WO1991014082A2 - Drive arrangement for a camshaft - Google Patents

Drive arrangement for a camshaft Download PDF

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Publication number
WO1991014082A2
WO1991014082A2 PCT/EP1991/000345 EP9100345W WO9114082A2 WO 1991014082 A2 WO1991014082 A2 WO 1991014082A2 EP 9100345 W EP9100345 W EP 9100345W WO 9114082 A2 WO9114082 A2 WO 9114082A2
Authority
WO
WIPO (PCT)
Prior art keywords
camshaft
teeth
pair
drive wheel
switching element
Prior art date
Application number
PCT/EP1991/000345
Other languages
German (de)
French (fr)
Other versions
WO1991014082A3 (en
Inventor
Richard Clos
Original Assignee
Audi Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi Ag filed Critical Audi Ag
Priority to DE9191904642T priority Critical patent/DE59100260D1/en
Publication of WO1991014082A2 publication Critical patent/WO1991014082A2/en
Publication of WO1991014082A3 publication Critical patent/WO1991014082A3/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F01L1/34406—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0471—Assembled camshafts
    • F01L2001/0473—Composite camshafts, e.g. with cams or cam sleeve being able to move relative to the inner camshaft or a cam adjusting rod
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L2001/34486—Location and number of the means for changing the angular relationship

Definitions

  • the invention relates to a drive device for a camshaft according to the preamble of claim 1.
  • Such a drive device is described for example in DE-A 19 63 549.
  • a main requirement in the construction of such so-called adjusting camshafts is that little or no additional space is required in the longitudinal direction compared to non-adjustable camshafts, since otherwise the internal combustion engine can be accommodated due to the extremely restricted space in the engine compartment of a motor vehicle with adjustable camshaft (s) is often not possible or only possible if the bodywork is changed costly.
  • the space requirement for the camshaft adjustment in the longitudinal direction of the camshaft is already considerably reduced compared to other known solutions (for example DE-C 33 16 162).
  • the invention has for its object to provide a camshaft drive device of the generic type, the longitudinal extent of which is only extremely slightly greater than the longitudinal extent of a drive device without a camshaft adjusting device.
  • the switching element can be actuated hydraulically by a servomotor, for example in accordance with DE-A 19 63 549, in which part of the switching element forms a hydraulic piston.
  • a servomotor adjacent to the end of the camshaft facing away from the drive wheel and to connect the actuator of the servomotor to the shifting element by means of a shift rod passing through the camshaft.
  • the servomotor comes with a longitudinally installed internal combustion engine at a point in the engine compartment at which the bonnet rises towards the windshield, so that there is sufficient space for accommodating the servomotor.
  • 1 is a partial longitudinal section of a cylinder head of an internal combustion engine in a horizontal plane through a camshaft
  • Fig. 2 shows a section of the camshaft drive along line 2-2 in Fig. 1, and
  • FIG. 3 shows a perspective illustration of the switching element.
  • Fig. 1 denotes the cylinder head of a valve-controlled reciprocating piston internal combustion engine, in which a camshaft 3 is mounted via bearing 2, the cams of which actuate intake and / or exhaust valves, not shown, of the internal combustion engine.
  • a tubular extension 4 is screwed to the camshaft 3 by screws 4a, on which a drive wheel 5 is mounted, which is driven by the crankshaft of the internal combustion engine.
  • the holes 4b in the extension 4, through which the screws 4a extend, are designed as elongated holes in order to enable a basic setting of the camshaft 3 relative to the drive wheel 5.
  • a switching element 6 is used, which is connected in a rotationally fixed manner to the drive wheel via a first pair of teeth 7, 9 and in a rotationally fixed manner to the camshaft extension 4 via a second pair of teeth 8, 11.
  • the pairs of teeth 7, 9 and 8, 11 include different angles the longitudinal center axis of the camshaft 3.
  • the pair of teeth 7, 9 is designed as a straight toothing and the pair of teeth 8, 11 as a helical toothing.
  • the pair of teeth 7, 9 could also be designed as helical teeth and the pair of teeth 8, 11 as straight teeth.
  • an axial displacement of the control element 6 causes the camshaft 3 to rotate relative to the drive wheel 5 and thus a change in the valve timing.
  • the shift element 6 is axially displaced with the aid of a servomotor 15 arranged at the other end of the camshaft 3, the actuator of which in the exemplary embodiment is a hydraulic piston 16 ′′ , connected to the shift element 6 by means of a shift rod 17 which penetrates a through hole 18 in the camshaft 3 Pressure load on one side of the actuating piston 16 and pressure relief on the other piston surface by means of a control slide 20 actuated, for example, by an electromagnet 19, the switching element 6 is moved from one end position to the other, as is known, the switchover can take place as a function of operating parameters To avoid twisting, the switching rod 17 can be connected to the switching element 6 and to the actuating piston 16 such that they can move in an angular manner.
  • the servomotor 15 is connected in a rotationally fixed manner to the camshaft 3 in the exemplary embodiment. This avoids an axial bearing for the camshaft, which is necessary in a stationary servomotor to absorb the axial actuating forces.
  • the pressure medium supply and discharge to the right in FIG. 2 of the actuating piston 16 takes place via the camshaft bearing 2 'and a bore 21 in the camshaft 3 through the hollow shift rod 17 and the hollow screw 22, which connects the actuating piston 16 to the shift rod 17.
  • the pressure medium supply and discharge to and from the left side of the actuating piston 16 likewise takes place through the camshaft bearing 2 'and a second bore 23 in the camshaft and an annular space 24 between the shift rod 17 and the wall of the through bore 18.
  • a sleeve 25 is pressed into the through bore 18 to seal the two bores 21 and 23 from one another.
  • the switching element 6 is arranged in the tubular camshaft extension 4 and on its circumference, as can be seen in particular from FIG. 3, the external teeth 7 of the first pair of teeth and the external teeth 8 of the second pair of teeth are alternately provided.
  • the external toothing 7 is formed by spur toothing extending in the longitudinal direction of the camshaft 3
  • the external toothing 8 is formed by helical toothing sectors which are arranged between adjacent spur toothing sectors 7.
  • Corresponding internal helical gear segments 11 on the inner circumference of the tubular camshaft extension 4 engage with the helical gear sectors 8.
  • This camshaft extension 4 is provided between the segments 11 with openings 10 through which spokes 12 of the drive wheel 5 extend, which engage with the straight toothed ends 9 in the straight toothed sectors 7.
  • the spokes 12 are arranged in the openings 10 with so much play in the circumferential direction that the desired angular adjustment of the camshaft 3 relative to the drive wheel 5 is made possible.
  • the helical toothing 7 of the switching element 6 has a larger pitch circle diameter than the straight toothing 8. This allows the helical toothing by hobbing produce since there is a lateral outlet for the milling tool.
  • Straight teeth can be made by broaching or butting.
  • the switching element can also be a sintered body in which at least the straight toothing is completely sintered.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

A drive arrangement for a camshaft (3) of an internal combustion engine has a device which rotates the camshaft (3) relative to a coaxial drive wheel (5). The device has a control element (6) which co-operates with the drive wheel through a first spur-cut pair (7, 9) and with the camshaft (3) through a second helical-cut pair (8, 11) and which can be displaced axially by a positioning motor. The teeth of the gear pairs are arranged one behind the other in the peripheral direction between the control element (6) and the drive wheel (5) on the one hand and between the control element (6) and the camshaft (3) on the other hand, i.e., a gear pair between control element (6) and drive wheel (5) follows a gear pair between control element (6) and camshaft (3) in the peripheral direction. As a result, minimal space is required for adjustement of the camshaft.

Description

Antriebsvorrichtung für eine NockenwelleDrive device for a camshaft
Die Erfindung bezieht sich auf eine Antriebsvorrichtung für eine Nockenwelle entsprechend dem Oberbegriff des An¬ spruchs 1.The invention relates to a drive device for a camshaft according to the preamble of claim 1.
Eine derartige Antriebsvorrichtung ist beispielsweise in der DE-A 19 63 549 beschrieben.Such a drive device is described for example in DE-A 19 63 549.
Eine Hauptforderung bei der Konstruktion derartiger soge¬ nannter Verstell-Nockenwellen besteht darin, daß kein oder nur wenig zusätzlicher Raum gegenüber nicht verstellbaren Nockenwellen in Längsrichtung erforderlich ist, da sonst aufgrund der äußerst beengten Platzverhältnisse im Motor¬ raum eines Kraftfahrzeuges die Unterbringung einer Brenn¬ kraftmaschine mit Verstell-Nockenwelle(n) oftmals nicht oder nur bei kostspieliger Änderung der Karosserie mög¬ lich ist. Bei der Antriebsvorrichtung gemäß der DE-A 19 63 549 ist der Raumbedarf für die Nockenwellenver¬ stellung in Längsrichtung der Nockenwelle gegenüber anderen bekannten Lösungen (z.B. DE-C 33 16 162) bereits erheblich reduziert. Trotzdem ergibt sich dadurch, daß das Schaltelement die Stirnfläche des Antriebsrades bzw. des mit der Nockenwelle verbundenen Fortsatzes überdeckt, eine Vergrößerung der Länge des Nockenwellenantriebes in Nockenwellenlängsrichtung um die Dicke des Schaltelements und dessen Verεtellweg. Der Erfindung liegt die Aufgabe zugrunde, eine Nocken¬ wellen-Antriebsvorrichtung der gattungsgemäßen Art zu schaffen, deren Längserstreckung nur äußerst geringfügig größer ist als die Längserstreckung einer Antriebsvor¬ richtung ohne Nockenwellen-Versteileinrichtung.A main requirement in the construction of such so-called adjusting camshafts is that little or no additional space is required in the longitudinal direction compared to non-adjustable camshafts, since otherwise the internal combustion engine can be accommodated due to the extremely restricted space in the engine compartment of a motor vehicle with adjustable camshaft (s) is often not possible or only possible if the bodywork is changed costly. In the drive device according to DE-A 19 63 549, the space requirement for the camshaft adjustment in the longitudinal direction of the camshaft is already considerably reduced compared to other known solutions (for example DE-C 33 16 162). Nevertheless, the fact that the switching element covers the end face of the drive wheel or of the extension connected to the camshaft results in an increase in the length of the camshaft drive in the longitudinal direction of the camshaft by the thickness of the switching element and its adjustment path. The invention has for its object to provide a camshaft drive device of the generic type, the longitudinal extent of which is only extremely slightly greater than the longitudinal extent of a drive device without a camshaft adjusting device.
Diese Aufgabe wird erfindungsgemäß durch die im Kenn¬ zeichen des Anspruchs 1 angegebenen Merkmale gelöst.This object is achieved according to the invention by the features specified in the characterizing part of claim 1.
Durch die Anordnung der beiden Verzahnungspaare in Um¬ fangsrichtung hintereinander und nicht, wie sonst üblich radial übereinander oder axial nebeneinander wird ein außerordentlich kleiner Bauraum für die Unterbringung der Nockenwellen-Verstelleinrichtung benötigt, so daß diese weitgehend innerhalb des Antriebsrades untergebracht werden kann. Daher läßt sich eine Brennkraftmaschine mit derartigen Verstell-Nockenwellen problemlos im Motorraum eines bestehenden Kraftfahrzeuges unterbringen, das wahl¬ weise mit einer Brennkraftmaschine mit oder ohne Nocken¬ wellen-Verstellung ausgestattet sein soll.The arrangement of the two pairs of teeth in the circumferential direction one behind the other and not, as is usually the case radially one above the other or axially next to one another, requires an extremely small installation space for accommodating the camshaft adjusting device, so that it can be accommodated largely within the drive wheel. Therefore, an internal combustion engine with such adjustment camshafts can be accommodated in the engine compartment of an existing motor vehicle, which is to be optionally equipped with an internal combustion engine with or without camshaft adjustment.
Das Schaltelement kann, wie bekannt, hydraulisch durch einen Stellmotor, beispielsweise entsprechend der ein¬ gangs genannten DE-A 19 63 549, betätigt werden, bei der ein Teil des Schaltelements einen hydraulischen Kolben bildet. Vorteilhafter ist es jedoch, den Stellmotor dem vom Antriebsrad abgewandten Ende der Nockenwelle benach¬ bart anzuordnen und das Stellglied des Stellmotors mit dem Schaltelement durch eine die Nockenwelle durchsetzende Schaltstange zu verbinden. Dadurch kommt der Stellmotor bei längs eingebauter Brennkraftmaschine an eine Stelle im Motorraum, an welcher die Motorhaube zur Windschutzscheibe hin ansteigt, so daß genügend Platz für die Unterbringung des Stellmotors vorhanden ist. Vorteilhafte Weiterbildungen der Erfindung ergeben sich aus den Unteransprüchen.As is known, the switching element can be actuated hydraulically by a servomotor, for example in accordance with DE-A 19 63 549, in which part of the switching element forms a hydraulic piston. However, it is more advantageous to arrange the servomotor adjacent to the end of the camshaft facing away from the drive wheel and to connect the actuator of the servomotor to the shifting element by means of a shift rod passing through the camshaft. As a result, the servomotor comes with a longitudinally installed internal combustion engine at a point in the engine compartment at which the bonnet rises towards the windshield, so that there is sufficient space for accommodating the servomotor. Advantageous developments of the invention result from the subclaims.
Ein Ausführungsbeispiel der Erfindung wird im folgenden unter Bezugnahme auf die Zeichnungen beschrieben. Es zeigt:An embodiment of the invention is described below with reference to the drawings. It shows:
Fig. 1 einen Teil-Längsschnitt eines Zylinderkopfes einer Brennkraftmaschine in einer waagrechten, durch eine Nockenwelle gelegten Ebene,1 is a partial longitudinal section of a cylinder head of an internal combustion engine in a horizontal plane through a camshaft,
Fig. 2 einen Schnitt des Nockenwellenantriebs entlang Linie 2-2 in Fig. 1, undFig. 2 shows a section of the camshaft drive along line 2-2 in Fig. 1, and
Fig. 3 eine perspektivische Darstellung des Schalt¬ elements.3 shows a perspective illustration of the switching element.
In Fig. 1 ist mit 1 der Zylinderkopf einer ventilge¬ steuerten Hubkolben-Brennkraftmaschine bezeichnet, in dem über Lager 2 eine Nockenwelle 3 gelagert ist, deren Nocken nicht gezeigte Einlaß- und/oder Auslaßventile der Brenn¬ kraftmaschine betätigen. An ihrem in Fig. 1 linken Ende ist an die Nockenwelle 3 durch Schrauben 4a ein rohr- förmiger Fortsatz 4 angeschraubt, auf dem ein Antriebsrad 5 gelagert ist, das von der Kurbelwelle der Brennkraft¬ maschine angetrieben wird. Die Löcher 4b im Fortsatz 4, durch welche sich die Schrauben 4a erstrecken, sind als Langlöcher ausgebildet, um eine Grundeinstellung der Nockenwelle 3 relativ zum Antriebsrad 5 zu ermöglichen.In Fig. 1, 1 denotes the cylinder head of a valve-controlled reciprocating piston internal combustion engine, in which a camshaft 3 is mounted via bearing 2, the cams of which actuate intake and / or exhaust valves, not shown, of the internal combustion engine. At its left end in FIG. 1, a tubular extension 4 is screwed to the camshaft 3 by screws 4a, on which a drive wheel 5 is mounted, which is driven by the crankshaft of the internal combustion engine. The holes 4b in the extension 4, through which the screws 4a extend, are designed as elongated holes in order to enable a basic setting of the camshaft 3 relative to the drive wheel 5.
Zur Übertragung des Antriebs vom Antriebsrad 5 auf die Nockenwelle 3 dient ein Schaltelement 6, das über ein erstes Verzahnungεpaar 7, 9 drehfest mit dem Antriebsrad und über ein zweites Verzahnungspaar 8, 11 drehfest mit dem Nockenwellenfortsatz 4 verbunden ist. Die Verzahnungs¬ paare 7, 9 und 8, 11 schließen unterschiedliche Winkel mit der Längsmittelachεe der Nockenwelle 3 ein. Im Ausfüh¬ rungsbeispiel ist das Verzahnungspaar 7, 9 als Geradver¬ zahnung und das Verzahnungspaar 8, 11 als Schrägverzahnung ausgebildet. Es könnte jedoch auch das Verzahnungspaar 7,9 als Schrägverzahnung und das Verzahnungspaar 8, 11 als Geradverzahnung ausgebildet sein. Schließlich besteht auch die Möglichkeit, beide Verzahnungspaare als Schrägver¬ zahnung, jedoch mit entgegengesetzter oder unterschied¬ licher Schrägstellung auszuführen. In jedem Falle wird durch Axialverschiebung des Stellelementes 6 eine Ver¬ drehung der Nockenwelle 3 relativ zum Antriebsrad 5 und damit eine Veränderung der Ventilsteuerzeiten bewirkt. Die Axialverschiebung des Schaltelements 6 erfolgt mit Hilfe eines am anderen Ende der Nockenwelle 3 angeordneten Stellmotors 15, dessen Stellglied im Ausführungsbeispiel ein Hydraulikkolben 16", durch eine Schaltstange 17, welche eine Durchgangsbohrung 18 der Nockenwelle 3 durchdringt, mit dem Schaltelement 6 verbunden ist. Durch Druckbe¬ lastung einer Seite des Stellkolbens 16 und Druckent¬ lastung der anderen Kolbenfläche mittels eines z.B. durch einen Elektromagneten 19 betätigten Steuerschiebers 20 wird das Schaltlement 6 von der einen Endstellung in die andere gebracht. Die Umschaltung kann, wie bekannt, in Abhängigkeit von Betriebsparametern erfolgen. Zur Ver¬ meidung von Verzwangungen kann die Schaltstange 17 mit dem Schaltelement 6 und mit dem Stellkolben 16 winkelbeweglich verbunden sein.To transfer the drive from the drive wheel 5 to the camshaft 3, a switching element 6 is used, which is connected in a rotationally fixed manner to the drive wheel via a first pair of teeth 7, 9 and in a rotationally fixed manner to the camshaft extension 4 via a second pair of teeth 8, 11. The pairs of teeth 7, 9 and 8, 11 include different angles the longitudinal center axis of the camshaft 3. In the exemplary embodiment, the pair of teeth 7, 9 is designed as a straight toothing and the pair of teeth 8, 11 as a helical toothing. However, the pair of teeth 7, 9 could also be designed as helical teeth and the pair of teeth 8, 11 as straight teeth. Finally, it is also possible to design both pairs of teeth as helical teeth, but with opposite or different oblique positions. In any case, an axial displacement of the control element 6 causes the camshaft 3 to rotate relative to the drive wheel 5 and thus a change in the valve timing. The shift element 6 is axially displaced with the aid of a servomotor 15 arranged at the other end of the camshaft 3, the actuator of which in the exemplary embodiment is a hydraulic piston 16 ″ , connected to the shift element 6 by means of a shift rod 17 which penetrates a through hole 18 in the camshaft 3 Pressure load on one side of the actuating piston 16 and pressure relief on the other piston surface by means of a control slide 20 actuated, for example, by an electromagnet 19, the switching element 6 is moved from one end position to the other, as is known, the switchover can take place as a function of operating parameters To avoid twisting, the switching rod 17 can be connected to the switching element 6 and to the actuating piston 16 such that they can move in an angular manner.
Der Stellmotor 15 ist im Ausführungsbeispiel drehfest mit der Nockenwelle 3 verbunden. Dadurch wird ein Axiallager für die Nockenwelle, das bei einem stationär angeordneten Stellmotor für die Aufnahme der axialen Stellkräfte er¬ forderlich ist, vermieden. Die Druckmittelzu- und -abfüh- rung zu der in Fig. 2 rechten Seite des Stellkolbens 16 erfolgt über das Nockenwellenlager 2' und eine Bohrung 21 in der Nockenwelle 3 durch die hohle Schaltstange 17 und die Hohlschraube 22, welche den Stellkolben 16 mit der Schaltstange 17 verbindet. Die Druckmittelzu- und -abfüh- rung zu bzw. von der linken Seite des Stellkolbens 16 er¬ folgt ebenfalls durch das Nockenwellenlager 2 ' und eine zweite Bohrung 23 in der Nockenwelle sowie einen Ring¬ raum 24 zwischen der Schaltstange 17 und der Wand der Durchgangsbohrung 18. Zur Abdichtung der beiden Bohrungen 21 und 23 voneinander ist in die Durchgangsbohrung 18 eine Hülse 25 eingepreßt.The servomotor 15 is connected in a rotationally fixed manner to the camshaft 3 in the exemplary embodiment. This avoids an axial bearing for the camshaft, which is necessary in a stationary servomotor to absorb the axial actuating forces. The pressure medium supply and discharge to the right in FIG. 2 of the actuating piston 16 takes place via the camshaft bearing 2 'and a bore 21 in the camshaft 3 through the hollow shift rod 17 and the hollow screw 22, which connects the actuating piston 16 to the shift rod 17. The pressure medium supply and discharge to and from the left side of the actuating piston 16 likewise takes place through the camshaft bearing 2 'and a second bore 23 in the camshaft and an annular space 24 between the shift rod 17 and the wall of the through bore 18. A sleeve 25 is pressed into the through bore 18 to seal the two bores 21 and 23 from one another.
Das Schaltelement 6 ist in dem rohrförmigen Nockenwellen- Fortsatz 4 angeordnet und an seinem Umfang ist, wie ins¬ besondere aus Fig. 3 ersichtlich, abwechselnd die Außen¬ verzahnung 7 des ersten Verzahnungspaares und die Außen¬ verzahnung 8 des zweiten Verzahnungspaares vorgesehen. Die Außenverzahnung 7 wird im Ausführungsbeispiel von in Längsrichtung der Nockenwelle 3 verlaufenden Geradver¬ zahnungen gebildet, während die Außenverzahnung 8 von Schrägverzahnungs-Sektoren gebildet ist, die zwischen be¬ nachbarten Geradverzahnungs-Sektoren 7 angeordnet sind. Mit den Schrägverzahnungs-Sektoren 8 sind entsprechende Innen-Schrägverzahnungs-Segmente 11 am Innenumfang des rohrförmigen Nockenwellen-Fortsatzes 4 im Eingriff. Die Umfangswand dieses Nockenwellen-Fortsatzes 4 ist zwischen den Segmenten 11 mit Durchbrüchen 10 versehen, durch welche sich Speichen 12 des Antriebsrades 5 erstrecken, die mit ihren geradverzahnten Enden 9 in die Geradver¬ zahnungs-Sektoren 7 eingreifen. Die Speichen 12 sind in den Durchbrüchen 10 mit einem so großen Spiel in Umfangs¬ richtung angeordnet, daß die gewünschte Winkelverstellung der Nockenwelle 3 relativ zum Antriebsrad 5 ermöglicht wird.The switching element 6 is arranged in the tubular camshaft extension 4 and on its circumference, as can be seen in particular from FIG. 3, the external teeth 7 of the first pair of teeth and the external teeth 8 of the second pair of teeth are alternately provided. In the exemplary embodiment, the external toothing 7 is formed by spur toothing extending in the longitudinal direction of the camshaft 3, while the external toothing 8 is formed by helical toothing sectors which are arranged between adjacent spur toothing sectors 7. Corresponding internal helical gear segments 11 on the inner circumference of the tubular camshaft extension 4 engage with the helical gear sectors 8. The circumferential wall of this camshaft extension 4 is provided between the segments 11 with openings 10 through which spokes 12 of the drive wheel 5 extend, which engage with the straight toothed ends 9 in the straight toothed sectors 7. The spokes 12 are arranged in the openings 10 with so much play in the circumferential direction that the desired angular adjustment of the camshaft 3 relative to the drive wheel 5 is made possible.
Die Schrägverzahnung 7 des Schaltelements 6 hat einen größeren Teilkreisdurchmesser als die Geradverzahnung 8. Dadurch läßt sich die Schrägverzahnung durch Wälzfräsen herstellen, da ein seitlicher Auslauf für das Fräswerk¬ zeug vorhanden ist. Die Geradverzahnung kann durch Räumen oder Stoßen hergestellt werden. Das Schaltelement kann jedoch auch ein Sinterkörper sein, bei dem zumindest die Geradverzahnung fertig gesintert ist.The helical toothing 7 of the switching element 6 has a larger pitch circle diameter than the straight toothing 8. This allows the helical toothing by hobbing produce since there is a lateral outlet for the milling tool. Straight teeth can be made by broaching or butting. However, the switching element can also be a sintered body in which at least the straight toothing is completely sintered.
Abweichend von dem dargestellten Ausführungsbeispiel könnten zwischen den Schrägverzahnungs-Sektoren 8 anstelle der Geradverzahnungs-Sektoren 7 entweder Längsnuten oder auch eine Schrägverzahnung mit einer anderen Schräg- εtellung vorgesehen werden. Die Enden 9 der Speichen 12 müßten dann entsprechend ausgeführt sein. In a departure from the exemplary embodiment shown, between the helical gear sectors 8, instead of the straight gear sectors 7, either longitudinal grooves or also helical teeth with a different helical position could be provided. The ends 9 of the spokes 12 would then have to be designed accordingly.

Claims

P a t e n t a n s p r ü c h eP a t e n t a n s r u c h e
Antriebsvorrichtung für eine im Zylinderkopf (1) einer Brennkraftmaschine gelagerte Nockenwelle (3) mit einer Einrichtung zum Verdrehen der Nockenwelle relativ zu einem koaxialen, mit der Kurbelwelle der Brennkraft¬ maschine in Antriebsverbindung stehenden Antriebsrad (5), die ein koaxial zur Nockenwelle (3) angeordnetes, durch einen Stellmotor axial zwischen zwei Endstellungen verschiebbares Schaltelement (6) aufweist, das über ein erstes Verzahnungspaar (7, 9) mit dem Antriebsrad (5) und über ein zweites Verzahnungεpaar (8, 11) mit der Nockenwelle (3) zuεammenwirkt, wobei jedes Verzahnungs¬ paar aus einer am Schaltelement (6) vorgesehenen Außen¬ verzahnung (7 bzw. 8) und einer am Antriebsrad (5) bzw. in der Nockenwelle (3) vorgesehenen Innenverzahnung (9 bzw. 11) besteht und die beiden Verzahnungspaare unter¬ schiedliche Winkel mit der Längsmittelachse der Nocken¬ welle einschließen, und wobei das Antriebszahnrad (5) auf einem rohrförmigen Fortsatz (4) der Nockenwelle (3) drehbar gelagert ist, gekennzeichnet durch folgende Merkmale: a) das Schaltelement (6) ist im Nockenwellenfortsatz (4) angeordnet und an seinem Umfang ist abwechselnd die Außenverzahnung (7) des ersten Verzahnungspaareε (7, 9) und die Außenverzahnung (8) deε zweiten Ver- zahnungεpaares (8, 11) vorgesehen 2Drive device for a camshaft (3) mounted in the cylinder head (1) of an internal combustion engine with a device for rotating the camshaft relative to a coaxial drive wheel (5) which is in drive connection with the crankshaft of the internal combustion engine and which has a coaxial to the camshaft (3) arranged switching element (6) which can be displaced axially between two end positions by means of a servomotor and which interacts with the drive wheel (5) via a first pair of teeth (7, 9) and with the camshaft (3) via a second pair of teeth (8, 11), wherein each pair of teeth consists of an external toothing (7 or 8) provided on the switching element (6) and an internal toothing (9 or 11) provided on the drive wheel (5) or in the camshaft (3) and the two pairs of teeth include different angles with the longitudinal central axis of the camshaft, and the drive gear (5) on a tubular extension (4) of the camshaft ( 3) is rotatably supported, characterized by the following features: a) the switching element (6) is arranged in the camshaft extension (4) and on its circumference is alternately the external teeth (7) of the first pair of teeth (7, 9) and the external teeth (8) the second pair of teeth (8, 11) is provided 2
b) die Umfangswand deε rohrförmigen Nockenwellenfort- εatzeε (4) iεt mit Durchbrüchen (10) und zwiεchen den Durchbrüchen mit Innenverzahnungεεegmenten (11) ver¬ sehen, die mit den Außenverzahnungen (8) deε zweiten Verzahnungεpaares auf dem Stellelement (6) in Ein¬ griff sind c) das Antriebsrad (5) weist sich durch die Durchbrüche (10) radial nach innen erstreckende Speichen (12) auf, deren Enden (9) mit den Außenverzahnungen (7) deε erεten Verzahnungεpaareε (7, 9) auf dem Stell¬ element (6) in Eingriff εind, wobei die Speichen (12) in den Durchbrüchen (10) mit einem Spiel in Umfangs¬ richtung angeordnet sind, das den erforderlichen Verdrehwinkel zwischen der Nockenwelle (3) und dem Antriebsrad (5) entspricht.b) the peripheral wall of the tubular camshaft extension (4) is provided with openings (10) and between the openings with internal toothing segments (11), which with the external teeth (8) of the second pair of teeth on the adjusting element (6) in one handle are c) the drive wheel (5) has through the openings (10) radially inwardly extending spokes (12) whose ends (9) with the external teeth (7) of the first pair of teeth (7, 9) on the actuator element (6) are engaged, the spokes (12) being arranged in the openings (10) with a play in the circumferential direction which corresponds to the required angle of rotation between the camshaft (3) and the drive wheel (5).
2. Antriebsvorrichtung nach Anspruch 1, dadurch gekenn¬ zeichnet, daß das erste Verzahnungspaar (7, 9) nach Art einer Keilwellen-Verzahnung ausgebildet ist, wobei die Speichen (12) mit ihren radial inneren Enden (9) in Geradverzahnungen (7) in der Umfangsflache deε Schalt- elementε (6) zwiεchen benachbarten Außenverzahnungen (8) des zweiten Verzahnungspaares (8, 11) eingreifen.2. Drive device according to claim 1, characterized gekenn¬ characterized in that the first pair of teeth (7, 9) is designed in the manner of a spline toothing, the spokes (12) with their radially inner ends (9) in straight teeth (7) in engage the peripheral surface of the switching element (6) between adjacent external toothings (8) of the second pair of teeth (8, 11).
3. Antriebsvorrichtung nach Anspruch 1, dadurch gekenn¬ zeichnet, daß der Stellmotor (15) dem vom Antriebsrad (5) abgewandten Ende der Nockenwelle (3) benachbart angeordnet ist und daß das Stellglied (16) des Stell¬ motors (15) mit dem Schaltelement (6) durch eine die Nockenwelle (3) durchεetzende Schaltεtange (17) ver¬ bunden ist.3. Drive device according to claim 1, characterized gekenn¬ characterized in that the servomotor (15) from the drive wheel (5) facing away from the camshaft (3) is arranged adjacent and that the actuator (16) of the servomotor (15) with the Switching element (6) is connected by a shift rod (17) which penetrates the camshaft (3).
4. Antriebsvorrichtung nach Anspruch 3, dadurch gekenn¬ zeichnet, daß die Schaltstange (17) winkelbeweglich mit dem Schaltelement (6) und/oder mit dem Stellglied (16) verbunden iεt. 4. Drive device according to claim 3, characterized gekenn¬ characterized in that the shift rod (17) is angularly connected to the switching element (6) and / or with the actuator (16) iεt.
5. Antriebsvorrichtung nach Anspruch 3, dadurch gekenn¬ zeichnet, daß der Stellmotor (15), das Stellglied (16) und die Schaltεtange (17) drehfest mit der Nockemwelle (3) verbunden sind.5. Drive device according to claim 3, characterized gekenn¬ characterized in that the servomotor (15), the actuator (16) and the Schaltεtange (17) are rotatably connected to the cam shaft (3).
6. Anstriebsvorrichtung nach Anspruch 1, dadurch gekenn¬ zeichnet, daß der rohrförmige Fortsatz (4) in ver¬ schiedenen Winkellagen der Nockenwelle (3) festlegbar ist. 6. Drive device according to claim 1, characterized gekenn¬ characterized in that the tubular extension (4) in different angular positions of the camshaft (3) can be fixed.
PCT/EP1991/000345 1990-03-07 1991-02-25 Drive arrangement for a camshaft WO1991014082A2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE9191904642T DE59100260D1 (en) 1990-03-07 1991-02-25 DRIVE DEVICE FOR A CAMSHAFT.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4007181A DE4007181A1 (en) 1990-03-07 1990-03-07 DRIVE DEVICE FOR A CAMSHAFT
DEP4007181.2 1990-03-07

Publications (2)

Publication Number Publication Date
WO1991014082A2 true WO1991014082A2 (en) 1991-09-19
WO1991014082A3 WO1991014082A3 (en) 1991-10-31

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1991/000345 WO1991014082A2 (en) 1990-03-07 1991-02-25 Drive arrangement for a camshaft

Country Status (3)

Country Link
EP (1) EP0518898B1 (en)
DE (2) DE4007181A1 (en)
WO (1) WO1991014082A2 (en)

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JPH04350311A (en) * 1990-12-28 1992-12-04 Atsugi Unisia Corp Valve timing control device for internal combustion engine
DE10211468A1 (en) * 2002-03-15 2003-09-25 Daimler Chrysler Ag Camshaft adjuster for internal combustion engine has control piston in separate guide casing
US6883479B2 (en) 2002-11-04 2005-04-26 Borgwarner Inc. VCT phaser having an electromagnetic lock system for shift and lock operation
US6814037B1 (en) * 2003-06-24 2004-11-09 Borgwarner Inc. Variable camshaft timing for internal combustion engine with actuator locking
DE10346446A1 (en) * 2003-10-07 2005-05-12 Daimler Chrysler Ag Camshaft adjuster for internal combustion engine with hydraulic medium guides has at least one hydraulic medium guide connected directly or via handover unit and/or channel outside camshaft to control unit of camshaft adjuster
DE102005039751A1 (en) * 2005-08-23 2007-03-01 Mahle International Gmbh camshaft
CN101737110B (en) * 2009-12-15 2011-11-16 重庆大学 Single overhead camshaft air inlet phase continuous variable mechanism of motorcycle engine
FR3060645B1 (en) * 2016-12-19 2018-11-30 Renault S.A.S. CAMSHAFT HAVING A DEPHASING SYSTEM
US11280228B2 (en) * 2020-07-07 2022-03-22 Borgwarner, Inc. Variable camshaft timing assembly

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DE3503740A1 (en) * 1985-02-05 1986-08-07 Miklos Dipl.-Ing. 6800 Mannheim Csongrady Device for adjusting the valve timing in internal combustion engines with valve timing gear
DE3316162C2 (en) * 1982-05-17 1989-04-20 Alfa-Lancia Industriale S.P.A., Arese, Mailand/Milano, It

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DE900505C (en) * 1943-11-06 1953-12-28 Bosch Gmbh Robert Injection start or ignition timing adjuster for internal combustion engines
DE3316162C2 (en) * 1982-05-17 1989-04-20 Alfa-Lancia Industriale S.P.A., Arese, Mailand/Milano, It
NL8301347A (en) * 1983-04-18 1984-11-16 Ernst Bernhard Leopold Laqueui Four stroke turbocharged IC engine - has inlet valve closure controlled as function of charge air pressure to optimise end compression level
DE3503740A1 (en) * 1985-02-05 1986-08-07 Miklos Dipl.-Ing. 6800 Mannheim Csongrady Device for adjusting the valve timing in internal combustion engines with valve timing gear

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2261931A (en) * 1991-11-28 1993-06-02 Atsugi Unisia Corp Valve timing control system for internal combustion engine
US5309873A (en) * 1991-11-28 1994-05-10 Atsugi Unisia Corporation Valve timing control system for internal combustion engine
GB2261931B (en) * 1991-11-28 1995-01-11 Atsugi Unisia Corp Valve timing control system for internal combustion engine

Also Published As

Publication number Publication date
EP0518898B1 (en) 1993-08-04
WO1991014082A3 (en) 1991-10-31
DE4007181A1 (en) 1991-09-12
DE59100260D1 (en) 1993-09-09
EP0518898A1 (en) 1992-12-23

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