EP0335083B1 - Dispositif de déplacement angulaire relatif entre deux arbres en liaison d'entraînement - Google Patents

Dispositif de déplacement angulaire relatif entre deux arbres en liaison d'entraînement Download PDF

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Publication number
EP0335083B1
EP0335083B1 EP89102105A EP89102105A EP0335083B1 EP 0335083 B1 EP0335083 B1 EP 0335083B1 EP 89102105 A EP89102105 A EP 89102105A EP 89102105 A EP89102105 A EP 89102105A EP 0335083 B1 EP0335083 B1 EP 0335083B1
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EP
European Patent Office
Prior art keywords
oil
camshaft
piston
control
adjusting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP89102105A
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German (de)
English (en)
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EP0335083A1 (fr
Inventor
Wolfgang Dipl.-Ing. Speier
Josef Dipl.-Ing. Schmitz
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.)
Daimler Benz AG
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Daimler Benz AG
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Publication date
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Application filed by Daimler Benz AG filed Critical 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 having 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 timing 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 by the increasing engine oil pressure against the spring tension, with 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 3316162 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.
  • hydraulic lines leading to the adjusting device each serve both as supply lines and as drain lines and in this way the adjustment speed is slowed down when switching from one end position to the other.
  • the object of the invention is, while avoiding the disadvantages mentioned, to design a device of the generic type in such a way that, with a compact design, an angle adjustment over a large range takes place safely and quickly, 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 closed off from the oil drain, 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. This renewed setting process cancels the relative rotation that was previously carried out.
  • 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 as well as flange shaft 9 and camshaft 11 form together with the cover 14 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 division of a helical toothing between 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 execution of the adjustment device.
  • the helix angles of the two helical gears 2, 4 and 7, 8 are chosen to be identical, which permits 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 has a connection with 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 bores 30 and 32. This corresponds to an overlapping 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)

Claims (5)

1. Dispositif de déplacement angulaire relatif entre au moins deux arbres en liaison d'entraînement, notamment entre un vilebrequin et au moins un arbre à cames, l'arbre à cames portant, à son extrémité du côté entraînement, un élément de réglage qui peut coulisser axialement sur cette extrémité et qui est assemblé avec correspondance de forme à l'arbre par l'intermédiaire d'une denture hélicoïdale, élément qui, par l'intermédiaire d'une autre denture hélicoïdale, est assemblé à coulissement axial et avec correspondance de forme à un arbre creux cylindrique qui l'entoure et qui porte une roue d'entraînement, l'élément de réglage étant muni d'un piston de réglage qui est disposé dans une chambre annulaire formée par l'arbre creux et l'extrémité côté entraînement de l'arbre à cames, piston qui divise cette chambre annulaire en deux chambres de travail et qui, afin de déplacer la roue d'entraînement par rapport à l'arbre à cames, peut être déplacé d'une première position à une seconde position par de l'huile sous pression introduite dans une première chambre de travail (16) en fonction de la position d'un élément de commande et provenant du circuit d'huile de lubrification d'un moteur à combustion interne, et l'élément de commande, qui est pourvu afin de commander l'huile sous pression d'une rainure d'huile qui coopère avec deux perçages d'amenée d'huile (30, 32) et deux conduits de retour d'huile (31, 33) dans l'extrémité côté entraînement de l'arbre à cames, permettant de commander le retour de l'huile sous pression dans le circuit d'huile de lubrification par un conduit de retour d'huile,
caractérisé en ce que le déplacement du piston de réglage (6) de la seconde position à la première s'effectue également par l'huile sous pression, asservie par l'élément de commande (17) à pénétrer dans la seconde chambre de travail (15),
en ce que les faces de commande du piston de commande (17) qui se trouvent de part et d'autre de la rainure d'huile (18) sont configurées de telle sorte que le conduit de retour de l'huile provenant de la chambre de travail respectivement sollicitées en pression (15 ou 16) soit isolé, et que le conduit de retour de l'huile provenant de la chambre de travail respectivement exempte de pression (15 ou 16) soit ouvert,
et en ce que la rainure d'huile entourante (18) du piston de commande (17) présente, entre ses arêtes de commande (41, 42), une largeur qui est supérieure à la distance entre les arêtes de commande en vis-à-vis (43, 44) des perçages d'amenée d'huile (30, 32) à la première (16) et à la seconde (15) chambre de travail.
2. Dispositif selon la revendication 1, caractérisé en ce que les dentures hélicoïdales (2, 4 et 7, 8), qui relient l'arbre creux et l'extrémité côté entraînement de l'arbre à cames (11) par l'intermédiaire du piston de réglage (6), présentent des angles d'hélice identiques.
3. Dispositif selon la revendication 1 ou 2, caractérisé en ce qu'au moins une des deux dentures hélicoïdales (2, 4 et 7, 8) respectivement, présente au moins une dent de blocage (39 ou 40).
4. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce qu'un induit (21) d'un électro-aimant (22) destiné à actionner le piston de commande (17), est assemblé solidairement en rotation au piston de commande (17).
5. Dispositif selon la revendication 4, caractérisé en ce que la course de déplacement axial de l'induit (21) est limitée par une face de butée (25).
EP89102105A 1988-03-30 1989-02-08 Dispositif de déplacement angulaire relatif entre deux arbres en liaison d'entraînement Expired - Lifetime EP0335083B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3810804A DE3810804A1 (de) 1988-03-30 1988-03-30 Vorrichtung zur relativen winkelverstellung zwischen zwei in antriebsverbindung stehenden wellen
DE3810804 1988-03-30

Publications (2)

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

Family

ID=6351064

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89102105A Expired - Lifetime EP0335083B1 (fr) 1988-03-30 1989-02-08 Dispositif de déplacement angulaire relatif entre deux arbres en liaison d'entraînement

Country Status (5)

Country Link
US (1) US4895113A (fr)
EP (1) EP0335083B1 (fr)
JP (1) JPH0686807B2 (fr)
DE (2) DE3810804A1 (fr)
ES (1) ES2026703T3 (fr)

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EP2320037B8 (fr) † 1996-03-28 2013-11-13 Aisin Seiki Kabushiki Kaisha Dephaseur d'arbre à cames
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JP4013364B2 (ja) * 1998-10-30 2007-11-28 アイシン精機株式会社 弁開閉時期制御装置
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Publication number Publication date
US4895113A (en) 1990-01-23
DE3810804C2 (fr) 1990-09-13
DE3810804A1 (de) 1989-10-19
JPH01300006A (ja) 1989-12-04
EP0335083A1 (fr) 1989-10-04
JPH0686807B2 (ja) 1994-11-02
DE58900270D1 (de) 1991-10-17
ES2026703T3 (es) 1992-05-01

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