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EP0335083A1 - Device for the relative angular displacement between two geared shafts - Google Patents

Device for the relative angular displacement between two geared shafts Download PDF

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Publication number
EP0335083A1
EP0335083A1 EP89102105A EP89102105A EP0335083A1 EP 0335083 A1 EP0335083 A1 EP 0335083A1 EP 89102105 A EP89102105 A EP 89102105A EP 89102105 A EP89102105 A EP 89102105A EP 0335083 A1 EP0335083 A1 EP 0335083A1
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EP
European Patent Office
Prior art keywords
oil
camshaft
piston
control
drive
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.)
Granted
Application number
EP89102105A
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German (de)
French (fr)
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EP0335083B1 (en
Inventor
Wolfgang Dipl.-Ing. Speier
Josef Dipl.-Ing. Schmitz
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Daimler Benz AG
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Daimler Benz AG
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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

Definitions

  • the invention relates to a device according to the preamble of patent claim 1.
  • a device for changing the phase setting between a motor shaft and a control shaft in engines that have two separate control shafts for intake valves and exhaust valves is known, which allows to switch between two different timing settings.
  • Each of the two control time settings corresponds to an end position of a movable drive element which is connected to a motor shaft and a control shaft via couplings, at least one of which is provided with helical teeth and which causes the control shaft to rotate relative to the motor shaft by axial displacement.
  • the adjustment of the drive element in one of the end positions takes place by the pretensioning of a spring, the adjustment in the other end position via pressure oil from the engine oil circuit.
  • a centrifugally operated slide takes three different ones depending on the engine speed Positions in which he opens and closes oil drain holes accordingly and thus controls the oil pressure on the drive element. In a position of the slide opening an oil drain hole below a certain engine speed, only a spring force acts on the drive element, which holds the drive element in an end position.
  • the slide closes the oil drain hole due to the change in centrifugal force and the drive element is axially displaced into a second end position against the spring tension by the increasing engine oil pressure, a relative rotation taking place between the engine shaft and the control shaft and thereby achieving a timing adjustment that is adapted to this engine operating state becomes.
  • the slide is moved into a position which enables oil to drain again. Due to the spring force, the drive member is moved back into its first end position with a corresponding relative rotation. The drive element is adjusted in the same way when the engine speed falls below the threshold values.
  • DE-OS 33 16 162 shows a comparable device, only with the difference that the actuation of the drive member is not controlled by centrifugal forces, but the slide controlling the oil flow can be actuated electromagnetically.
  • the drive element At low engine speeds, for example when idling, the oil pressure is too low to cause an adjustment. For this reason, the drive element must be brought into the position corresponding to this operating state by spring force.
  • a spring force can prevent an adjustment of the drive member by pressure oil in the periods in which an inhibiting camshaft torque is present at a low engine speed and consequently also a low oil pressure, so that an adjustment can only take place intermittently when the camshaft torque is driving.
  • the helical toothing In order to avoid the undesired resetting of the drive element caused by the spring force together with the camshaft torque, the helical toothing must be designed to be self-locking, that is to say with a flat helix angle. However, such a helix angle only allows a short adjustment path, ie the relative angle adjustment between the engine shaft and the control or camshaft is small and thus also the influence of a change in the timing.
  • the object of the invention while avoiding the disadvantages mentioned, is to design a device of the generic type in such a way that the compact design enables an angular adjustment to be carried out safely and quickly over a wide range, regardless of the oil pressure.
  • a sprocket On a sprocket carrier designed as a hollow shaft with an internal helical toothing, a sprocket is attached, which is driven by the crankshaft via a chain connection.
  • a sprocket carrier In the sprocket carrier is a with a corresponding outer helical toothing adjusting piston axially movable. Via its likewise oblique internal toothing, this piston is axially displaceably connected to an external helical toothing of a hollow flange shaft which is firmly connected to the camshaft.
  • Sprocket carrier, camshaft and flange shaft together form an annular cavity, which is divided into two working spaces by the actuating piston.
  • a control piston In the hollow flange shaft, a control piston is arranged, which is held by a spring in one of these working positions and by an armature of a machine-fixed electromagnet, which is firmly connected to it, in the other working position against the spring force and which, depending on its position, supplies pressure oil from the engine oil circuit via the oil hole in the camshaft, an annular space formed by the control piston and oil supply holes to one of the two working spaces.
  • this control piston blocks the outflow of oil from this work space, but releases the oil outflow from the second work space, which is closed off from the oil supply, for emptying it via a longitudinal bore in the interior of the control piston and a bore in the camshaft.
  • the actuating piston is only adjusted hydraulically in both directions and does not require any special spring force to reset it.
  • no spring force has to be overcome and a larger actuating torque can be achieved as a result. Since the respective pressurized working space is sealed off from oil drainage, there is no constant oil flow. An oil flow only takes place in the periods when the respective work area is emptied, i.e. during an adjustment process until one of the two work positions is reached.
  • the electromagnet In the basic position, the electromagnet is de-energized and the control piston is held in one end position by the spring. After switching on the magnet, the control piston is moved into the other end position against the spring force. As a result of the supply of pressure oil into one of the two working spaces, the actuating piston is axially displaced and, via the helical teeth, rotates the flange shaft - and thus also the camshaft - relative to the chain wheel driven by the crankshaft. Due to the axial displacement of the control piston, oil is pushed out of the other working area and delivered to the engine oil circuit. When the electromagnet is switched off, the control piston returns to its starting position with the aid of the spring force, releases the oil drain from the previously pressurized working chamber and supplies pressure oil to the other working chamber. Through this renewed setting process, the previously made relative rotation is reversed again.
  • FIG 1 shows an adjustment device according to the invention.
  • the actuating piston 6 in turn has helical teeth 7 on its inside, via which it is also axially displaceable and rotatable by means of external helical teeth 8 with a flange shaft 9. This flange shaft 9 is fastened to a camshaft 11 via a screw connection 10.
  • the sprocket carrier 3 is rotatably supported on the camshaft end 12 of the flange shaft 9 and on a cover 14 facing a part 13 fixed to the engine housing.
  • Sprocket carrier 3 and flange shaft 9 and camshaft 11 together with the cover 14 form an annular space which is divided into two working spaces 15 and 16 by the longitudinally displaceable adjusting piston 6.
  • An axial displacement of the actuating piston 6 causes a relative rotation of the flange shaft 9 and thus also of the camshaft 1 with respect to the chain wheel 1, ie with respect to the crankshaft, via the two helical gears 2, 4 and 7, 8.
  • the distribution of a helical toothing on the two helical teeth 2, 4 and 7, 8 shown here allows a reduction in the helix angle of each of the individual helical teeth with the same longitudinal adjustment path. In this way, a large range for the angle adjustment can be achieved with a short axial adjustment distance. This fact allows a short and space-saving design of the adjustment device.
  • the helix angles of the two helical gears 2, 4 and 7, 8 are chosen to be identical, which allows production with the same tool in the same clamping and thus enables faster production and increases the concentricity.
  • a control piston 17 is inserted in the direction of its longitudinal axis with a circumferential oil groove 18, which is pressed into its basic position in the direction of the camshaft 11 by a spring 20 supported on one end 19 of the flange shaft 9.
  • an armature 21 of a machine-fixed electromagnet 22 is connected to the latter via a screw connection 23.
  • the electromagnet 22 is designed as a ring magnet in which the armature 21 is immersed in a freely rotatable manner.
  • the electromagnet is electrically connected to a control unit, not shown here, via a connection 24.
  • the rotating armature 21 When an electrical voltage is applied to the electromagnet 22 by the control device, the rotating armature 21 is moved in the direction of the electromagnet 22 and thereby brings the control piston 17 firmly connected to it against the force of the spring 20 from its basic position into the working position in which the control piston 17 abuts on a surface 25 of the flange shaft 9 opposite the camshaft 11.
  • the position of this surface 25 is selected so that the axial adjustment path of the control piston 17 is limited such that the armature 21 does not come into contact with a housing part of the electromagnet 22 in its working position. In this way, there is no friction between the rotating armature 21 and the fixed housing.
  • the control piston 17 remains in this Working position, as voltage is applied to the electromagnet 22 and only returns to its basic position in the direction of the camshaft 11 after this voltage has been switched off, actuated by the force of the spring 20.
  • the control piston 17 - held by the force of the spring 20 - is in its basic position shown here.
  • a connecting bore 27 and a flange shaft oil bore 28 with a circumferential annular groove 29 lubricating oil passes under pressure from the engine oil circuit into the circumferential oil groove 18 of the control piston 17.
  • the flange shaft 9 is connected to the oil groove 18 in this control piston position standing radial oil supply bore 30 to the first working space 16.
  • the position of the control piston 17 closes the oil drain hole 31 from this working space 16, so that the actuating piston 6 is brought into its basic position facing away from the camshaft 11 by the oil pressure.
  • FIG. 2 the device according to the invention according to FIG. 1 can be seen in its working position.
  • the single ones Parts correspond to those in FIG. 1 and the same parts also have the same reference numerals as in FIG. 1.
  • the electromagnet 22 When actuated by the control device, the electromagnet 22 pulls the armature 21 and the control piston 17 connected to it against the force of the spring 20 to such an extent that the shoulder rests against a surface 25 of the flange shaft 9 opposite the camshaft 11.
  • Pressure oil from the engine oil circuit passes from the oil longitudinal bore 26 of the camshaft 11, as described above, into the circumferential oil groove 18 of the control piston 17. Due to the changed position of the control piston 17, the oil supply bore 30 to the working chamber 16 is closed, but the oil drain bore 31 is open. Oil located in the working space 16 can be expressed into the channel 37 via the bore 31 and a control piston space 38 on the camshaft side during the adjustment movement of the actuating piston 6 and can be returned to the engine oil circuit.
  • control piston 17 with its circumferential oil groove 18, as well as the arrangement of the oil supply and oil drain holes 30, 32 and 31, 33 with respect to the control piston ensures a short travel of the control piston 17 for actuating the angle adjustment device and therefore only requires one in terms of dimensions and power consumption of small electromagnets 22.
  • the actuating time can also be kept short.
  • This advantageous small adjustment path is achieved in that the width of the circumferential oil groove 18 of the control piston 17 between its two control edges 41 and 42 is greater than the distance between the two mutually facing control edges 43 and 44 of the oil supply holes 30 and 32. This corresponds to an intersecting Oil flow in a certain, short period of time during the adjustment process.
  • the adjustment path of the control piston 17 in the longitudinal direction of the camshaft axis must therefore be at most as large as the diameter of the oil supply bores 30, 32.
  • FIG. 3 shows an enlarged section through the actuating piston 6 from FIGS. 1 and 2.
  • the oil bores are again designated by 5 and the external and internal helical teeth are designated by 4 and 7 respectively.
  • FIG. 4 The same actuating piston 6 from FIG. 3 is shown in FIG. 4, seen from the side facing away from the camshaft.
  • the oil holes 5 are shown hidden, while the oblique teeth 4 and 7 clearly are recognizable.
  • the inner helical toothing 7 has a block tooth 39 and the outer helical toothing 4 has a block tooth 40.
  • the block teeth 39 and 40 are designed as a tooth which is in each case twice as wide as the other teeth. These block teeth facilitate the assembly of the adjustment device, since they are the parts to be assembled, i.e. Bring sprocket carrier 3, adjusting piston 6 and flange shaft 9 to each other in a precisely defined position. This eliminates assembly errors with regard to the angular installation of these parts.
  • the basic position of the adjusting device shown in FIG. 1 is expediently chosen so that it corresponds to a late position of the camshaft for the intake valves.
  • This late setting is intended for idle operation and full load operation, since it optimally adjusts the power. Reloading effects can be exploited at high engine speeds through late intake closing, and a low valve overlap can be achieved through late intake, the idle speed can be reduced and the idling behavior improved.
  • the working position of the adjusting device shown in FIG. 2 corresponds to an early position of the intake camshaft and should be set in the middle speed range will. This fact equates to an improvement in the torque in this speed range in which an internal combustion engine is usually operated while driving.
  • the assignment according to the invention has the advantage that in the event of a failure of the electromagnet or its Control of the internal combustion engine is both optimized for maximum performance and has a favorable starting and idling behavior.
  • the adjustment device If the adjustment device is not in the basic position favorable for this operating state during a starting process, it is automatically brought into this position by inhibiting camshaft torques even when the oil pressure is still missing.

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

Abstract

An adjusting piston (6), which can move axially between a driven sprocket wheel support (3) and a flanged shaft (9) connected to a cam shaft (11), divides the cavity formed by the sprocket wheel support (3) and the flanged shaft (9) into two operating chambers (15, 16). The adjusting piston (6) is connected both to the sprocket wheel support (3) and to the flanged shaft (9) in a positively locking manner via helical gear wheels (2, 4, 7, 8). Depending on the position of a control piston (17) arranged in the hollow flanged shaft (9), oil under pressure is supplied from the motor oil circuit into the one operating chamber or the other (15, 16) and displaces the adjusting piston (6) in the axial direction. This longitudinal movement of the adjusting piston causes a relative rotation of the cam shaft (11) with respect to the driven sprocket wheel support (3), via the two helical gear wheels (2, 4, 7, 8). The movement takes place entirely hydraulically in both directions, without any form of auxiliary force. <IMAGE>

Description

Die Erfindung betrifft eine Vorrichtung nach dem Oberbe­griff des Patentanspruchs 1.The invention relates to a device according to the preamble of patent claim 1.

Aus der DE-OS 31 26 620 ist eine Vorrichtung zur Verände­rung der Phaseneinstellung zwischen einer Motorwelle und einer Steuerwelle bei Motoren, die für Einlaßventile und Auslaßventile zwei getrennte Steuerwellen aufweisen, bekannt, welche es gestattet, zwischen zwei verschiedenen Steuerzeiteneinstellungen zu wechseln. Jede der beiden Steuerzeiteneinstellungen entspricht einer Endstellung eines beweglichen Antriebsorgans, welches über Kupplungen, von denen mindestens eine mit einer Schrägverzahnung versehen ist, mit einer Motorwelle und einer Steuerwelle verbunden ist und durch Axialverschiebung eine Verdrehung der Steuerwelle relativ zur Motorwelle bewirkt. Die Verstellung des Antriebsorgans in eine der Endstellungen erfolgt durch die Vorspannung einer Feder, die Verstellung in die andere Endstellung über Drucköl aus dem Motoröl­kreislauf. Ein fliehkraftbetätigter Schieber nimmt abhängig von der Motordrehzahl drei verschiedene Stellungen ein, in denen er Ölabflußbohrungen entsprechend öffnet und schließt und damit den Öldruck auf das An­triebsorgan steuert. In einer eine Ölabflußbohrung öff­nenden Stellung des Schiebers unterhalb einer bestimmten Motordrehzahl wirkt auf das Antriebsorgan nur eine Feder­kraft ein, die das Antriebsorgan in einer Endstellung hält.From DE-OS 31 26 620 a device for changing the phase setting between a motor shaft and a control shaft in engines that have two separate control shafts for intake valves and exhaust valves is known, which allows to switch between two different timing settings. Each of the two control time settings corresponds to an end position of a movable drive element which is connected to a motor shaft and a control shaft via couplings, at least one of which is provided with helical teeth and which causes the control shaft to rotate relative to the motor shaft by axial displacement. The adjustment of the drive element in one of the end positions takes place by the pretensioning of a spring, the adjustment in the other end position via pressure oil from the engine oil circuit. A centrifugally operated slide takes three different ones depending on the engine speed Positions in which he opens and closes oil drain holes accordingly and thus controls the oil pressure on the drive element. In a position of the slide opening an oil drain hole below a certain engine speed, only a spring force acts on the drive element, which holds the drive element in an end position.

Überschreitet die Motordrehzahl diesen ersten Schwellwert, so schließt der Schieber die Ölabflußbohrung aufgrund der Fliehkraftänderung und das Antriebsorgan wird durch den steigenden Motoröldruck entgegen der Federspannung axial in eine zweite Endstellung verschoben, wobei eine Rela­tivdrehung zwischen Motorwelle und Steuerwelle stattfindet und dadurch eine diesem Motorbetriebszustand angepaßte Steuerzeiteneinstellung erreicht wird. Nach Überschreiten eines weiteren Schwellwerts für die Motordrehzahl wird der Schieber in eine Stellung bewegt, die einen Ölabfluß wieder ermöglicht. Durch die Federkraft wird das An­triebsorgan wieder in seine erste Endstellung mit ent­sprechender Relativverdrehung zurückbewegt. Auf die gleiche Weise erfolgt auch die Verstellung des Antriebs­organs bei Unterschreiten der Schwellwerte für die Motor­drehzahl.If the engine speed exceeds this first threshold value, the slide closes the oil drain hole due to the change in centrifugal force and the drive element is axially displaced into a second end position against the spring tension by the increasing engine oil pressure, a relative rotation taking place between the engine shaft and the control shaft and thereby achieving a timing adjustment that is adapted to this engine operating state becomes. After a further threshold value for the engine speed has been exceeded, the slide is moved into a position which enables oil to drain again. Due to the spring force, the drive member is moved back into its first end position with a corresponding relative rotation. The drive element is adjusted in the same way when the engine speed falls below the threshold values.

Auch die DE-OS 33 16 162 zeigt eine vergleichbare Vor­richtung, nur mit dem Unterschied, daß die Betätigung des Antriebsorgans nicht durch Fliehkräfte gesteuert wird, sondern der den Ölfluß steuernde Schieber elektromagne­tisch betätigbar ist.DE-OS 33 16 162 shows a comparable device, only with the difference that the actuation of the drive member is not controlled by centrifugal forces, but the slide controlling the oil flow can be actuated electromagnetically.

Beide genannten Vorrichtungen weisen den Nachteil auf, daß die Steuerung über eine Beeinflussung des Ölabflusses erfolgt. In einer der beiden Arbeitsstellungen des An­triebsorgans ist ein ständiger Ölfluß mit den damit verbundenen Verlusten gegeben.Both of the devices mentioned have the disadvantage that the control is effected by influencing the oil drain he follows. In one of the two working positions of the drive element there is a constant oil flow with the associated losses.

Ein weiterer Nachteil besteht darin, daß bei einem Rück­stellvorgang in die Ausgangsstellung das durch die Feder­kraft vom Antriebsorgan aus dem Arbeitsraum gedrückte Öl durch die gleiche Ölabflußbohrung abgeführt werden muß, durch die auch das in dieser Stellung des Schiebers ständig fließende Öl geführt wird. Aus dieser Tatsache resultiert eine unerwünschte Verlangsamung des Rückstell­vorganges.Another disadvantage is that in a reset operation to the initial position, the oil pressed by the spring force from the drive element out of the working space must be discharged through the same oil drain hole through which the oil which is constantly flowing in this position of the slide is also guided. This fact results in an undesirable slowdown in the resetting process.

Bei niedrigen Motordrehzahlen, z.B. im Leerlaufbetrieb, ist der Öldruck zu gering, um eine Verstellung bewirken zu können. Aus diesem Grunde muß das Antriebsorgan durch Federkraft in die diesem Betriebszustand entsprechende Stellung gebracht werden. Eine derartige Federkraft kann jedoch bei niedriger Drehzahl und folglich auch niedrigem Öldruck eine Verstellung des Antriebsorgans durch Drucköl in den Zeitabschnitten, in denen ein hemmendes Nocken­wellenmoment vorliegt, verhindern, so daß eine Verstellung nur bei antreibendem Nockenwellenmoment also intermittie­rend, erfolgen kann. Um die durch die Federkraft zusammen mit dem Nockenwellenmoment verursachte unerwünschte Rückstellung des Antriebsorgans zu vermeiden, muß die Schrägverzahnung selbsthemmend, also mit flachem Schrä­gungswinkel, ausgebildet sein. Ein solcher Schrägungs­winkel läßt aber auch nur einen kurzen Verstellweg zu, d.h. die relative Winkelverstellung zwischen Motorwelle und Steuer- bzw. Nockenwelle ist gering und damit auch der Einfluß einer Steuerzeitenveränderung.At low engine speeds, for example when idling, the oil pressure is too low to cause an adjustment. For this reason, the drive element must be brought into the position corresponding to this operating state by spring force. However, such a spring force can prevent an adjustment of the drive member by pressure oil in the periods in which an inhibiting camshaft torque is present at a low engine speed and consequently also a low oil pressure, so that an adjustment can only take place intermittently when the camshaft torque is driving. In order to avoid the undesired resetting of the drive element caused by the spring force together with the camshaft torque, the helical toothing must be designed to be self-locking, that is to say with a flat helix angle. However, such a helix angle only allows a short adjustment path, ie the relative angle adjustment between the engine shaft and the control or camshaft is small and thus also the influence of a change in the timing.

Eine ähnliche Verstellvorrichtung ist auch in der US-PS 4,305,367 beschrieben. Allerdings handelt es sich dabei nicht um eine relative Winkelverstellung zwischen einer Motor- bzw. Kurbelwelle und einer Steuer- bzw. Nockenwelle zur Einstellung der Ventilsteuerzeiten, wie in den beiden zitierten Schriften beschrieben, sondern um eine Verstel­lung einer Steuerwelle für eine Einspritzpumpe. Im Unter­scheid zu den vorher gezeigten Vorrichtungen wird das, ebenfalls mit Schrägverzahnung versehene, als Ringkolben ausgebildete Antriebsorgan, je nach gewünschter Bewe­gungsrichtung abwechselnd von der einen oder anderen Seite mit Drucköl beaufschlagt. Die Versorgung mit Drucköl erfolgt mittels einer eigenen Ölpumpe über Steuereinrich­tungen und separate Leitungen zu den beiden Arbeitsräumen, die durch den Ringkolben geteilt sind. Dies stellt gegen­über einer internen Ölversorgung und Steuerung einen erheblich größeren Bauaufwand dar.A similar adjustment device is also described in US Pat. No. 4,305,367. However, this is not a relative angular adjustment between an engine or crankshaft and a control or camshaft for setting the valve timing, as described in the two cited documents, but an adjustment of a control shaft for an injection pump. In contrast to the previously shown devices, the drive element, which is also provided with helical teeth and is designed as an annular piston, is acted upon alternately from one side or the other with pressure oil, depending on the desired direction of movement. The pressure oil is supplied by means of its own oil pump via control devices and separate lines to the two work rooms, which are divided by the ring piston. Compared to an internal oil supply and control, this represents a considerably greater construction effort.

Aufgabe, der Erfindung ist es, unter Vermeidung der ge­nannten Nachteile, eine Vorrichtung der gattungsgemäßen Art derart auszugestalten, daß die kompakter Ausführung eine Winkelverstellung über einen großen Bereich unab­hängig vom Öldruck sicher und schnell erfolgt.The object of the invention, while avoiding the disadvantages mentioned, is to design a device of the generic type in such a way that the compact design enables an angular adjustment to be carried out safely and quickly over a wide range, regardless of the oil pressure.

Die Aufgabe wird erfindungsgemäß durch die im kennzeich­nenden Teil des Patentanspruchs 1 genannten Merkmale gelöst. Weitere Ausgestaltungen und Vorteile der Erfindung gehen aus den Unteransprüchen und der Beschreibung hervor.The object is achieved by the features mentioned in the characterizing part of patent claim 1. Further refinements and advantages of the invention emerge from the subclaims and the description.

Auf einem als Hohlwelle ausgebildeten Kettenradträger mit einer inneren Schrägverzahnung ist ein Kettenrad ange­bracht, welches von der Kurbelwelle über eine Kettenver­bindung angetrieben wird. Im Kettenradträger ist ein mit einer entsprechenden äußeren Schrägverzahnung versehener Stellkolben axial beweglich geführt. Über seine ebenfalls schräge Innenverzahnung ist dieser Kolben axial ver­schiebbar mit einer Außenschrägverzahnung einer mit der Nockenwelle fest verbundenen hohlen Flanschwelle verbun­den. Kettenradträger, Nockenwelle und Flanschwelle bilden zusammen einen ringförmigen Hohlraum, der durch den Stellkolben in zwei Arbeitsräume unterteilt wird. In der hohlen Flanschwelle ist ein zwei Arbeitsstellungen auf­weisender, von einer Feder in einer dieser Arbeitsstel­lungen gehaltener und durch einen mit ihm fest verbundenen Anker eines maschinenfesten Elektromagneten in die andere Arbeitsstellung gegen die Federkraft beweglicher, Steuer­kolben angeordnet, der je nach seiner Stellung die Zufuhr von Drucköl aus dem Motorölkreislauf über die Ölbohrung der Nockenwelle, einen durch den Steuerkolben gebildeten Ringraum und Ölzufuhrbohrungen zu einem der beiden Ar­beitsräume ermöglicht. Gleichzeitig sperrt dieser Steuer­kolben den Abfluß von Öl aus diesem Arbeitsraum, gibt jedoch den Ölabfluß aus dem zweiten, von der Ölzufuhr abgeschlossenen, Arbeitsraum zur Entleerung desselben über eine Längsbohrung im Innern des Steuerkolben und eine Bohrung in der Nockenwelle frei. Der Stellkolben wird in beiden Richtungen nur hydraulisch verstellt und benötigt für die Rückstellung keine gesonderte Federkraft. Bei der Verstellung des Stellkolbens muß also keine Federkraft überwunden werden und es läßt sich dadurch ein größeres Stellmoment realisieren. Da der jeweilige unter Druck stehende Arbeitsraum von Ölabfluß abgeschlossen ist, findet auch kein ständiger Ölfluß statt. Ein Ölfluß findet nur in den Zeitabschnitten der Entleerung des jeweiligen Arbeitsraumes statt, also während eines Verstellvorganges bis zum Erreichen einer der beiden Arbeitsstellungen.On a sprocket carrier designed as a hollow shaft with an internal helical toothing, a sprocket is attached, which is driven by the crankshaft via a chain connection. In the sprocket carrier is a with a corresponding outer helical toothing adjusting piston axially movable. Via its likewise oblique internal toothing, this piston is axially displaceably connected to an external helical toothing of a hollow flange shaft which is firmly connected to the camshaft. Sprocket carrier, camshaft and flange shaft together form an annular cavity, which is divided into two working spaces by the actuating piston. In the hollow flange shaft, a control piston is arranged, which is held by a spring in one of these working positions and by an armature of a machine-fixed electromagnet, which is firmly connected to it, in the other working position against the spring force and which, depending on its position, supplies pressure oil from the engine oil circuit via the oil hole in the camshaft, an annular space formed by the control piston and oil supply holes to one of the two working spaces. At the same time, this control piston blocks the outflow of oil from this work space, but releases the oil outflow from the second work space, which is closed off from the oil supply, for emptying it via a longitudinal bore in the interior of the control piston and a bore in the camshaft. The actuating piston is only adjusted hydraulically in both directions and does not require any special spring force to reset it. When adjusting the actuating piston, no spring force has to be overcome and a larger actuating torque can be achieved as a result. Since the respective pressurized working space is sealed off from oil drainage, there is no constant oil flow. An oil flow only takes place in the periods when the respective work area is emptied, i.e. during an adjustment process until one of the two work positions is reached.

In der Grundstellung ist der Elektromagnet stromlos und der Steuerkolben wird durch die Feder in der einen End­stellung gehalten. Nach dem Einschalten des Magneten wird der Steuerkolben entgegen der Federkraft in die andere Endstellung bewegt. Durch das dadurch erfolgende Zuführen von Drucköl in einen der beiden Arbeitsräume wird der Stellkolben axial verschoben und verdreht über die Schrägverzahnung die Flanschwelle -und damit auch die Nockenwelle- relativ zum von der Kurbelwelle angetriebenen Kettenrad. Durch die axiale Verschiebung des Stellkolbens wird aus dem jeweils anderen Arbeitsraum Öl ausgeschoben und an den Motorölkreislauf abgegeben. Beim ausschalten des Elektromagneten kehrt der Steuerkolben mit Hilfe der Federkraft in seine Ausgangsstellung zurück, gibt den Ölabfluß aus dem bisher unter Druck stehenden Arbeitsraum frei und führt dem anderen Arbeitsraum Drucköl zu. Durch diesen erneuten Stellvorgang wird die vorher erfolgte Relativverdrehung wieder rückgängig gemacht.In the basic position, the electromagnet is de-energized and the control piston is held in one end position by the spring. After switching on the magnet, the control piston is moved into the other end position against the spring force. As a result of the supply of pressure oil into one of the two working spaces, the actuating piston is axially displaced and, via the helical teeth, rotates the flange shaft - and thus also the camshaft - relative to the chain wheel driven by the crankshaft. Due to the axial displacement of the control piston, oil is pushed out of the other working area and delivered to the engine oil circuit. When the electromagnet is switched off, the control piston returns to its starting position with the aid of the spring force, releases the oil drain from the previously pressurized working chamber and supplies pressure oil to the other working chamber. Through this renewed setting process, the previously made relative rotation is reversed again.

Ein Ausführungsbeispiel der Erfindung sei nachstehend anhand der Zeichnung erläutert. Es zeigt

  • Figur 1 eine erfindungsgemäße Vorrichtung geschnitten in der Grundstellung,
  • Figur 2 die erfindungsgemäße Vorrichtung nach Figur 1 in der Arbeitsstellung,
  • Figur 3 vergrößert einen Stellkolben im Schnitt,
  • Figur 4 den Stellkolben von der der Nockenwelle abgewandten Seite gesehen.
An embodiment of the invention is explained below with reference to the drawing. It shows
  • FIG. 1 shows a device according to the invention in the basic position,
  • FIG. 2 shows the device according to the invention according to FIG. 1 in the working position,
  • FIG. 3 enlarges an adjusting piston in section,
  • Figure 4 seen the actuating piston from the side facing away from the camshaft.

Figur 1 zeigt eine erfindungsgemäße Verstellvorrichtung. Ein durch eine nicht gezeigte Kette von einer hier eben­falls nicht gezeigten Kurbelwelle angetriebenes Kettenrad 1 sitzt auf einem mit einer Innenschrägverzahnung 2 versehenen Kettenradträger 3. Über eine entsprechende Außenschrägverzahnung 4 ist ein mit einer Ölbohrung 5 versehener ringförmiger Stellkolben 6 axial verschiebbar und verdrehbar im Kettenradträger 3 angeordnet. Der Stellkolben 6 weist an seiner Innenseite wiederum eine Schrägverzahnung 7 auf, über die er ebenfalls axial verschiebbar und verdrehbar über eine Außenschrägver­zahnung 8 mit einer Flanschwelle 9 formschlüssig verbunden ist. Diese Flanschwelle 9 ist über eine Schraubverbindung 10 an einer Nockenwelle 11 befestigt. Der Kettenradträger 3 stützt sich drehbar auf dem nockenwellenseitigen Ende 12 der Flanschwelle 9 und auf einem einem motorgehäusefesten Teil 13 zugewandten Deckel 14 ab. Kettenradträger 3 sowie Flanschwelle 9 und Nockenwelle 11 bilden zusammen mit dem Deckel 14 einen ringförmigen Raum, der durch den längs­verschiebbaren Stellkolben 6 in zwei Arbeitsräume 15 und 16 unterteilt ist. Eine Axialverschiebung des Stellkolbens 6 bewirkt über die beiden Schrägverzahnungen 2, 4 und 7, 8 eine relative Verdrehung der Flanschwelle 9 und damit auch der Nockenwelle 1 gegenüber dem Kettenrad 1, d.h. gegen­über der Kurbelwelle. Die Aufteilung einer Schrägverzah­nung auf die hier gezeigten zwei Schrägverzahnungen 2, 4 und 7, 8 erlaubt eine Verringerung des Schrägungswinkels jeder der einzelnen Schrägverzahnungen bei gleichem Längsverstellweg. Auf diese Weise kann ein großer Bereich für die Winkelverstellung bei gleichzeitig kurzem axialen Verstellweg erzielt werden. Diese Tatsache erlaubt eine kurze und raumsparende Ausführung der Verstellvorrichtung. Vorteilhafterweise werden die Schrägungswinkel der beiden Schrägverzahnungen 2, 4 und 7, 8 identisch gewählt, was eine Fertigung mit dem selben Werkzeug in der selben Aufspannung erlaubt und somit eine schnellere Fertigung ermöglicht und die Rundlaufgenauigkeit erhöht.Figure 1 shows an adjustment device according to the invention. A sprocket 1 driven by a chain, not shown, from a crankshaft, also not shown here, is seated on a sprocket carrier 3 provided with internal helical teeth 2. An annular actuating piston 6, provided with an oil bore 5, is axially displaceable and rotatable in the sprocket carrier 3 via a corresponding external helical toothing 4 . The actuating piston 6 in turn has helical teeth 7 on its inside, via which it is also axially displaceable and rotatable by means of external helical teeth 8 with a flange shaft 9. This flange shaft 9 is fastened to a camshaft 11 via a screw connection 10. The sprocket carrier 3 is rotatably supported on the camshaft end 12 of the flange shaft 9 and on a cover 14 facing a part 13 fixed to the engine housing. Sprocket carrier 3 and flange shaft 9 and camshaft 11 together with the cover 14 form an annular space which is divided into two working spaces 15 and 16 by the longitudinally displaceable adjusting piston 6. An axial displacement of the actuating piston 6 causes a relative rotation of the flange shaft 9 and thus also of the camshaft 1 with respect to the chain wheel 1, ie with respect to the crankshaft, via the two helical gears 2, 4 and 7, 8. The distribution of a helical toothing on the two helical teeth 2, 4 and 7, 8 shown here allows a reduction in the helix angle of each of the individual helical teeth with the same longitudinal adjustment path. In this way, a large range for the angle adjustment can be achieved with a short axial adjustment distance. This fact allows a short and space-saving design of the adjustment device. Advantageously, the helix angles of the two helical gears 2, 4 and 7, 8 are chosen to be identical, which allows production with the same tool in the same clamping and thus enables faster production and increases the concentricity.

Innerhalb der hohlen Flanschwelle 9 ist ein in Richtung ihrer Längsachse beweglicher Steuerkolben 17 mit umlau­fender Ölnut 18 eingesetzt, der durch eine sich an einem Ende 19 der Flanschwelle 9 abstützende Feder 20 in seine Grundstellung in Richtung der Nockenwelle 11 gedrückt wird. An der der Nockenwelle 11 abgewandten Seite des mit der Verstellvorrichtung rotierenden Steuerkolbens 17 ist mit diesem ein Anker 21 eines maschinenfesten Elektroma­gneten 22 über eine Verschraubung 23 verbunden. Der Elektromagnet 22 ist als Ringmagnet ausgebildet, in dem der Anker 21 frei drehbar eingetaucht ist. Über einen Anschluß 24 ist der Elektromagnet mit einem hier nicht dargestellten Steuergerät elektrisch verbunden. Beim Anlegen einer elektrischen Spannung an den Elektromagneten 22 durch das Steuergerät wird der rotierende Anker 21 in Richtung des Elektromagneten 22 bewegt und bringt dadurch den fest mit ihm verbundenen Steuerkolben 17 gegen die Kraft der Feder 20 aus seiner Grundstellung in die Ar­beitsstellung, in der der Steuerkolben 17 an einer der Nockenwelle 11 gegenüberliegenden Fläche 25 der Flansch­welle 9 anliegt. Die Lage dieser Fläche 25 ist so gewählt, daß der axiale Verstellweg des Steuerkolbens 17 derart begrenzt ist, daß der Anker 21 in seiner Arbeitsstellung nicht mit einem Gehäuseteil des Elektromagneten 22 in Berührung kommt. Auf diese Weise tritt keine Reibung zwischen dem rotierenden Anker 21 und dem feststehenden Gehäuse auf. Der Steuerkolben 17 bleibt solange in dieser Arbeitsstellung, wie an dem Elektromagneten 22 Spannung anliegt und kehrt erst nach Abschalten dieser Spannung, durch die Kraft der Feder 20 betätigt, in seine Grund­stellung in Richtung zur Nockenwelle 11 zurück.Inside the hollow flange shaft 9, a control piston 17 is inserted in the direction of its longitudinal axis with a circumferential oil groove 18, which is pressed into its basic position in the direction of the camshaft 11 by a spring 20 supported on one end 19 of the flange shaft 9. On the side of the control piston 17 rotating with the adjusting device facing away from the camshaft 11, an armature 21 of a machine-fixed electromagnet 22 is connected to the latter via a screw connection 23. The electromagnet 22 is designed as a ring magnet in which the armature 21 is immersed in a freely rotatable manner. The electromagnet is electrically connected to a control unit, not shown here, via a connection 24. When an electrical voltage is applied to the electromagnet 22 by the control device, the rotating armature 21 is moved in the direction of the electromagnet 22 and thereby brings the control piston 17 firmly connected to it against the force of the spring 20 from its basic position into the working position in which the control piston 17 abuts on a surface 25 of the flange shaft 9 opposite the camshaft 11. The position of this surface 25 is selected so that the axial adjustment path of the control piston 17 is limited such that the armature 21 does not come into contact with a housing part of the electromagnet 22 in its working position. In this way, there is no friction between the rotating armature 21 and the fixed housing. The control piston 17 remains in this Working position, as voltage is applied to the electromagnet 22 and only returns to its basic position in the direction of the camshaft 11 after this voltage has been switched off, actuated by the force of the spring 20.

Im spannungslosen Zustand des Elektromagneten 22 befindet sich der Steuerkolben 17 - durch die Kraft der Feder 20 gehalten - in seiner hier gezeichneten Grundstellung. Über eine Öllängsbohrung 26 in der Nockenwelle 11, eine Ver­bindungsbohrung 27 und eine Flanschwellenölbohrung 28 mit umlaufender Ringnut 29 gelangt Schmieröl unter Druck aus dem Motorölkreislauf in die umlaufende Ölnut 18 des Steuerkolbens 17. Die Flanschwelle 9 weist eine in dieser Steuerkolbenstellung mit der Ölnut 18 in Verbindung stehende radiale Ölzuführbohrung 30 zum ersten Arbeitsraum 16 auf. Gleichzeitig wird durch die Stellung des Steuer­kolbens 17 die Ölabflußbohrung 31 aus diesem Arbeitsraum 16 geschlossen, so daß der Stellkolben 6 durch den Öldruck in seine der Nockenwelle 11 abgewandten Grundstellung gebracht wird. Zuvor im zweiten Arbeitsraum 15 befind­liches Öl, das in dieser Stellung drucklos ist, da die zweite Ölzufuhrbohrung 32 durch den Steuerkolben 17 verschlossen ist, kann aus dem Arbeitsraum 15 über die Verzahnung 2, 4 die Ölbohrung 5 im Stellkolben 6, die zweite Verzahnung 7, 8 und eine zweite, radiale Ölabfluß­bohrung 33 in der Flanschwelle 9 in den Steuerkolben 34 gelangen, von wo aus es über Radialbohrungen 35 und eine Längsbohrung 36 des Steuerkolbens 17 und einen in der Nockenwelle 11 angeordneten Kanal 37 dem Motorölkreislauf wieder zufließt.In the de-energized state of the electromagnet 22, the control piston 17 - held by the force of the spring 20 - is in its basic position shown here. Via an oil longitudinal bore 26 in the camshaft 11, a connecting bore 27 and a flange shaft oil bore 28 with a circumferential annular groove 29, lubricating oil passes under pressure from the engine oil circuit into the circumferential oil groove 18 of the control piston 17. The flange shaft 9 is connected to the oil groove 18 in this control piston position standing radial oil supply bore 30 to the first working space 16. At the same time, the position of the control piston 17 closes the oil drain hole 31 from this working space 16, so that the actuating piston 6 is brought into its basic position facing away from the camshaft 11 by the oil pressure. Previously located in the second working chamber 15, which is depressurized in this position, since the second oil supply bore 32 is closed by the control piston 17, the oil bore 5 in the actuating piston 6, the second toothing 7, 8 and a second, radial oil drain hole 33 in the flange shaft 9 get into the control piston 34, from where it flows back to the engine oil circuit via radial bores 35 and a longitudinal bore 36 of the control piston 17 and a channel 37 arranged in the camshaft 11.

In der Figur 2 ist die erfindungsgemäße Vorrichtung nach Figur 1 in ihrer Arbeitsstellung zu sehen. Die einzelnen Teile stimmen mit denen der Figur 1 überein und gleiche Teile tragen auch gleiche Bezugszeichen wie in Figur 1.In FIG. 2 the device according to the invention according to FIG. 1 can be seen in its working position. The single ones Parts correspond to those in FIG. 1 and the same parts also have the same reference numerals as in FIG. 1.

Durch das Steuergerät betätigt, zieht der Elektromagnet 22 den Anker 21 und den mit diesem verbundenen Steuerkolben 17 gegen die Kraft der Feder 20 soweit an, daß dieser sich mit einer Schulter an eine der Nockenwelle 11 gegenüber­liegenden Fläche 25 der Flanschwelle 9 anlegt. Drucköl aus dem Motorölkreislauf gelangt aus der Öllängsbohrung 26 der Nockenwelle 11, wie oben beschrieben, in die Umlaufende Ölnut 18 des Steuerkolbens 17. Durch die veränderte Stellung des Steuerkolbens 17 ist die Ölzufuhrbohrung 30 zum Arbeitsraum 16 verschlossen, jedoch die Ölabfluß­bohrung 31 geöffnet. Im Arbeitsraum 16 befindliches Öl kann bei der Verstellbewegung des Stellkolbens 6 über diese Bohrung 31 und einen nockenwellenseitigen Steuer­kolbenraum 38 in den Kanal 37 ausgedrückt werden und dem Motorölkreislauf wieder zugeführt werden. Ein Ölfluß in den zweiten Arbeitsraum 15 über die Längsbohrung 36, die Radialbohrungen 35 und den Steuerkolben 34 ist dabei durch die Stellung des Steuerkolbens 17 unmöglich gemacht. Über die geöffnete zweite Ölzufuhrbohrung 32 gelangt das Drucköl aus der umlaufenden Ölnut 18 zur Ölbohrung 5 des Stellkolbens 6 in den Arbeitsraum 15. Dabei wird der Stellkolben 6 in Richtung zur Nockenwelle 11 axial ver­schoben und drückt, wie oben beschrieben, Öl aus dem Arbeitsraum 16 aus. Durch die Schrägverzahnungen 2, 4 und 7, 8 erfährt die Nockenwelle 11 bei der Längsverschiebung des Stellkolbens 6 eine Relativverdrehung gegenüber dem angetriebenen Kettenrad 1. Diese Arbeitsstellung wird aber nur solange beibehalten wie der Elektromagnet 22 über das Steuergerät mit Spannung versorgt wird. Beim Abschalten des Elektromagneten 22 wird der Steuerkolben 17 durch die Feder 20 in seine Grundstellung nach Figur 1 geschoben und die Verdrehung der Nockenwelle 11 wird durch die erneute Längsverschiebung des Stellkolbens 6 in seine Grund­stellung wieder rückgängig gemacht.When actuated by the control device, the electromagnet 22 pulls the armature 21 and the control piston 17 connected to it against the force of the spring 20 to such an extent that the shoulder rests against a surface 25 of the flange shaft 9 opposite the camshaft 11. Pressure oil from the engine oil circuit passes from the oil longitudinal bore 26 of the camshaft 11, as described above, into the circumferential oil groove 18 of the control piston 17. Due to the changed position of the control piston 17, the oil supply bore 30 to the working chamber 16 is closed, but the oil drain bore 31 is open. Oil located in the working space 16 can be expressed into the channel 37 via the bore 31 and a control piston space 38 on the camshaft side during the adjustment movement of the actuating piston 6 and can be returned to the engine oil circuit. An oil flow into the second working space 15 via the longitudinal bore 36, the radial bores 35 and the control piston 34 is made impossible by the position of the control piston 17. Via the opened second oil supply bore 32, the pressure oil passes from the circumferential oil groove 18 to the oil bore 5 of the actuating piston 6 in the working space 15. The actuating piston 6 is axially displaced in the direction of the camshaft 11 and, as described above, presses oil out of the working space 16 . The helical gears 2, 4 and 7, 8 cause the camshaft 11 to rotate relative to the driven sprocket 1 during the longitudinal displacement of the actuating piston 6. However, this working position is only maintained as long as the electromagnet 22 is supplied with voltage via the control unit. When the electromagnet 22 is switched off, the control piston 17 is actuated by the The spring 20 is pushed into its basic position according to FIG. 1 and the rotation of the camshaft 11 is reversed into its basic position by the longitudinal displacement of the actuating piston 6 again.

Die Ausbildung des Steuerkolbens 17 mit seiner umlaufenden Ölnut 18, sowie die Anordnung der Ölzufuhr- und Ölabfluß­bohrungen 30, 32 und 31, 33 in bezug auf den Steuerkolben gewährleistet einen geringen Stellweg des Steuerkolbens 17 zur Betätigung der Winkelverstellvorrichtung und erfordert daher auch nur einen bezüglich Abmessungen und Leistungs­aufnahme kleinen Elektromagneten 22. Außerdem kann auch die Stellzeit geringgehalten werden. Dieser vorteilhafte geringe Stellweg wird dadurch erzielt, daß die Breite der umlaufenden Ölnut 18 des Steuerkolbens 17 zwischen ihren beiden Steuerkanten 41 und 42 größer ist als der Abstand zwischen den beiden einander zugewandten Steuerkanten 43 und 44 der Ölzufuhrbohrungen 30 und 32. Dies entspricht einer über schneidenden Ölführung in einem bestimmten, kurzen Zeitraum während des Verstellvorgangs. Der Ver­stellweg des Steuerkolbens 17 in Längsrichtung der Nok­kenwellenachse muß also höchstens so groß sein wie der Durchmesser der Ölzufuhrbohrungen 30, 32.The design of the control piston 17 with its circumferential oil groove 18, as well as the arrangement of the oil supply and oil drain holes 30, 32 and 31, 33 with respect to the control piston ensures a short travel of the control piston 17 for actuating the angle adjustment device and therefore only requires one in terms of dimensions and power consumption of small electromagnets 22. In addition, the actuating time can also be kept short. This advantageous small adjustment path is achieved in that the width of the circumferential oil groove 18 of the control piston 17 between its two control edges 41 and 42 is greater than the distance between the two mutually facing control edges 43 and 44 of the oil supply holes 30 and 32. This corresponds to an intersecting Oil flow in a certain, short period of time during the adjustment process. The adjustment path of the control piston 17 in the longitudinal direction of the camshaft axis must therefore be at most as large as the diameter of the oil supply bores 30, 32.

Figur 3 zeigt vergrößert einen Schnitt durch den Stell­kolben 6 aus Figur 1 und 2. Mit 5 sind wieder die Öl­bohrungen bezeichnet und mit 4 bzw. 7 die Außen- bzw. Innenschrägverzahnung.FIG. 3 shows an enlarged section through the actuating piston 6 from FIGS. 1 and 2. The oil bores are again designated by 5 and the external and internal helical teeth are designated by 4 and 7 respectively.

Der gleiche Stellkolben 6 aus Figur 3 ist in Figur 4, von der der Nockenwelle abgewandten Seite her gesehen, darge­stellt. Die Ölbohrungen 5 sind verdeckt eingezeichnet, während die schrägen Verzahnungen 4 und 7 deutlich zu erkennen sind. Die Innenschrägverzahnung 7 weist einen Blockzahn 39 und die Außenschrägverzahnung 4 einen Block­zahn 40 auf.The same actuating piston 6 from FIG. 3 is shown in FIG. 4, seen from the side facing away from the camshaft. The oil holes 5 are shown hidden, while the oblique teeth 4 and 7 clearly are recognizable. The inner helical toothing 7 has a block tooth 39 and the outer helical toothing 4 has a block tooth 40.

In diesem Ausführungsbeispiel sind die Blockzähne 39 und 40 als ein gegenüber den anderen Zähnen jeweils doppelt breiter Zahn ausgebildet. Diese Blockzähne erleichtern die Montage der Verstellvorrichtung, da sie die zu montieren­den Teile, d.h. Kettenradträger 3, Stellkolben 6 und Flanschwelle 9, in eine genau definierte Lage zueinander bringen. Montagefehler bezüglich des winkelgerechten Einbaus dieser Teile sind dadurch ausgeschlossen.In this exemplary embodiment, the block teeth 39 and 40 are designed as a tooth which is in each case twice as wide as the other teeth. These block teeth facilitate the assembly of the adjustment device, since they are the parts to be assembled, i.e. Bring sprocket carrier 3, adjusting piston 6 and flange shaft 9 to each other in a precisely defined position. This eliminates assembly errors with regard to the angular installation of these parts.

Die Vorteile der doppelten Schrägverzahnung wurden weiter oben schon behandelt. Es kann an dieser Figur jedoch leicht gesehen werden, daß diese doppelte Schrägverzahnung auf einfache Weise in nur einer Werkstückaufspannung gefertigt werden kann.The advantages of double helical teeth have already been discussed above. However, it can easily be seen from this figure that this double helical toothing can be manufactured in a simple manner in only one workpiece clamping.

Die in der Figur 1 gezeigte Grundstellung der Verstell­vorrichtung wird zweckmäßigerweise so gewählt, daß sie einer Spätstellung der Nockenwelle für die Einlaßventile entspricht. Diese Späteinstellung ist für den Leerlauf­betrieb und den Vollastbetrieb vorgesehen, da in ihr die Leistung optimal eingestellt wird. Durch späten Einlaß­schluß können bei hohen Drehzahlen Nachladeeffekte ausge­nutzt werden und durch späten Einlaßbeginn läßt sich eine geringe Ventilüberschneidung verwirklichen, die Leerlauf­drehzahl absenken und das Leerlaufverhalten verbessern.The basic position of the adjusting device shown in FIG. 1 is expediently chosen so that it corresponds to a late position of the camshaft for the intake valves. This late setting is intended for idle operation and full load operation, since it optimally adjusts the power. Reloading effects can be exploited at high engine speeds through late intake closing, and a low valve overlap can be achieved through late intake, the idle speed can be reduced and the idling behavior improved.

Die in Figur 2 gezeigt Arbeitsstellung der Verstellvor­richtung entspricht einer Frühstellung der Einlaßnocken­welle und soll im mittleren Drehzahlbereich eingestellt werden. Diese Tatsache kommt einer Verbesserung des Drehmoments in diesem Drehzahlbereich gleich, in dem eine Brennkraftmaschine im Fahrbetrieb üblicherweise betrieben wird.The working position of the adjusting device shown in FIG. 2 corresponds to an early position of the intake camshaft and should be set in the middle speed range will. This fact equates to an improvement in the torque in this speed range in which an internal combustion engine is usually operated while driving.

Es ist zwar vorstellbar, die Zuordnung der Arbeitsstel­lungen der Verstellvorrichtung zu diesen Betriebszuständen der Brennkraftmaschine umzukehren, da in dem häufig benutzten Betriebsbereich mittlerer Drehzahl der Elektro­magnet ständig eingeschaltet sein muß, doch weist die erfindungsgemäße Zuordnung den Vorteil auf, daß bei einem Ausfall des Elektromagneten oder seiner Ansteuerung die Brennkraftmaschine sowohl auf maximale Leistung optimiert ist, als auch ein günstiges Start- und Leerlaufverhalten aufweist.Although it is conceivable to reverse the assignment of the working positions of the adjusting device to these operating states of the internal combustion engine, since the electromagnet must be constantly switched on in the frequently used operating range of medium speed, the assignment according to the invention has the advantage that in the event of a failure of the electromagnet or its Control of the internal combustion engine is both optimized for maximum performance and has a favorable starting and idling behavior.

Sollte die Verstellvorrichtung bei einem Startvorgang nicht in der für diesen Betriebszustand günstigen Grund­stellung stehen, so wird sie auch bei noch fehlendem Öldruck durch hemmende Nockenwellenmomente selbsttätig in diese Stellung gebracht.If the adjustment device is not in the basic position favorable for this operating state during a starting process, it is automatically brought into this position by inhibiting camshaft torques even when the oil pressure is still missing.

Claims (5)

1. Vorrichtung zur relativen Winkelverstellung zwischen mindestens zwei in Antriebsverbindung stehenden Wellen, insbesondere einer Kurbelwelle und mindestens einer Nocken­welle, wobei die Nockenwelle an ihrem antriebsseitigen Ende ein auf diesem Ende axial verschiebbares und mit ihr über eine Schrägverzahnung formschlüssig verbundenes Stell­element trägt, das über eine weitere Schrägverzahnung axi­al verschiebbar formschlüssig mit einer es umgebenden, ein Antriebsrad tragenden, zylindrischen Hohlwelle verbunden ist, wobei das Stellelement mit einem in einem aus der Hohlwelle und dem antriebsseitigen Ende der Nockenwelle gebildeten Ringraum angeordneter Stellkolben versehen ist, der den Ringraum in zwei Arbeitsräume unterteilt und der zur Verstellung des Antriebsrades gegenüber der Nockenwel­le durch in Abhängigkeit von der Stellung eines Steuerele­ments in einen Arbeitsraum zugeführtes Drucköl aus dem Schmierölkreislauf einer Brennkraftmaschine aus einer ersten Stellung in eine zweite Stellung verschiebbar ist und wobei vom Steuerelement Drucköl durch eine Ölrückfüh­rung in den Schmierölkreislauf steuerbar ist,
dadurch gekennzeichnet,
daß die Verstellung des Stellkolbens (6) aus der zweiten Stellung in die erste Stellung ebenfalls durch vom Steuer­element (17) in den zweiten Arbeitsraum (16) eingesteuer­tes Drucköl erfolgt,
daß das Steuerelement (17) zur Steuerung des Drucköls mit einer Ölnut (18) versehen ist, die mit ölführenden Bohrun­gen (30, 31, 32, 33) im antriebsseitigen Ende der Nocken­welle (11) derart zusammenwirken, daß die Ölrückführung aus dem jeweils druckbeaufschlagten Arbeitsraum (15 bzw. 16) gesperrt ist und die Ölrückführung des jeweils druck­losen Arbeitsraums (16 bzw. 15) geöffnet ist und daß die umlaufende Ölnut (18) des Steuerkolbens (17) eine Breite zwischen ihren Steuerkanten (41, 42) aufweist, die größer ist als der Abstand zwischen den einander zugewandten Steu­erkanten (43, 44) der Ölzufuhrbohrungen (30, 32).1.Device for the relative angular adjustment between at least two shafts in drive connection, in particular a crankshaft and at least one camshaft, the camshaft at its drive-side end carrying an actuating element which is axially displaceable on this end and positively connected to it via a helical toothing and which has a further Helical gearing is axially displaceably positively connected to a cylindrical hollow shaft which surrounds it and carries a drive wheel, the actuating element being provided with an actuating piston which is arranged in an annular space formed from the hollow shaft and the drive-side end of the camshaft and divides the annular space into two working spaces and which for adjusting the drive wheel with respect to the camshaft by means of pressure oil supplied into a work space as a function of the position of a control element from the lubricating oil circuit of an internal combustion engine from a is displaceable in the first position into a second position and wherein pressure oil can be controlled by the control element through an oil return into the lubricating oil circuit,
characterized,
that the adjustment piston (6) is also moved from the second position into the first position by means of pressure oil introduced into the second working chamber (16) by the control element (17),
that the control element (17) for controlling the pressure oil is provided with an oil groove (18) which cooperate with oil-carrying bores (30, 31, 32, 33) in the drive-side end of the camshaft (11) in such a way that the oil return from the pressurized in each case Working space (15 or 16) is locked and the oil return of the respective unpressurized working space (16 or 15) is open and that the circumferential oil groove (18) of the control piston (17) has a width between its control edges (41, 42) that is greater than the distance between the mutually facing control edges (43, 44) of the oil supply bores (30, 32). 2. Vorrichtung nach Anspruch 1,
dadurch gekennzeichnet,
daß die die Hohlwelle und das antriebsseitige Ende der Nockenwelle (11) über den Stellkolben (6) verbindenden Schrägverzahnungen (2, 4 und 7, 8) gleiche Schrägungswin­kel aufweisen.2. Device according to claim 1,
characterized,
that the helical gears (2, 4 and 7, 8) connecting the hollow shaft and the drive end of the camshaft (11) via the actuating piston (6) have the same helix angle. 3. Vorrichtung nach einem der Ansprüche 1 oder 2,
dadurch gekennzeichnet,
daß mindestens eine der beiden Schrägverzahnungen (2, 4 und 7, 8) jeweils mindestens einen Blockzahn (39 bzw. 40) aufweist.3. Device according to one of claims 1 or 2,
characterized,
that at least one of the two helical gears (2, 4 and 7, 8) each has at least one block tooth (39 or 40). 4. Vorrichtung nach einem der Ansprüche 1 bis 3,
dadurch gekennzeichnet,
daß ein Anker (21) eines Elektromagneten (22) zur Betäti­gung des Steuerkolbens (17) drehfest mit dem Steuerkolben (17) verbunden ist.4. Device according to one of claims 1 to 3,
characterized,
that an armature (21) of an electromagnet (22) for actuating the control piston (17) is rotatably connected to the control piston (17). 5. Vorrichtung nach einem der Ansprüche 1 bis 4,
dadurch gekennzeichnet,
daß der axiale Verstellweg des Ankers (21) durch eine An­schlagfläche (25) begrenzt ist.5. Device according to one of claims 1 to 4,
characterized,
that the axial displacement of the armature (21) is limited by a stop surface (25).
EP89102105A 1988-03-30 1989-02-08 Device for the relative angular displacement between two geared shafts Expired - Lifetime EP0335083B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3810804A DE3810804A1 (en) 1988-03-30 1988-03-30 DEVICE FOR RELATIVE ANGLE ADJUSTMENT BETWEEN TWO DRIVES CONNECTED
DE3810804 1988-03-30

Publications (2)

Publication Number Publication Date
EP0335083A1 true EP0335083A1 (en) 1989-10-04
EP0335083B1 EP0335083B1 (en) 1991-09-11

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ID=6351064

Family Applications (1)

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Country Status (5)

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US (1) US4895113A (en)
EP (1) EP0335083B1 (en)
JP (1) JPH0686807B2 (en)
DE (2) DE3810804A1 (en)
ES (1) ES2026703T3 (en)

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DE4027631C1 (en) * 1990-08-31 1991-09-19 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart, De
DE4024057C1 (en) * 1990-07-28 1991-09-19 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart, De
EP0469334A1 (en) * 1990-07-28 1992-02-05 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Method for changing the angular position of shafts for an internal combustion engine
US5566651A (en) * 1992-06-01 1996-10-22 Ina Walzlager Schaeffler Kg Device for continuous angular adjustment between two shafts in driving relationship
WO2011117019A1 (en) * 2010-03-24 2011-09-29 Schaeffler Technologies Gmbh & Co. Kg Control valve of a device for changing the relative angular position of a camshaft with respect to a crankshaft of an internal combustion engine
WO2018019633A1 (en) * 2016-07-27 2018-02-01 ECO Holding 1 GmbH Piston for a hydraulic unit of an oscillating adjuster and oscillating adjuster for a camshaft

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DE19611607A1 (en) * 1996-03-23 1997-09-25 Schaeffler Waelzlager Kg Combustion engine gas valve timing adjustment mechanism
DE69709231T3 (en) † 1996-03-28 2009-01-08 Aisin Seiki K.K., Kariya Valve timing device
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FR2643941A1 (en) * 1989-03-04 1990-09-07 Daimler Benz Ag DEVICE FOR RELATIVE ANGULAR ADJUSTMENT OF A CAMSHAFT RELATIVE TO THE CRANKSHAFT
US4976229A (en) * 1990-02-12 1990-12-11 Siemens Automotive L.P. Engine camshaft phasing
US5170756A (en) * 1990-07-28 1992-12-15 Dr. Ing. H.C.F. Porsche Ag Arrangement for changing the relative rotating position of shafts in an internal-combustion engine
DE4024057C1 (en) * 1990-07-28 1991-09-19 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart, De
EP0469332A1 (en) * 1990-07-28 1992-02-05 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Method for changing valve timing in an internal combustion engine
EP0469334A1 (en) * 1990-07-28 1992-02-05 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Method for changing the angular position of shafts for an internal combustion engine
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DE4027631C1 (en) * 1990-08-31 1991-09-19 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart, De
US5566651A (en) * 1992-06-01 1996-10-22 Ina Walzlager Schaeffler Kg Device for continuous angular adjustment between two shafts in driving relationship
DE4218082C2 (en) * 1992-06-01 2000-11-09 Schaeffler Waelzlager Ohg Device for continuously adjusting the angle between two shafts connected in the drive
DE4218082C5 (en) * 1992-06-01 2006-06-29 Schaeffler Kg Device for continuous angular adjustment between two shafts in drive connection
WO2011117019A1 (en) * 2010-03-24 2011-09-29 Schaeffler Technologies Gmbh & Co. Kg Control valve of a device for changing the relative angular position of a camshaft with respect to a crankshaft of an internal combustion engine
US8733306B2 (en) 2010-03-24 2014-05-27 Schaeffler Technologies Gmbh & Co. Kg Control valve of a device for changing the relative angular position of a camshaft with respect to a crankshaft of an internal combustion engine
WO2018019633A1 (en) * 2016-07-27 2018-02-01 ECO Holding 1 GmbH Piston for a hydraulic unit of an oscillating adjuster and oscillating adjuster for a camshaft
US11028738B2 (en) 2016-07-27 2021-06-08 ECO Holding 1 GmbH Piston for a hydraulic unit of a cam phaser and cam phaser

Also Published As

Publication number Publication date
DE58900270D1 (en) 1991-10-17
US4895113A (en) 1990-01-23
JPH0686807B2 (en) 1994-11-02
JPH01300006A (en) 1989-12-04
ES2026703T3 (en) 1992-05-01
EP0335083B1 (en) 1991-09-11
DE3810804C2 (en) 1990-09-13
DE3810804A1 (en) 1989-10-19

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