Schaeffler Technologies Ag & Co .kg

Ina Schaeffler Kg

Ina Walzlager Schaeffler Ohg

Ina Walzlager

Ina Schaeffler Ohg

Schaeffler Kg

Mike Kohrs

Jens Schafer

Jochen Auchter

Andreas Strauss

Rainer Ottersbach

Jens Schaefer

Jonathan Heywood

Jens Schäfer

Marco Hildebrand

Hermann Golbach

Ulrich Wierl

Falko Arnold

Martin Steigerwald

Steven Burke

Dieter Goppelt

Inhwa Chung

Craig Dupuis

Hermann Wiehl

Joachim Matuschka

Jeffrey S Balko

A camshaft adjusting device, wherein said camshaft adjusting device has a lubricant supply unit, wherein the lubricant supply unit has a filter device for filtering the lubricant, wherein the filter device has at least one lubricant inlet, at least one lubricant outlet and at least one filter path, wherein the lubricant inlet and the lubricant outlet are fluidically connected to each other by way of the filter path, and wherein an output shaft of the camshaft adjusting device has two wall sections, wherein the at least one filter path is configured in a filter volume between the two wall sections, and wherein the lubricant inlet is at a smaller distance from the axis of rotation than the lubricant outlet, and the filter path extends at least in sections in the radial direction with respect to the axis of rotation.

Camshaft adjusting device

A method for operating a camshaft adjuster, which includes an adjusting transmission with an input shaft, an output shaft connected in a non-rotatable manner with a camshaft, and an adjusting shaft, whereby the adjusting shaft is driven by an actuator, characterized by the fact that the actuator drives the adjusting shaft by overcoming a torque that is dependent on its angular position.

Camshaft adjuster and method for operating a camshaft adjuster

A camshaft adjusting device having improved lubricant management including adjusting gearing for adjusting the angular position of a camshaft is proposed, the adjusting gearing having an input shaft, which can be coupled to a crankshaft, an output shaft, which can be coupled to the camshaft and an adjusting shaft, which can be coupled to an actuator. The adjusting gearing defines a rotational axis and the gearing forms a gearing interior, in which the input shaft, the output shaft and the adjusting shaft are operatively interconnected. The camshaft adjusting device has a lubricant supply for supplying the gearing interior with a lubricant and the lubricant supply is designed to form a lubricant sump in the gearing interior, the sump being radially outwards situated relative to the rotational axis.

A concentric cam shaft assembly, including: a first camshaft; a second camshaft including at least a portion disposed radially within the first camshaft; and at least one phasing assembly including first and second electric motors and a first input gear arranged to rotate at a first speed in response to receiving rotational torque from a crankshaft of an engine. The rotational torque is arranged to rotate the first and second camshafts. The first electric motor is arranged to circumferentially off-set the first camshaft with respect to the first input gear. The second electric motor is arranged to circumferentially off-set the second camshaft with respect to the first input gear.

Electric phasing of a concentric camshaft

A triple shaft adjusting gear including a driving part () that can be connected rotationally fast to a drive shaft, a driven part that can be connected rotationally fast to a driven shaft and an adjusting member that can be connected to an adjusting shaft. A mechanical stop for limiting an adjusting angle between the drive shaft and the driven shaft is arranged between two of the three shafts. According to the invention, the stop is an elastic coupling member for damping an impingement in case of a stop.

Three-shaft transmission having an elastic coupling element

A method for adjusting a crankshaft of an internal combustion engine which has a camshaft adjuster that in turn has a triple-shaft gear mechanism with a setting shaft, a camshaft sprocket and a camshaft. The camshaft sprocket is drivably connected to the crankshaft. During motor standstill or in a transition phase, in which at least one of the three shafts of the triple-shaft gear mechanism stands still, a driving of the setting shaft occurs. Also, a camshaft adjustment system is disclosed which has a triple-shaft gear mechanism with a control device that adjusts the crankshaft during the motor standstill or in a transition phase.

Method for adjusting a crankshaft of an internal combustion engine, camshaft adjustment system, and internal combustion engine having an adjustable crankshaft

Groups of camshafts () are connected to camshaft adjusters () via adapters. According to prior art, adaptations to the camshaft adjuster () are necessary for different mounting conditions and/or different geometries of camshafts (). Here, an adapter () is provided between camshaft () and camshaft adjuster (), which adapter can then be adapted to different geometries of the camshaft () and/or mounting positions. By this, the multiplicity of parts can be reduced.

Group of multiple camshafts with camshaft adjusters

Impurities of a lubricant in traditional camshaft adjusters can cause a problem, leading to impairment in the function and service life of the camshaft adjuster. In order to address this, flow channel areas are provided in the lubricant circuit, which include a dead chamber () where impurities can be deposited as a result of centrifugal force. Alternatively or additionally, a labyrinth is used to deposit impurities.

Camshaft adjuster

A camshaft adjuster () having a variable ratio gear unit (). Usually, a drive movement of an electrical actuating assembly () is transmitted into a variable ratio gear unit () of a camshaft adjuster () on the side which faces away from the camshaft (). According to the invention, the abovementioned drive movement is transmitted in from the side of the variable ratio gear unit () which faces the camshaft (). As a result, a further assembly, for example a vacuum pump, can be driven by the variable ratio gear unit () on the side of the variable ratio gear unit () which has become free and faces away from the camshaft (). An actuating shaft () of the actuating assembly () is preferably mounted via a bearing () which is supported on a circumferential face of the camshaft (). This results in a reduced axial overall size of the camshaft adjuster and extended possibilities for the arrangement of an actuating assembly and the connection of additional assemblies.

Camshaft adjuster having a variable ratio gear unit

Traditional camshaft adjusters are connected to a lubricant circuit of an internal combustion engine. Lubricant flows which are too large flood the drive of the camshaft adjuster, which leads to needless churning losses in the drive and needless losses of the pump capacity of the lubricant for other structural components of the internal combustion engine. According to the invention, a flow element (), which includes a throttle element or screen in the flow channel (), is used. According to another embodiment of the invention, the throttle element or screen can be used in various ways.

A lubricant circuit of a camshaft adjuster is provided. In conventional camshaft adjusters, lubricant is supplied from a cylinder head to the camshaft adjuster via a supply channel () and a receiving channel (), with an annular groove that encircles in a circumferential direction being located between the supply channel and the receiving channel in order to ensure a continuous lubricant supply. According to the invention, the lubricant is transferred from the supply channel to the receiving channel in a discontinuous manner. The omission of the encircling annular groove causes a discontinuous or cyclic flow of lubricant so that lubricant is transferred only when the supply channel () is at least partially aligned with the receiving channel ().

The invention relates to a device () for varying the control times of an internal combustion engine (), having a driving wheel (), a driven element () and a swashplate mechanism (). The torque of a crankshaft () is transmitted by means of a primary drive to the driving wheel () and further by means of the swashplate mechanism () to the driven element () which is connected fixedly in terms of rotation to a camshaft (). The swashplate mechanism () is composed of at least one bevel wheel () and a swashplate () which is mounted on an adjusting shaft (). It is the aim of the invention to reduce the mass and the installation space of the device ().

Device for varying the control times of an internal combustion engine

A device () for modifying the control times of an internal combustion engine having a drive wheel (), an output element (), and a swashplate gear mechanism () is provided. The torque of the crankshaft is transmitted to the drive wheel () via a primary drive and is transmitted on to the output element () via the swashplate gear mechanism (), with the output element () being connected in a fixed manner to the camshaft (). The swashplate gear mechanism () allows the drive wheel () to be rotated relative to the output element () allowing a continuous phase shift of the camshaft () relative to the crankshaft. In order carry out this function, the drive wheel () is rotatably supported by the output element (). An inexpensive and easy way to supply the swashplate gear mechanism () and the radial bearing () with lubricant is provided.

Device for modifying the control times of an internal combustion engine

A device () which is used to modify the control times of an internal combustion engine () is provided. The device () includes a drive wheel (), a drive element () and a swashplate mechanism (). The torque of the crankshaft () is transferred via a primary drive to the drive wheel () and then, via the swashplate mechanism () to the drive element () which is secured to the camshaft () in a rotationally fixed manner. The configuration of the mounting of the drive wheel () on the tooth support () of the drive element () reduces the axial area of the device () due to the construction measures. The invention also relates to an embodiment, wherein the device () is fixed to the camshaft () by means of a securing screw () without the need for additional space.

A device () for modifying the control times of an internal combustion engine () is provided, including a drive gear (), a driven element () and a swashplate mechanism (). The torque of the crankshaft () is transferred via a primary drive to the drive gear (), and via the swashplate mechanism () to the driven element () which is connected in a rotationally fixed manner to the camshaft (). The drive gear () can be rotated in relation to the driven element () via the swashplate mechanism (), whereby a continuous phase modification of the camshaft () relative to the crankshaft is possible. According to the invention, foreign body collecting pockets () are provided in the housing of the swashplate mechanism (), wherein foreign substances entering into the lubricant can be collected.

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Wilthen, Germany

Mike Kohrs