surfaces F.
  • the pump 40 When the engine is operating at low speeds, the pump 40 does not deliver a maximum pressure PM. Should it still be necessary to move the piston 12, the check valves 49 cause the annular spaces 71, 72 to be filled in batches. As a result, the piston 12 is shifted in stages from one end position to the other.
  • each camshaft 1 can each be assigned their own actuation circuit.
  • Each camshaft 1 is assigned a channel 45, a changeover valve 46 with a check valve 49 and a pressure reducing valve 47.
  • no separate bearing point 52 is required to ensure the supply and discharge of oil into the camshaft 1.
  • the radial first and second bores 54, 55 are arranged at locations of the camshaft 1 which are supported in the bearings 4.
  • the bearings 4 are each designed as upper and lower halves 4a, 4b in an upper part 80 and a lower part 81 of a bearing frame 82 for camshafts.
  • channels 83, 84 run as part of the lubrication circuit 5. From the downstream of the pressure reducing valve 47, Channel 83 running parallel to the axis N in the upper part 80 branches off channels 84 at right angles in a transverse plane Q to each bearing 4.
  • Bores 85 receive screw connections 86 for fastening the upper part 80 to the lower part 81.
  • the channels 84 are guided in a ring around the bores 85 lying between the axis N and the channel 83, so that the oil with the pressure P1 adjacent to the transverse plane Q supplies the bearing 4 in its upper half 4a via two lubrication openings 87.
  • the supply of the outer space 62 and the inner space 64 takes place in a manner analogous to the first two embodiments of the invention, but the line 50 leading to the first bore 54 is arranged in a first bearing 4 and the line 51 leading to the second bore 55 is arranged in a second, adjacent to the first bearing 4.
  • the lower halves 4b each have a groove 88 which, according to FIG.
  • the bearing frame 82 is fastened on the side of a cylinder head 89 facing away from the combustion chambers, in which part of the lines 50, 51 of the actuation circuit are arranged.
  • the parts of the lubrication circuit 5 and the actuation circuit arranged in a bearing 4 and thus also the different oil pressures P1, PM are separated from one another.
  • the camshaft 1 can be used in the modified form according to FIGS. 1a and 2a.
  • the length of the bush 65 is carried out in accordance with the distance between two adjacent bearings 4.
  • the invention relates to a device according to the preamble of claim 1.
  • One way of changing the valve timing during operation of the internal combustion engine is to preferably rotate the position of the intake camshaft in relation to the crankshaft driving it using a so-called phase converter.
  • a coupling member is axially displaced, which is coaxially surrounded by the wheel driving the camshaft.
  • the coupling member carries two toothings, at least one of which is helically toothed, which each cooperate with a corresponding toothing on the camshaft or in the wheel, e.g. known from EP-0 335 083.
  • Phase converters are known, for example from EP 0 356 162 or the already mentioned EP 0 335 083, in which the wheel driving the camshaft has an internal toothing which engages in an external toothing which is assigned to the coupling element which acts as a hydraulically actuated piston.
  • the piston carries a second toothing, which is designed as an internal toothing and which engages in a corresponding external toothing of the camshaft.
  • Phase converters are also known, for example from EP 0 245 791, in which the coupling member moved by a hydraulic piston or an electromagnet has two axially offset external toothings, one of which engages in an internal toothing of the camshaft, while the other engages in an internal toothing of the driving one Engages wheel.
  • GB-A-22 29 514 shows a device for changing the relative rotational position of two shafts in an internal combustion engine with a wheel which drives the camshaft and carries a first toothing and which cooperates with a coupling member which is acted upon by an oil circuit and is axially displaceable in at least two end positions.
  • This coupling member is designed as a hydraulic piston and acts on a second toothing connected to the camshaft.
  • the first toothing is designed as a first external toothing which interacts with a corresponding first internal toothing of the coupling member.
  • the second toothing is designed as a second internal toothing which interacts with a corresponding second external toothing of the coupling member.
  • the coupling member which is designed as a hydraulically acting piston, can be displaced in one direction by pressurization on one end face, and is reset by the action of a compression spring.
  • This training requires appropriate space to accommodate a compression spring.
  • this compression spring must be able to apply very high spring forces in order to achieve the fastest possible adjustment.
  • the effect of the spring must be overcome to adjust the coupling member by applying hydraulic medium.
  • a device for changing the relative rotational position of two shafts in an internal combustion engine is also known from the unpublished, older DE-C-40 23 853, in which the first toothing connected to the driving wheel is designed as a first external toothing and is connected to the camshaft second toothing is designed as a second internal toothing.
  • the device described in this document is equipped with a coupling member which is designed as a double-acting hydraulic piston.
  • the second toothing connected to the camshaft is formed within the hollow camshaft.
  • Such training is very complex to manufacture and therefore expensive.
  • the coupling element for such a device is very long and correspondingly expensive to manufacture.
  • the invention is therefore based on the object to avoid the aforementioned disadvantages and thus to create a compact device for changing the relative rotational position of shafts in an internal combustion engine, which takes up a small amount of space and at the same time the overall length of an internal combustion engine equipped with the device as short as possible leaves.
  • This device enables a compact construction of the phase converter and a simple design of the drive end of the camshaft.
  • the compact structure is achieved by such an arrangement of the two pairs of teeth common in a generic phase converter that the wheel driving the camshaft has a first external toothing and that a second toothing connected to the camshaft is designed as an internal toothing, with corresponding toothing in these two toothings engage the coupling member designed as a piston.
  • the gears are all essentially coaxially enclosed by the wheel, so that no additional installation space extending in the axial direction is required.
  • the second toothing is advantageously not formed directly in the camshaft, but in a hollow shaft detachably connected to the camshaft, which at the same time delimits a space from the camshaft in which the piston can be axially displaced into its end positions.
  • the problem of axially securing the wheel is advantageously solved in that the wheel is axially fixed to the hollow shaft without the necessary rotational movement between the wheel and the hollow shaft being hindered when the phase converter is actuated.
  • the wheel can be designed as a sprocket or pulley and can be secured with a spring ring acting between the hollow shaft and the wheel or can be screwed to the hollow shaft in such a way that the screws pass through elongated holes arranged in the wheel by means of guide sleeves.
  • the simple design of the drive-side end of the camshaft which only utilizes the available space, is achieved by removing the shut-off device controlling the supply and removal of oil from the phase converter or the camshaft.
  • the shut-off device can be located at any point on the internal combustion engine, e.g. be arranged in the cylinder head and is also operated hydraulically.
  • a tube is held in an easy-to-manufacture, stepped, axially extending recess of the camshaft, which separates two spaces from one another, which, depending on the position of the shut-off device, enable the supply or discharge of oil into the camshaft or the phase converter.
  • the rooms are with radial holes connected to the camshaft, which in turn cooperate with lines which open into annular spaces of the shut-off element designed as a changeover valve.
  • the radial bores can be arranged at any point on the camshaft.
  • the phase converter only slightly protrudes from the drive end of the camshaft and can be assembled as a complete unit. If a phase converter is not to be installed, the camshaft can still be used by attaching a modified sprocket.
  • the camshaft which is usually made of a hard material, does not require any toothing or thread.
  • the device requires only a small amount of oil, since only the oil displaced from the chambers adjoining the pistons has to be renewed for moving the piston from a first to a second end position.
  • the emptying of the chambers after the internal combustion engine has been switched off is avoided in that oil-carrying lines are designed as risers which prevent oil from flowing back.
  • the actuation circuit for the device is part of the oil circuit of the internal combustion engine.
  • the lubrication circuit for the camshafts is connected to this actuation circuit in such a way that lubrication is retained in the event of a phase converter or shut-off device failure.
  • the device is still quiet when the internal combustion engine is operating, since there is no mechanical connection between the device and a hood covering it, such as, for example, components of the device centered in this hood.
  • a phase converter 2 at the drive end 3 is assigned to each of the two camshafts 1 serving as the inlet.
  • Each camshaft 1 is held in a plurality of bearings 4 which are connected to a lubrication circuit 5.
  • the oil circuit of the internal combustion engine comprises the lubrication circuit 5, an actuation circuit for adjusting the phase converter 2 and a lubrication circuit of a crankshaft 6, which is only indicated.
  • the phase converter 2 is essentially made up of the three commonly used elements that mesh with one another via toothings.On the one hand, it serves as a chain wheel 7, which serves to drive the camshaft 1, and into which an inner hub 9, which is a first, is the first External toothing 11 formed, oblique toothing 11 carries, is welded in.
  • the wheel 8 is connected via the first toothing 11 to a coupling member designed as a hydraulically loaded piston 12 on both sides via a corresponding, first oblique inner toothing 13 which is axially relative to the longitudinally and centrally in the camshaft 1 extending axis N is displaceable in two end positions E1, E2.
  • the piston 12 has a second, oblique external toothing 14 which engages in a corresponding toothing 16, formed as a second internal toothing 16, of a hollow shaft 17, which is connected to a flange 18 of the camshaft 1 In the inner hub 9, a cap 19 is inserted expresses.
  • the piston 12 divides a space 20 enclosed between the flange 18 and the hollow shaft 17 into a first chamber 21 and a second chamber 22.
  • the piston 12 is in a first end position E1, which is shown in FIG a first operating state, e.g. idling.
  • the sprocket 7 is axially fixed on the hollow shaft 17 by means of a prestressed spring ring 23. It lies half in a groove 24 of the sprocket 7 and the other half in a recess 25 of the hollow shaft 17, whose depth is at least twice as large as that of the groove 24.
  • the spring ring 23 is accessible via a plurality of mounting openings 26. If the wheel 8 is designed as a pulley, 18 sealing rings are inserted adjacent to the spring ring 23 and between the hollow shaft 17 and the flange.
  • the spring ring 23 is placed in the recess 25 in which it is due to its pretension half immersed.
  • the sprocket 7 is then pushed onto the hollow shaft 17, a molded bevel 27 completely pressing the spring ring 23 into the recess 25 before it lies halfway into this groove 24 when the recess 25 and groove 24 are covered.
  • the spring ring 23 can be circular or rectangular in cross section.
  • the chain wheel 7 is axially secured to the hollow shaft 17 by means of screws 28. These screws 28 are screwed into the thread of the hollow shaft 17 and are slidably guided in slots 30 of the sprocket 7 by means of guide sleeves 29. A small axial play A remains between the guide sleeve 29 and the wheel 8.
  • phase converter 2 is held in both embodiments with screw connections 31 in slots 32 of the hollow shaft 17 with sleeve nuts 33 against rotation.
  • the elongated holes 32 allow the phase converter 2 to be installed in the correct position, regardless of the position of the camshaft 1 which is secured against rotation for the installation.
  • the phase converter 2 can be completely preassembled before mounting on the camshaft 1.
  • a pin is inserted into a fitting bore 34 which penetrates the sprocket 7 and the hollow shaft 17 and secures the two parts against rotation.
  • the sprocket 7 is then axially fixed to the hollow shaft 17 with a spring ring 23 or the screws 28 and the guide sleeves 29 as already described.
  • the phase converter 2 is fastened to the flange 18 as a complete unit; the piston 12 is pushed onto a radial flange 35 of the camshaft.
  • the oil circuit of the internal combustion engine has a pump 40 which conveys oil from a reservoir 41 through a filter 42. From there, a branch 43 leads to a switching valve 44, to the crankshaft 6 of the internal combustion engine and, via an oil-supplying channel 45, to a changeover valve 46 arranged parallel to this channel 45 and to a downstream pressure reducing valve 47.
  • a pressure limiting valve 48 is connected between the filter 42 and the crankshaft 6 and limits the oil pressure supplied by the pump 40 to a maximum pressure PM. From the pressure reducing valve 47 branches off the lubrication circuit 5, which pressurizes the bearings 4 with a pressure P1, which is preferably less than the pressure PM.
  • the changeover valve 46 has integrated check valves 49, via which the channel 45 can be coupled to the phase converters 2.
  • a first and a second line 50 and 51 each lead from the changeover valve 46 to a separate bearing 52 of the camshafts 1.
  • a connection is made via ring channels 53 running in these bearings 52 to first and second bores 54 and 55 running radially in the camshafts 1.
  • a cylindrical, stepped recess 60 which extends from the end 3 in a rotationally symmetrical manner to the axis N, is introduced. It has a first diameter D1 from the end 3 to immediately behind the first bore 54, then a second, smaller diameter D2 between the bores 54, 55 and from there to a further smaller diameter D3 immediately behind the second bore 55.
  • a tube 61 is held as a cylindrical body, which is widened radially at the end 3 to the diameter D1 and otherwise has the diameter D2.
  • the tube 61 thus separates an annular outer space 62 within the recess 60, into which the first bore 54 opens and which is connected at the end 3 to the first chamber 21 via an almost radial connecting bore 63.
  • the second bore 55 cuts the recess 60 in the area of the diameter D3 and is connected to an interior 64 running inside the tube 61.
  • a built, hollow camshaft 1 is shown, in which a bush 65 is inserted.
  • the tube 61 is held at the end 3 in a clamping ring 66 and in the bush 65.
  • the flange 18 is formed in one piece with the radial flange 35 and pushed separately onto the camshaft 1.
  • the second bore 55 runs partially in the bush 65 and is in turn connected to the interior 64.
  • the outer space 62 formed between the tube 61 and the recess 60 connects the first bore 54 to the first chamber 21.
  • FIG. 2a The modification shown in FIG. 2a is identical to FIG. 1a with regard to the mounting of the tube 61 in the bush 65, but the flange 18 is inserted in one piece with a sleeve 67 into the assembled camshaft 1.
  • the pump 40 pumps oil from the reservoir 41 through the filter 42 to the branch 43.
  • the switching valve 44 is switched on or off by an electronic control unit 70 depending on the input signals load and speed of the internal combustion engine. In the switched-off state, no oil gets from the branch 43 via the switching valve 44 to the switching valve 46. This is spring-loaded in a first position S1, which corresponds to the end position E1 of the piston 12.
  • the oil conveyed with pressure through the channel 45 along the arrows shown opens the check valves 49, so that the oil via first annular spaces 71 into the first lines 50 and from there into the first holes 54 flows.
  • the pressure acts from the bore 54 through the outer space 62 and the connecting bore 63 on the first chamber 21 and holds the piston 12 in its first end position E1 (FIG. 3).
  • the control unit 70 switches the switching valve 44 on, so that oil flows from the branch 43 through the switching valve 44 to the switching valve 46 and shifts it to a second position S2, which corresponds to the end position E2 of the piston 12.
  • the oil flowing into the second annular spaces 72 via the check valves 49 now reaches the second bores 55 via the second lines 51. From there, the pressure acts on the second chamber 22 through the interior 64.
  • the oil flows out of the open end of the tube 61 into a cavity 73 formed by the radial flange 35 and the cap 19 and from there via openings 74 in the piston 12 into the second chamber 22.
  • This piston 12 is axially displaced into the second end position E2, with the oblique toothings 11, 13 and 14, 16 the sprocket 7 is rotated relative to the camshaft 1. Rotational displacements occur in the phase converters 2 between the components bordering on sliding surfaces F.
  • the pump 40 When the engine is operating at low speeds, the pump 40 does not deliver a maximum pressure PM. Should it still be necessary to move the piston 12, the check valves 49 cause the annular spaces 71, 72 to be filled in batches. As a result, the piston 12 is shifted in stages from one end position to the other.
  • each camshaft 1 can each be assigned their own actuation circuit.
  • Each camshaft 1 is assigned a channel 45, a changeover valve 46 with a check valve 49 and a pressure reducing valve 47.
  • no separate bearing point 52 is required to ensure the supply and discharge of oil into the camshaft 1.
  • the radial first and second bores 54, 55 are arranged at locations of the camshaft 1 which are supported in the bearings 4.
  • the bearings 4 are each designed as an upper and lower half 4a, 4b in an upper part 80 and a lower part 81 of a bearing frame 82 for camshafts.
  • Channels 83, 84 run in the upper part 80 as part of the lubrication circuit 5. From the channel 83 located downstream of the pressure reducing valve 47 and running parallel to the axis N in the upper part 80, channels 84 branch off at right angles in a transverse plane Q to each bearing 4.
  • Bores 85 receive screw connections 86 for fastening the upper part 80 to the lower part 81.
  • the channels 84 are guided in a ring around the bores 85 lying between the axis N and the channel 83, so that the oil with the pressure P1 adjacent to the transverse plane Q supplies the bearing 4 in its upper half 4a via two lubrication openings 87.
  • the supply of the outer space 62 and the inner space 64 takes place in an analogous manner to the first two embodiments of the invention, but the line 50 leading to the first bore 54 is arranged in a first bearing 4 and the line 51 leading to the second bore 55 is arranged in a second, adjacent to the first bearing 4.
  • the lower halves 4b each have a groove 88 which, according to FIG.
  • the bearing frame 82 is fastened on the side of a cylinder head 89 facing away from the combustion chambers, in which part of the lines 50, 51 of the actuation circuit are arranged.
  • the parts of the lubrication circuit 5 and the actuation circuit arranged in a bearing 4 and thus also the different oil pressures P1, PM are separated from one another.
  • the camshaft 1 can be used in the modified form according to FIGS. 1a and 2a.
  • the length of the bush 65 is carried out in accordance with the distance between two adjacent bearings 4.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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  • Valve-Gear Or Valve Arrangements (AREA)

Claims (21)

  1. Dispositif destiné à faire varier automatiquement la position de rotation relative de deux arbres dans un moteur à combustion, comportant au moins un arbre à came (1) tournant par rapport à un vilebrequin (6) l'entraînant, en fonction de paramètres du moteur à combustion et comportant une roue (8) entraînant l'arbre à came (1), portant une première denture (11), laquelle roue agit, par l'intermédiaire d'un organe d'accouplement conçu à la manière d'un piston (12) hydraulique, sollicité par un circuit d'huile, coulissant axialement au moins dans deux positions de fin de course (E1, E2), sur une seconde denture (16) reliée à l'arbre à came (1), caractérisé en ce que l'organe d'accouplement se présente sous la forme d'un piston hydraulique à double effet, que la première denture (11) se présente sous la forme d'une première denture extérieure (11) qui coopère avec une première denture intérieure (13) correspondante de l'organe d'accouplement, et en ce que la seconde denture (16) est reliée de façon amovible à l'arbre à came et se présente sous la forme d'une seconde denture intérieure (16) qui coopère avec une seconde denture extérieure (14) correspondante de l'organe d'accouplement.
  2. Dispositif selon la revendication 1, caractérisé en ce que la seconde denture (16) est prévue dans un arbre creux (17) qui est relié de manière amovible avec l'arbre à came (1).
  3. Dispositif selon la revendication 2, caractérisé en ce que l'arbre creux (17) est fixé axialement sur l'arbre à came (1), de manière à ne pas pouvoir tourner, au moyen d'assemblages à vis (31) et ces assemblabes (31) traversent des trous allongés (32) pratiqués dans l'arbre creux (17).
  4. Dispositif selon la revendication 2, caractérisé en ce que le piston (12) partage en deux chambres (21,22), un volume (20) qui est formé entre l'arbre à came (1) et l'arbre creux (17).
  5. Dispositif selon la revendication 2, caractérisé en ce que la roue (8) est maintenue axialement sur l'arbre creux (17).
  6. Dispositif selon la revendication 5, caractérisé en ce que la roue (8) est maintenue axialement sur l'arbre creux (17), au moyen d'un anneau-ressort (23) précontraint radialement.
  7. Dispositif selon la revendication 6, caractérisé en ce que l'anneau-ressort (23) est placé pour moitié dans une rainure (24) de la roue (8) et pour moitié dans une partie tournée (25) de l'arbre creux (17).
  8. Dispositif selon la revendication 4, caractérisé en ce que la roue (8) est fixée axialement sur l'arbre creux (17) au moyen de vis (28), ces vis (28) traversant des trous allongés (30) pratiqués dans la roue (8), au moyen de douilles de guidage (29).
  9. Dispositif selon la revendication 8, caractérisé en ce qu'il reste un jeu axial (A) réduit entre les douilles de guidage (29) et la roue (8).
  10. Dispositif selon une ou plusieurs des revendications précédentes présentant un évidement axial, prévu dans l'extrémité, voisine de l'arbre creux, de l'arbre à came, lequel évidement communique avec le circuit d'huile et présentant un organe d'arrêt qui commande le remplissage et la vidange d'huile des chambres, caractérisé en ce qu'un corps cylindrique (tube 61), placé dans l'évidement (60), sépare un volume extérieur (62) en forme d'anneau circulaire, qui dans une première position (S1) de l'organe d'arrêt (soupape de commutation 46) relie la première chambre (21) pour le remplissage avec un premier alésage (54), raccordé au circuit d'huile, de l'arbre à came (1).
  11. Dispositif selon la revendication 10, caractérisé en ce que dans une seconde position (S2) de la soupape de commutation (46), la première chambre (21) est reliée au premier alésage (54) en vue de la vidange.
  12. Dispositif selon la revendication 11, caractérisé en ce que dans la première et dans la seconde position (S1 et S2), la seconde chambre (22) est reliée au moyen d'un volume intérieur (64), entouré par le tube (61), avec un second alésage (55), raccordé au circuit d'huile, de l'arbre à came (1).
  13. Dispositif selon la revendication 12, caractérisé en ce que la soupape de commutation (46) est parallèle à un canal (45) conduisant l'huile, du circuit d'huile et comporte des volumes annulaires (71, 72) qui, dans la première ou la seconde position (S1 ou S2) avec les premières ou les secondes conduites (50 ou 51), sont raccordés respectivement au premier ou au second alésage (54, 55).
  14. Dispositif selon la revendication 13, caractérisé en ce que des soupapes de non-retour (49) sont prévues entre le canal (45) et les volumes annulaires (71, 72).
  15. Dispositif selon une ou plusieurs des revendications précédentes, caractérisé en ce que le canal (45) débouche en aval de la soupape de commutation (46) dans un réducteur de pression (47) qui est relié à des paliers (4) de l'arbre à came (1), par un circuit de lubrification (5).
  16. Dispositif selon une ou plusieurs des revendications précédentes, caractérisé en ce que le canal (45) présente en amont de la soupape de commutation (46), une dérivation (43) qui est reliée à une pompe (40), à la soupape de commutation (46), à une soupape de manoeuvre (44) et au circuit de lubrification du vilebrequin (6) du moteur à combustion.
  17. Dispositif selon une ou plusieurs des revendications précédentes, caractérisé en ce que la soupape de manoeuvre (44) fait passer la soupape de commutation (46) d'une position (S1 ou S2) dans l'autre position (S2 ou S1), en fonction de signaux d'entrée d'un appareil de commande (70).
  18. Dispositif selon une ou plusieurs des revendications précédentes comportant au moins deux arbres à cames, caractérisé en ce qu'à chaque arbre à came est associée une soupape de commutation (46) avec une soupape de non-retour (49) et un canal (45) avec un réducteur de pression (47).
  19. Dispositif selon la revendication 12, caractérisé en ce que l'évidement (60) présente un premier diamètre (D1) depuis l'extrémité (3) le long d'un axe (N) jusque derrière le premier alésage (54), un deuxième diamètre (D2), plus petit, entre les alésages (54, 55) et un troisième diamètre (D3), encore plus petit, à partir de là jusque derrière le second alésage (55).
  20. Dispositif selon la revendication 12, caractérisé en ce que les premiers et les seconds alésages (54, 55) sont prévus à l'intérieur d'un point d'appui (52) particulier de l'arbre à came (1).
  21. Dispositif selon la revendication 12, caractérisé en ce que le premier alésage (54) débouche dans une rainure (88) d'un premier palier (4) de l'arbre à came (1) et en ce que le second alésage (55) débouche dans une rainure (88) d'un second palier (4) voisin du premier.
EP91111200A 1990-07-28 1991-07-05 Procédé pour changer la position angulaire des arbres d'un moteur à combustion interne Expired - Lifetime EP0469334B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4024056A DE4024056C1 (fr) 1990-07-28 1990-07-28
DE4024056 1990-07-28

Publications (3)

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EP0469334A1 EP0469334A1 (fr) 1992-02-05
EP0469334B1 EP0469334B1 (fr) 1994-03-09
EP0469334B2 true EP0469334B2 (fr) 1997-04-09

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EP91111200A Expired - Lifetime EP0469334B2 (fr) 1990-07-28 1991-07-05 Procédé pour changer la position angulaire des arbres d'un moteur à combustion interne

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US (1) US5170756A (fr)
EP (1) EP0469334B2 (fr)
JP (1) JP3140093B2 (fr)
DE (2) DE4024056C1 (fr)

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JPH04191406A (ja) * 1990-11-26 1992-07-09 Atsugi Unisia Corp 内燃機関のバルブタイミング制御装置
DE4218078C5 (de) * 1992-06-01 2006-07-13 Schaeffler Kg Vorrichtung zur selbsttätigen, kontinuierlichen Winkelverstellung zwischen zwei in Antriebsverbindung stehenden Wellen
US5615648A (en) * 1992-07-25 1997-04-01 Robert Bosch Gmbh Electro-hydraulic adjusting device
DE59302331D1 (de) * 1992-08-13 1996-05-30 Bayerische Motoren Werke Ag Hubkolben-Brennkraftmaschine mit zwei Gaswechselventilen je Zylinder
JP3014893B2 (ja) * 1993-05-19 2000-02-28 株式会社デンソー バルブタイミング調整装置
JP3374475B2 (ja) * 1993-11-16 2003-02-04 株式会社デンソー バルブタイミング調整装置
IT1281881B1 (it) * 1995-05-11 1998-03-03 Carraro Spa Dispositivo meccanico per variare la fase fra albero motore ed un albero a camme di un motore a combustione interna.
DE19620744B4 (de) * 1995-06-07 2006-02-02 Volkswagen Ag Vorrichtung zur Beeinflussung der Steuerzeiten an einer Brennkraftmaschine
DE19529734A1 (de) * 1995-08-12 1997-02-13 Bayerische Motoren Werke Ag Vorrichtung zur Drehwinkelverstellung einer Welle relativ zu einem Antriebsrad, insbesondere Steuerwelle einer Brennkraftmaschine
JP2924777B2 (ja) * 1996-04-08 1999-07-26 トヨタ自動車株式会社 内燃機関のバルブタイミング可変機構
JP3284888B2 (ja) * 1996-07-03 2002-05-20 トヨタ自動車株式会社 内燃機関の油通路構造
JP3834890B2 (ja) * 1996-10-15 2006-10-18 トヨタ自動車株式会社 内燃機関のバルブ特性制御装置
DE19813642A1 (de) * 1998-03-27 1999-09-30 Schaeffler Waelzlager Ohg Vorrichtung zur Steuerung einer Brennkraftmaschine
JP2003278518A (ja) * 2002-03-26 2003-10-02 Aisin Seiki Co Ltd エンジンの潤滑油供給装置
DE10346446A1 (de) * 2003-10-07 2005-05-12 Daimler Chrysler Ag Nockenwellenversteller für eine Brennkraftmaschine mit Hydraulikmittelführungen
DE102005026247A1 (de) * 2005-06-08 2006-12-14 Schaeffler Kg Nockenwellentrieb für eine Brennkraftmaschine eines Kraftfahrzeugs
DE102006024793A1 (de) * 2006-05-27 2007-11-29 Mahle International Gmbh Nockenwelle
GB2467943A (en) * 2009-02-23 2010-08-25 Mechadyne Plc I.c. engine double overhead camshaft phasing system
DE102011012149A1 (de) * 2011-02-24 2012-09-13 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Zylinderkopf für eine Verbrennungskraftmaschine
JP6007746B2 (ja) 2012-11-20 2016-10-12 アイシン精機株式会社 作動油供給装置

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Also Published As

Publication number Publication date
DE4024056C1 (fr) 1991-09-19
US5170756A (en) 1992-12-15
JP3140093B2 (ja) 2001-03-05
DE59101147D1 (de) 1994-04-14
JPH04232315A (ja) 1992-08-20
EP0469334B1 (fr) 1994-03-09
EP0469334A1 (fr) 1992-02-05

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