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EP1596040B1 - Nockenwellenversteller - Google Patents

Nockenwellenversteller Download PDF

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Publication number
EP1596040B1
EP1596040B1 EP05005812A EP05005812A EP1596040B1 EP 1596040 B1 EP1596040 B1 EP 1596040B1 EP 05005812 A EP05005812 A EP 05005812A EP 05005812 A EP05005812 A EP 05005812A EP 1596040 B1 EP1596040 B1 EP 1596040B1
Authority
EP
European Patent Office
Prior art keywords
camshaft
pressure medium
camshaft adjuster
adjuster
medium distributor
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.)
Active
Application number
EP05005812A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1596040A2 (de
EP1596040A3 (de
Inventor
Andreas Strauss
Viktor Lichtenwald
Andreas Röhr
Jochen Auchter
Jens Hoppe
Rainer Ottersbach
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Schaeffler KG filed Critical Schaeffler KG
Publication of EP1596040A2 publication Critical patent/EP1596040A2/de
Publication of EP1596040A3 publication Critical patent/EP1596040A3/de
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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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • 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
    • F01L2001/34433—Location oil control valves

Definitions

  • the invention relates to a camshaft adjuster for adjusting and fixing the phase position of a camshaft of an internal combustion engine with respect to a phase angle of the crankshaft with a drive shaft driven by the crankshaft, a camshaft fixed output member which is mounted on a camshaft or an extension of the camshaft and that of the drive wheel via a hydraulic actuator is driven, wherein the actuator consists of at least one pair of mutually working hydraulic pressure chambers and wherein the pressure chambers are supplied via a pressure medium distributor and pressure medium lines with pressure medium.
  • camshafts are used to actuate the gas exchange valves.
  • the camshaft is mounted in the internal combustion engine such that mounted on her cam to cam followers, for example, bucket tappets, rocker arms or rocker arms abut.
  • cam followers for example, bucket tappets, rocker arms or rocker arms abut.
  • the cams roll on the cam followers off, in turn, actuate the gas exchange valves. Due to the position and shape of the cam thus both the opening period and amplitude but also the opening and closing time of the gas exchange valves is set.
  • valve lift and valve opening duration should be variable, up to the complete shutdown of individual cylinders.
  • concepts such as switchable cam followers or electrohydraulic or electric valve actuations are provided.
  • it has been found to be advantageous to be able to influence the opening and closing times of the gas exchange valves during operation of the internal combustion engine. It is also desirable to be able to influence the opening and closing times of the intake or exhaust valves separately in order to be able to set a defined valve overlap, for example, in a targeted manner.
  • the specific fuel consumption can be reduced, the exhaust behavior positively influenced, the engine efficiency, the maximum torque and the maximum power increases become.
  • the described variability in the gas exchange valve timing is accomplished by a relative change in the phasing of the camshaft to the crankshaft.
  • the camshaft is usually via a chain, belt, or gear drive in direct drive connection with the crankshaft.
  • a camshaft adjuster is mounted, which transmits the torque from the crankshaft to the camshaft.
  • this device is designed such that during operation of the internal combustion engine, the phase angle between the crankshaft and camshaft securely held and, if desired, the camshaft can be rotated in a certain angular range relative to the crankshaft.
  • the seat of modern camshaft adjuster is generally located at the drive end of the camshaft. It consists of a crankshaft fixed drive wheel, a camshaft fixed output part and a torque transmitting from the drive wheel to the output part adjustment mechanism.
  • the drive wheel may be designed as a chain, belt or gear and is rotatably connected by means of a chain, a belt or a gear drive with the crankshaft.
  • the adjustment mechanism can be operated electrically, hydraulically or pneumatically.
  • the drive wheel is connected to a piston via a helical gear in conjunction. Furthermore, the piston is also connected to the output part via a helical toothing.
  • the piston separates a cavity formed by the driven part and the drive wheel into two pressure chambers arranged axially relative to one another. If now one pressure chamber is acted on by a hydraulic medium, while the other pressure chamber is connected to an oil outlet, the piston shifts in the axial direction. This axial displacement causes by means of the two helical gears a relative rotation of the drive wheel to the output part and thus the camshaft to the crankshaft.
  • the drive wheel is rotatably connected to a stator.
  • the stator and the output part are arranged concentrically with each other.
  • the radial gap between these two components takes at least one, but usually several, spaced in the circumferential direction Cavities up.
  • the cavities are limited pressure-tight in the axial direction by side walls.
  • a connected to the output part wing extends. This wing divides each cavity into two pressure chambers.
  • camshaft adjuster sensors detect the characteristics of the engine such as the load condition and the speed. These data are fed to an electronic control unit, which controls the adjustment motor of the camshaft adjuster or the inflow and outflow of hydraulic fluid to the various pressure chambers after comparing the data with a characteristic field of the internal combustion engine.
  • the axial position of the camshaft in the cylinder head of an internal combustion engine is determined by a double-acting thrust bearing. Ideally, this is located at the camshaft adjuster end of the camshaft. As a result, displacements of the control drive plane are avoided by thermal elongation of the camshaft under operating conditions.
  • Such a thrust bearing is for example from the DE 199 58 629 A1 known.
  • the thrust bearing consists of a one-piece with the camshaft running circumferential radial web, which engages in an annular circumferential groove of a bearing shell.
  • This embodiment of an axial bearing of the camshaft is not suitable when using a camshaft adjuster with a central valve, which is controlled by a central magnet, since large tolerances result from the interplay of different components between the camshaft axial bearing and central magnet. Therefore, a central magnet with a large stroke is required, whereby the axial length of the camshaft adjuster is considerably increased.
  • a device for changing the timing of gas exchange valves of an internal combustion engine wherein the camshaft thrust bearing is formed on the side facing away from the cam of the camshaft adjuster.
  • a pressure medium adapter is connected by means of a fastening screw with a camshaft fixed component of the camshaft adjuster.
  • a radially extending collar is formed at the side facing away from the camshaft adjuster side of the pressure medium adapter.
  • a washer is additionally arranged.
  • the collar of the pressure medium adapter and the washer form a ring on the outer circumferential surface of the pressure medium adapter circumferential groove in which engages a cylinder head fixed component, such as the cylinder head itself, a bearing bridge or a housing part.
  • a cylinder head fixed component such as the cylinder head itself, a bearing bridge or a housing part.
  • This embodiment of an axial bearing of a camshaft by a washer and a pressure medium adapter which is mounted on the side facing away from the cam of the camshaft adjuster allows the use of a mounted within the camshaft or the rotor of the camshaft adjuster central valve. Due to the small number of components between the camshaft thrust bearing and the central magnet necessary for the adjustment of the central valve, the tolerance chain and thus the stroke and thus the axial length of the central magnet can be reduced in this solution.
  • the disadvantage of this embodiment is the large number of components required for the axial bearing of the camshaft. This leads to higher costs and weight of the additional components to an increased assembly costs. In addition, assembly errors, such as the accidental omission of the washer, possible.
  • the invention is therefore based on the object to avoid these disadvantages and to provide a camshaft adjuster with a coaxial with the camshaft arranged pressure medium distributor, wherein the tolerance chain between camshaft thrust bearing and pressure distributor is shortened and the number of components of the camshaft bearing is minimized.
  • this object is achieved in that the pressure medium distributor and the camshaft adjuster together with a cylinder-head-fixed component form a camshaft thrust bearing.
  • a cylinder-head-fixed component may be the cylinder head-fixed component, for example, the cylinder head itself, a bearing bridge or a housing part.
  • a camshaft adjuster is non-rotatably attached to a hollow portion of an at least partially hollow camshaft.
  • the camshaft passes through the central bore of the output part of the camshaft adjuster, wherein it extends in the axial direction over the region of the camshaft adjuster.
  • an extension of the camshaft passes through the camshaft adjuster, which is why in the following camshaft either a camshaft or an extension thereof is understood.
  • the camshaft adjuster consists essentially of a drive wheel, a driven part and various housing parts, wherein at least two mutually acting pressure chambers are formed within these housing parts.
  • the output member is in the present invention form-, friction, force or materially secured to the camshaft.
  • the camshaft is hollow at the front end, which passes through the camshaft adjuster.
  • a pressure medium distributor is arranged inside the camshaft.
  • the pressure medium distributor directs the two counteracting pressure chambers to pressure medium.
  • the pressure medium distributor can be designed either as a pressure medium adapter or as a central valve. Is the pressure medium distributor as Running central valve, this is advantageously operated by a subsequent directly to the central valve electromagnetic actuator.
  • the pressure medium distributor projects beyond the camshaft on the side facing away from the cam of the camshaft adjuster in the axial direction and is connected with this force, material or positive fit.
  • At the protruding from the camshaft end face of the pressure medium distributor is provided with a radially extending collar, which projects beyond the camshaft in the radial direction.
  • the number of components and thus the cost and assembly cost of the unit is minimized.
  • a central valve as a pressure medium distributor
  • the number of components, compared to a valve disposed outside the camshaft valve, from which the pressure chambers are supplied via a pressure medium adapter with pressure medium, can be further minimized. Since the central valve itself is part of the camshaft thrust bearing, the tolerance chain between the camshaft thrust bearing and central valve is reduced to a minimum, whereby the stroke of the central magnet, which controls the central valve, can be made small. Thereby The axial space of the central magnet and thus the entire unit can be minimized.
  • the object is achieved in that the pressure medium distributor alone, together with a cylinder head fixed component forms a camshaft thrust bearing.
  • an at least partially hollow camshaft passes through a bore of a camshaft adjuster.
  • the camshaft is hollow at its front end, which passes through the camshaft adjuster. Furthermore, this end of the camshaft projects beyond the camshaft adjuster in the axial direction.
  • the camshaft adjuster consisting essentially of a drive part, an output part and housing parts is attached to the camshaft in a force, friction, form or material fit.
  • a pressure medium distributor is introduced into the hollow portion of the camshaft.
  • the pressure medium distributor can be designed as a pressure medium adapter. In this case, it is provided with at least two pressure medium channels through which the camshaft adjuster is supplied with pressure medium via bores in the camshaft.
  • a central valve which consists essentially of a sleeve provided with holes and a control piston disposed within the sleeve. On protruding from the camshaft front end of the pressure medium distributor, this is formed with a radially extending collar, the collar projects beyond the camshaft in the radial direction.
  • the pressure medium distributor is positively, material or positively connected to the camshaft.
  • the drive-side end face of the camshaft is in the axial direction within a cylinder head fixed component, such as the cylinder head itself, a bearing bridge or a lid.
  • the cylinder head fixed component is provided with a bore in which the camshaft is arranged.
  • On the inner lateral surface of the bore an annular groove is formed, in which the radially projecting collar of the pressure medium distributor intervenes.
  • the radial collar of the pressure medium distributor forms in this way in cooperation with the cylinder head fixed component, the thrust bearing of the camshaft.
  • the driven part is pushed over the camshaft or the extension of the camshaft and positively, positively or materially connected thereto. Furthermore, the camshaft or the extension of the camshaft projects beyond the driven part in the axial direction on the side facing away from the cam of the camshaft adjuster.
  • the pressure medium distributor is arranged within the at least partially hollow camshaft and can be designed as a pressure medium adapter or advantageously as a central valve. In the case of a design as a central valve is provided to form the pressure medium distributor as a 4/3-way valve.
  • the pressure medium distributor is positively, positively, materially or by means of a screw fastened in the camshaft and projects beyond the camshaft in the axial direction.
  • the pressure medium distributor has on the side facing away from the camshaft adjuster a radially outwardly extending collar. It is provided that the collar forms a part of the thrust bearing relative to the cylinder head fixed component.
  • FIGS. 1a . 1 to 3 show a device for changing the timing of an internal combustion engine (camshaft adjuster 1). It is in the FIGS. 1 and 1 a the basic structure of a camshaft adjuster 1 shown in rotary piston design, while in FIG. 2 and 3 two camshaft adjuster according to the invention are shown in different installation variants. In the illustrated embodiment, the camshaft adjuster 1 is shown as Rotationskolbenversteller. Also conceivable, however, are other embodiments hydraulic powered camshaft adjuster 1 such. B. Axialkolbenversteller.
  • the camshaft adjuster 1 consists essentially of a drive wheel 2, a driven part 3 and two disc-shaped side walls 4 and 5.
  • the drive wheel 2 is designed in the illustrated embodiment as a sprocket, which is connected via a drive chain with a crankshaft, not shown. Also conceivable are embodiments in which the drive wheel 2 is designed as a belt wheel or gear, which is driven by a toothed belt or gear drive of the crankshaft.
  • the drive wheel 2 and the Stripping member 3 are arranged concentrically with each other, wherein the radially inner circumferential surface of the drive wheel 2 is provided with radial recesses 6, engage in the mounted on the driven part 3 bulges 7.
  • the bulges 7 may be extended webs or wings 8.
  • the wings 8 are in axially extending grooves which are formed in the lateral surface of the driven part 3, and are pressed by means of a compression spring 9 sealingly against the radially inner surfaces of the recesses 6 of the drive wheel 2.
  • first and the second side wall 4, 5 In the axial direction of the camshaft adjuster 1 is limited by the first and the second side wall 4, 5.
  • fastening means such as screws 10 are provided.
  • the drive wheel 2, the driven part 3, the first and the second side wall 4, 5 form a plurality of separate pressure chambers, which are divided by the wings 8 in each case in two oppositely acting pressure chambers 12, 13.
  • the first pressure chambers 12 are supplied with pressure medium and the second pressure chambers 13 connected to a pressure medium reservoir, not shown, so the blades attached to the rotor 8 are moved so that the volume of the first pressure chambers 12 larger and that of the second pressure chambers 13 becomes smaller.
  • the rotor is rotated relative to the camshaft 11 such that the gas exchange valve opening times are shifted, for example, to an earlier point in time.
  • the supply of the second pressure chambers 13 with pressure medium and the simultaneous connection of the first pressure chambers 12 with the pressure medium reservoir causes an adjustment of the gas exchange valve opening times to a later date.
  • the camshaft adjuster 1 In order to prevent the wings 8 of the camshaft adjuster 1 in phases of insufficient pressure medium supply, such as during the starting phase of the internal combustion engine, oscillate uncontrollably between their end positions, the camshaft adjuster 1 is provided with an in FIG. 2 illustrated locking device 14 is provided, the output part 3 in these periods holds in a defined phase to the drive wheel 2.
  • a cartridge 15 In an axial bore of the driven part 3, a cartridge 15 is arranged, which is supported on the first side wall 4.
  • the cartridge 15 is provided with an axially extending projection about which a coil spring 16 is disposed.
  • the coil spring 16 acts on a cup-shaped piston 17 with a force in the direction of the second side wall 5 in which a link 18 is formed.
  • the piston 17 In phases insufficient pressure medium supply, the piston 17 is held by the spring force in the link 18 and thus held a fixed phase relationship between the camshaft 11 and crankshaft. In order to deactivate the locking mechanism, engaging in the slot 18 end face of the piston 17 is acted upon by pressure medium, whereby the piston 17 is displaced against the spring force of the coil spring 16 in the axial bore of the driven part 3. In order to dissipate the leakage pressure accumulating between the piston 17 and the cartridge 15, radially extending recesses in the cartridge 15 and openings communicating therewith are provided in the first side wall 4.
  • the camshaft adjuster 1 is positively, positively, frictionally or cohesively mounted on a camshaft 11.
  • the camshaft 11 carries one or more cams 19 and passes through a bore 20 of the driven part 3, wherein it projects beyond the camshaft adjuster 1 on the side facing away from the cam 19 in the axial direction.
  • the camshaft 11 is executed at least at the front end, which passes through the camshaft adjuster 1, hollow.
  • a pressure medium distributor 21 is introduced within this cavity.
  • the pressure medium distributor 21 may be a pressure medium adapter which connects the pressure chambers 12, 13, which act against each other, to a pressure medium pump or to the pressure medium reservoir.
  • the pressure medium distributor 21 is designed as a central valve 22.
  • the central valve 22 consists of a sleeve-shaped valve body 23 and a valve piston 24.
  • the valve body 23 extends from the camshaft portion, which is encompassed by the camshaft adjuster 1, in the axial direction to over the drive-side end of the Camshaft 11 addition.
  • the outer diameter of the valve body 23 is substantially adapted to the inner diameter of the camshaft 11, and non-positively, material or positively connected thereto.
  • connection methods such as screw connection, press fit or gluing are specified here.
  • this is provided with a radially extending collar 42 which extends in the radial direction beyond the camshaft 11 also.
  • the outer circumferential surface of the valve body 23 is provided with a first, a second, a third and a fourth annular channel 25, 26, 27, 28, wherein the annular channels 25 to 28 are arranged axially spaced apart.
  • Each of the annular channels 25 to 28 is designed as a diameter reduction in the outer circumferential surface of the valve body 23 and communicates with each of a group of first to fourth openings 29, 30, 31, 32 which are inserted into the camshaft 11 and each with a group of in the valve body 23 introduced fifth to eighth openings 33, 34, 35, 36 which connect the annular channels 25 to 28 with the interior of the central valve 22.
  • one of the group of openings 33 to 36 and the respective associated annular channel 25 to 28 form a port 37, 38, 39, 40. Furthermore, which is located in the camshaft 11 end face of the valve body 23 provided with a ninth opening 41, which vents the interior of the valve body 23 into the cavity of the at least partially hollow camshaft 11.
  • a hollow valve piston 24 is arranged axially displaceable.
  • the valve piston 24 can be displaced in the axial direction via an adjusting element 43 of an adjusting device 44 against the restoring force of a spring 45 acting on the valve piston 24 and supporting it on the interior of the valve body 23.
  • the adjusting device 44 may be, for example, an electromagnet in which a permanent magnet connected to the adjusting element 43 is arranged. By varying the current supplied to the electromagnet, the position of the permanent magnet, Thus, the position of the actuating element 43 and thus the position of the valve piston 24 are selectively changed.
  • the outer circumferential surface of the valve piston 24 is provided with a fifth to seventh annular channel 46, 47, 48, which in turn are designed as a diameter reduction in the outer circumferential surface of the valve piston 24.
  • the fifth annular channel 46 is connected to the interior of the valve piston 24 via a tenth group of openings 49 and the seventh annular channel 48 via an eleventh group of openings 50.
  • the interior of the valve 24 is formed closed except for the tenth and eleventh openings 49, 50.
  • the valve piston 24 is cup-shaped.
  • the open end face of the valve piston 24 is pressure-tightly closed by means of a disc-shaped element 51, which bears against both the valve piston 24 and the actuating element 43.
  • the fifth annular channel 46 communicates via the tenth and eleventh openings 49, 50 with the seventh annular channel 48.
  • the fifth annular channel 46 is designed such that it communicates in each position of the actuator 44 first terminal 37.
  • FIG. 1 illustrated position of the valve piston 24 which is occupied by energizing the electromagnet of the actuator 44 with an average current
  • the seventh annular channel 48 communicates with neither the third nor with the fourth terminal 40, whereby the pressure fluid flow comes to a standstill and the current phase position between the camshaft 11th and crankshaft is held.
  • a current of maximum current flows through the electromagnet of the adjusting device 44.
  • the valve piston 24 is brought into a position that is maximally removed from the adjusting device 44.
  • the pressure medium via the first port 37, the fifth annular channel 46, the tenth and eleventh openings 49, 50 the seventh annular channel 48 and the fourth port 40 to the second pressure medium lines 53, from where they in the second pressure chambers 13 open.
  • the first pressure chambers 12 are connected via the first pressure medium lines 52, the third connection 39, the sixth annular channel 47 and the second connection 38 to the pressure medium reservoir. This causes an adjustment of the opening times of the gas exchange valves at a late time.
  • FIG. 2 shows a first installation situation of a camshaft adjuster 1 according to the invention.
  • the axial position of a camshaft 11 in the cylinder head of an internal combustion engine is determined by a double-acting thrust bearing. Ideally, this is located at the control drive end of the camshaft 11 to avoid displacement of the control drive plane by thermal elongation of the shaft under operating conditions.
  • the camshaft thrust bearing is formed by the output part 3 of the camshaft adjuster 1, the radially extending collar 42 of the valve body 23 and a cylinder head fixed component 55.
  • the cylinder head fixed component 55 may be the cylinder head itself, a bearing bridge or a housing part. The cylinder head fixed component 55 engages around the camshaft 11 in the region between the camshaft adjuster 1 and the radially extending collar 42.
  • the cylinder head fixed component 55 engages on its side facing away from the collar 42, the first side wall 4 of the camshaft adjuster 1 and is located on the driven part 3 at. An axial displacement of the camshaft 11 is effectively prevented by this arrangement.
  • the cylinder head fixed component 55 is designed so that it does not pass through the first side wall 4 of the camshaft adjuster 1 on the entire circumference of the camshaft 11 in order to ensure effective flow of the pressure medium.
  • the second thrust bearing surface is not formed on the output part 3 of the camshaft adjuster 1, but on the first side wall 4.
  • a bearing bridge is provided as the cylinder-head-fixed component 55, then it can be designed in one or two parts.
  • the camshaft adjuster 1 is first fixed on the camshaft 11 and inserted into the cylinder head.
  • the bearing bridge is pushed with a bearing bore over a free end of the camshaft 11.
  • the central valve 22 within the camshaft 11 force, substance or positively fixed. This can be done for example by means of a screw, a press fit or by gluing.
  • the camshaft 11 is inserted with fixed camshaft adjuster 1 and fixed central valve 22 in the lower shell.
  • the upper part of the bearing bridge is placed on the lower shell and connected thereto.
  • FIG. 3 shows a further possibility of the axial bearing of the camshaft 11.
  • the cylinder head fixed component 55 is provided with a bore 56.
  • the inner circumferential surface of the bore 56 is provided with an annular circumferential groove 57.
  • the camshaft 11 is in the bore 56 of the cylinder head fixed Component 55 arranged that the radially extending collar 42 of the valve body 23 engages in the annular circumferential groove 57 of the inner circumferential surface of the bore 56.
  • the cylinder head fixed component 55 is of course designed as a two-part component in this case.
  • the camshaft adjuster 1 is joined to the camshaft 11.
  • a lower shell of a bearing bridge is fixed in this case already on the cylinder head.
  • the camshaft 11 with the fixed camshaft adjuster 1 and the pressure medium distributor 21 is inserted into the cylinder head. Subsequently, the upper part of the bearing bridge is placed on the lower part via the free end of the camshaft 11. Finally, the upper and lower part are connected to each other, whereby the radially extending collar 42 together with the annular circumferential groove 57 results in the camshaft thrust bearing.

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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)
EP05005812A 2004-05-14 2005-03-17 Nockenwellenversteller Active EP1596040B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004023976 2004-05-14
DE102004023976 2004-05-14

Publications (3)

Publication Number Publication Date
EP1596040A2 EP1596040A2 (de) 2005-11-16
EP1596040A3 EP1596040A3 (de) 2008-08-27
EP1596040B1 true EP1596040B1 (de) 2010-10-13

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ID=34934322

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EP05005812A Active EP1596040B1 (de) 2004-05-14 2005-03-17 Nockenwellenversteller

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EP1596040A2 (de) 2005-11-16
US7243626B2 (en) 2007-07-17
CN1696476B (zh) 2011-06-08
EP1596040A3 (de) 2008-08-27
CN1696476A (zh) 2005-11-16
JP4563859B2 (ja) 2010-10-13
US20050252467A1 (en) 2005-11-17
CN1696475B (zh) 2011-01-05
CN1696475A (zh) 2005-11-16
DE502005010369D1 (de) 2010-11-25
US20070204824A1 (en) 2007-09-06
KR20060047845A (ko) 2006-05-18
JP2005325836A (ja) 2005-11-24
KR101179420B1 (ko) 2012-09-03
US7597076B2 (en) 2009-10-06

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