mot_de_en_1.pdf

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Page2 The right partner worldwide

18 Hydraulic valve lash adjustment18 Example: Tappet

20 Hydraulic valve lash adjustment elements20 Example: Tappet22 Mechanical valve lash adjustment elements22 Example: Tappet

24 Roller finger follower valve train components24 Hydraulic valve lash adjustment

26 Rocker arm valve train components26 Hydraulic valve lash adjustment

28 End pivot rocker arm valve train components28 Hydraulic valve lash adjustment

30 OHV valve train components30 Hydraulic valve lash adjustment

32 Crosshead valve train components32 Hydraulic valve lash adjustment

34 Switchable valve lash adjustment elements34 Example: Switchable tappet36 Function: Switchable tappet

40 Chain drive systems40 Chains, chain sprockets40 Chain blades40 Chain guides42 Chain drive tensioners44 Cam-cam tensioners

46 Belt drive systems46 Primary drive50 Accessory drives56 Belt-driven starter generator drive RSG58 Tensioning systems for RSG drives60 Tension and idler pulleys for primary and accessory drives

62 Variable camshaft timing systems62 System description64 Solenoid valve MAGV66 Variable camshaft timing system with helical splines for chain drive NWEK68 Vane type variable camshaft timing system for chain drive NWFK70 Vane type variable camshaft timing system for belt drive NWFR

72 REGE Motorenteile72 Core product: cylinder heads

75 Addresses75 Automotive Division

Contents


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Engine systems


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2

The right partner W ORLDWIDE Engine systems are our business. We are a permanent partner to our customers,

from the planning stage right through to service. In short, we dont just sell a product, we offer complete solutions W ORLDWIDE .

More than 30 years ago, we set our focus on the international automotive market.Today, we manufacture components and systems for valve trains, primary drives,ancillary drives and variable camshaft timing systems in countries such as Brazil,France, Britain, Germany, Romania, the USA, the Slovak Republic and the emergingmarkets of China and Korea.Thanks to our worldwide presence, we can assure you of our solid technicalexpertise, comprehensive customer support, low logistical costs and reducedcurrency risks.

Its important to have the right partner:

A partner who knows your requirements and has a local presence. A partner like Schaeffler KG W ORLDWIDE .


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The best solutionIt all started with a vision a vision from which we developed our components

for engine systems and which, over time, gained an outstanding reputation.In partnership with vehicle manufacturers on every continent, we ensure that Personal mobility, Technical progress and Ecological responsibility are in harmony:

This is equally true for the very economical 3-cylinder engineand the high-capacity, high-performance 12-cylinder engine.


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Market the number O NE Principles must be proven time after time, solutions must be reviewed

in a critical light and reconsidered. That is our fundamental approach andit is only in this way that innovations such as our valve train components have been possible.

Our approach has made us a market leader: W ORLDWIDE with a market share of over 30% for valve train components. E UROPE here we serve more than 50% of the market.

Together with our customers, we are already working on solutions for the future to maintain that leadership.

We remain faithful to the proven principle: Any result can, must and will be improved.


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2004

33%

300

325

100

50

150

200

250

0

300

325

100

50

150

200

250

0

199919981997

19951994

19931992

19901991

1996

2000 2001

20022003

2004

World market situation

Competitor A

Competitor B

Others

Sales volume per year in millions

Quantity Valve actuation elements

1 3 8 1 1 9 c


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Success requires knowledgeWhat began more than 30 years ago as a pioneering step with a small

group of people has now developed into a separate, major product line. Accordingly, the number of employees has grown strongly.

In the areas of development and design in particular, we use ourbest experts to develop ever more intelligent valvetrain systems.

We will of course continue to do so, in order to meet the increasinglycomplex requirements of our customers and find solutions: INA engineering services with expertise, local to the customer

and always in the lead.


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1450 38 6270 417

1 9 9

0

2 0 0

4

11,0

4,3

Number of employees

Total employees Development employees Development employeesTotal employees

1 3 8 1 2 2 c


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Simulation model Formerly, all design and testing work on the suppliers products was carried

out at the premises of the automotive manufacturer. Nowadays, responsibility for the component through to the complete control system lies with the supplier.For this reason, the Schaeffler KG (developer of INA components) has a teamof highly qualified employees in the fields of development and design.They ensure that products are designed to fulfill customer requirements starting with analysis and simulation, through testing to the application itself.

Demands on intelligent valve trains include: Reduced noise Reduced friction Reduced exhaust emissions Reduced fuel consumption.

The overall objective is: Valve train systems with reduced mass but increased stiffness.

Our approach: For optimum design of our engine systems, we use state of the art analysis

and simulation methods, including kinematic and kinetic calculations, finite element analyses, topological optimization and dynamic simulations.

Example: In order to verify the design of a rocker arm valve train, we analyse

the dynamic behavior with the aid of an equivalent Multi-Body-System

(see figure right).


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Piston

Housing

Contact pad

Valve

Valve spring

Camshaft

1 3 8 1 9 3


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Test set up for dynamic measurement Our engine components must fulfill customer requirements in relation

to function and reliability and must thus achieve the highest quality standard.We therefore subject our products to the most thorough testing regime.

Here too, as in analysis and simulation we use the most advanced technology: Engine test rigs, subassembly test rigs, pulsers and special equipment.

Example: For dynamic measurement of valve trains, we use the most advanced

laser measuring technology (see figure right).

Measurement system

Incremental encoder or clock/ measurement trigger Pressure in hydraulic element Valve lift Valve velocity Valve stem forceValve spring tension

Wheatstone full bridgeDC force amplifier Instrumented load measuring points

A

B

C


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1 2 3 4 5 0

21

A B

C

2

A B

A B

F y

C

C

Rotational angle generator

Data recorder

Laser vibrometer Sensors

1 3 8 1 9 2 a


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Valve timing drives the 1911 patent The father of the hydraulic valve lash adjustment element, Walter Speil 1) ,

recalls aspects of the history of the internal combustion engine:It was shortly after the invention of the internal combustion engine itself thatimaginative inventors focused their attention on gas exchange valve drivescontrolled by cams. The Frenchman Amde Bollee applied in 1911 for a patent for a valve timing drive that he had already designed asa low-friction, maintenance-free system: Cam tracking by roller bearing Automatic, hydraulic valve lash compensation Direct valve actuation Camshaft driven direct via gear ratio reduction or short chain.

The grave disadvantage of this valve train arrangement was the so-called Lhead engine design. The combustion chamber could not be arranged directly overthe piston but extended to the valve inlets located to the sides of the cylinders.

It was quickly recognized that irregularly shaped compression and combustionchamber arrangements of this type allowed only moderate levels of combustionefficiency. The combustion chambers had to be made more compact and arranged so that they were only above the piston. This was how the standing valves previously guided in the cylinder block came to be located in a suspendedarrangement in the cylinder head. The camshaft remained at itsoriginal position in the cylinder block.

Next followed the OHV pushrod valve trains ... for the further developmentof valve timing drives, see page 16.

Schaeffler KGThe engineers at Schaeffler KG (developer of INA products) were pioneers in themarket niche for low-maintenance valve trains in high-speed internal combustionengines with direct valve actuation by means of hydraulic tappets.Our new concept passed its first test in 1974 when it was adopted by Mercedes Benz for volume usage in the 8 cylinder engines for its luxury classvehicles principally because of the significantly lower exhaust emissions fromthe lash-free valve train. At the same time, Porsche proved in preproduction testsin a race car (917) that very high speeds could be achieved with our valve trains.

1) Active for many years as head of development for Schaeffler engine systems.


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KLASSE47g.

KAISERLICHES PATENTAMT.

A U S G

E G E B

E N D E N

1 8 . F E B R U

A R 1 9 1 3 .

PATENTSCHRIFTGRUPPE 43.

256641

AMDE BOLLEE FILS IN LE MANS. FRANKR.Nockensteuerung fr Ventile mit hydraulischer Kraftbertragung.

Patentiert im Deutschen Reiche vom 20. April 1911 ab.

1 3 8 1 2 4


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Valve timing drives development OHV pushrod drive

The picture section shows this so-called OHV pushrod drive with the camshaftlocated underneath. Many linking parts were required in order to transmit the cam stroke to the valve tappet, pushrod, rocker arm and rocker arm bearing support.

Further development involved ever-increasing speeds, but the engines were alsorequired to give higher performance within a lighter, more compact design.Due to its only moderate overall rigidity, the OHV pushrod drive soon reachedthe limits of its speed range. It was therefore necessary to reduce the numberof moving parts in the valve train.

Picture section : The camshaft was relocated to the cylinder head,thus eliminating the need for pushrods.

OHC valve trainThen came OHC (overhead camshaft) valve trains these are valve trainsin which the camshaft is located overhead in the cylinder head.

Picture section : In this OHC valve train, there is no tappet, the camshaft is positioned higher up and the valve stroke can be transmitteddirect via roller/rocker arms.

Picture section : This finger follower valve train is the most rigid designof lever-based valve train.

Picture section : OHC valve trains in which the valves are directly actuatedby means of tappets are suitable for very high speeds.There is no need for rocker arms or finger followersin this design.

All types of primary valve trains (picture sections to ) are widely used inengines manufactured in high volumes. The engineers must consider the main focus of the design power, torque, displacement, packaging, manufacturingcosts, etc. and weigh the advantages and disadvantages before deciding ona design. All valve trains from the pushrod drive to the compact OHC valve trainwith directly actuated valves coexist for good reasons.

Hydraulic valve lash adjustment Formerly, it was necessary to adjust the valve lash when the valve train was firstinstalled and subsequently at defined maintenance intervals by mechanicalmeans using adjustment screws or shims. Today, automatic hydraulic valve lashadjustment has become well established. This means little variation in overlap ofvalve lift curves over all operating cycles during the whole life of the engine,resulting in uniformly low exhaust emissions.

It was not until the early 1930s that the idea of Frenchman Amde Bollee(the 1911 patent, page 14) reached volume production and interestinglythis was not in the homeland of its inventor, but at Pierce Arrow in the USA.By the end of the 1950s, 80% of car engines there were already fittedwith hydraulic valve lash adjustment. In Europe, economic reasons dictatedthat engine design at the time tended to smaller-displacement,high-speed engines. As a result, volume production of hydraulic valve lashadjusters in Europe began some 20 years later.


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1

2

3

5

4

4

1 3 8 1 5 0 a


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Hydraulic valve lash adjustmentExample: Tappet

1 3 8 1 5

6

Function

Leak down phase (cam lift)

The tappet is loaded by the engine valve spring force and inertia forces

The distance between the piston and inner housing isreduced a small quantity of oil is forced out of the high pressure

chamber through the leakage gap it is then returned to the oil reservoir

At the end of the leak down phase, there is a smallquantity of valve lash

A small quantity of oil and air are forced out through theinlet hole and/or the guidance gap .

Components:

a

b

c

Outer housingPistonInner housingValve ballValve spring Valve cover Return spring

b

a

c

1

2

3

4

5

6

7

Oil at enginefeed pressure

Oil athigh pressure

1 3 8 1 1 7 a


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Function

Adjustment phase(base circle)

The return spring pushes the piston and the innerhousing apart until the valve lash is eliminated

The ball check valve opens due to the pressuredifferential between the high pressure chamberand the oil reservoir (piston)

Oil flows from the oil reservoir through the oil transferrecess, the oil reservoir and the ball check valve intothe high pressure chamber

The ball check valve closes and the force transmission inthe valve train is restored.

Components:

d

Oil transfer recess

Oil reservoir (piston)Oil reservoir (outer housing)Leakage gapGuidance gapHigh pressure chamber Oil feed grooveInlet hole

8

d

9

10

11

12

13

14

15

1 3 8 1 1 8 a


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Hydraulic valve lash adjustmentelementsExample: Tappet

1 3 8 1 5

6

Features

Hydraulic tappet The valve is driven by the cam through the tappet Very high valve train rigidity Highly cost-effective Valve lash is automatically compensated

maintenance-free throughout its operating life very quiet valve train consistently low exhaust emissions throughout the

operating life.

Anti-drain tappet While the engine is switched off, oil cannot flow out of

the outer reservoir this gives improved repeat startbehavior.

Bottom suction tappet The oil reservoir volume can be better utilized this

gives improved repeat start behavior.

Labyrinth tappet Combination of anti-drain and bottom suction

mechanisms Significantly improved repeat start behavior.

3CF tappet With cylindrical cam contact face anti-rotation

mechanism Simple oil supply Accelerated opening and closing 80% reduction in oil consumption Low cam contact pressures More effective valve lift characteristics possible with

identical tappet diameter Identical valve lift characteristics possible with smaller

tappet diameter very low tappet mass very high rigidity reduced frictional power.

1

2

3

4

1 3 8 1 3

6


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Oil at high pressure

1 3 8 1 1 7


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Mechanical valve lash adjustmentelementsExample: Tappet

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Features

Mechanical tappet Steel body The valve is driven by the cam through the tappet Valve lash is mechanically adjusted.

Components:

Mechanical tappet with top shim Shim

loosely inserted in tappet body supplied in various thicknesses material and heat treatment can be selected as

required Valve lash is adjusted by means

of the shim thickness .

Mechanical tappet with bottom shim Defined valve lash between the cam base circle

and the outer tappet base due to the shim thickness

Very low tappet mass valve spring forces and thus the frictional power are

reduced Large contact area for cam.

Mechanical tappet with graded base thickness Valve lash is adjusted by means of the tappet bottom

thickness Very low tappet mass

valve spring forces and thus the frictional power arereduced

Large contact area for cam Very economical to manufacture.

Removal slotShim

Tappet bodyTappet body contact surfaceShim

A

a

B

b

a

C

a

A

B

C

1 3 8 1 4 0


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1

2

3

4

6

5

b

a a

a

7

A B

C

0 1 0 0

6 2


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Roller finger follower valve traincomponentsHydraulic valve lash adjustment

1 3 8 1 4 2

Features

Roller fingerfollower valve train with hydraulic pivot element Contact between the finger follower and cam is

preferably given by means of a needle bearing cam roller Very low valve train friction Very simple assembly of cylinder head Oil can be easily fed from the cylinder head Very little space required.

Sheet metal finger follower

Pivot element

Sheet metal finger followerwith cam roller and pivot element

Formed from sheet steel Height of valve flange on valve is freely selectable Optionally with oil spray bore Optionally with retaining clip

simplified cylinder head assembly Very large load-bearing surfaces in the half-sphere area

and valve contact face Highly cost-effective.

Cast finger followerwith cam roller and pivot element

Complex lever geometries possible High load carrying capacity High rigidity dependent on design Low mass moment of inertia dependent on design.

Hydraulic pivot element Held together by means of polygon ring Reliable support of high transverse forces.

Sheet metal finger follower and pivot element

Cast finger follower and pivot element

a

Cam roller Oil spray boreRetaining clip

Valve flangec

PistonHousing Retaining ring (polygon ring)Venting hole/pressure relief hole

A

a c

B

b c

c

a

c

A

1 3 8 1 4 3

b

c

B

1 3 8 0 9 4


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5

6

a1

23

c

4

78



1 3 8 1 2

6 a


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Rocker arm valve train componentsHydraulic valve lash adjustment

1 3 8 1 0 7

Features

Roller type rocker arm with insert elementThe main body of the roller type rocker arm is preferablymade from aluminum; it is fitted with A needle bearing cam roller and A hydraulic insert element with or without a contact

pad the valve lash is automatically compensated maintenance-free very quiet running consistently low exhaust emissions throughout the

operating life Very low valve train friction Very little space required, since

all the valves can be actuated by a single camshaft.Components:

Hydraulic insert elements with contact pad Are supported on the insert element by means

of a ball/socket joint Have a contact pad made from hardened steel Have very low contact pressures in the valve contact

area.

Hydraulic insert elements without contact pad Require only a short mounting space Have low mass (low moving mass) Are highly cost-effective.

Roller type rocker arm with hydraulic insert element

Hydraulic insert elements with or without contact pad

A

a

b c

Cam roller Oil ductSupport platePistonHousing Retaining cup (sheet steel or plastic)Contact pad

b

c

a

b

1

A

1 3 8 1 8 8

b c

1 3 8 2 1 4


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a

1

2

b345

6

7



1 3 8 0

6 3 a


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End pivot rocker arm valve train componentsHydraulic valve lash adjustment

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b

Features

Hydraulic double or triple end pivot rocker arm with insert elementsThe main body of the rocker arm is preferably made fromaluminum; it is fitted with Needle bearing cam rollers and Separate hydraulic insert elements

for each valve the valve lash is automatically compensated maintenance-free very quiet running consistently low exhaust emissions throughout the

operating life Suitable for very high speeds

Low frictional energy.Triple end pivot rocker armwith insert elements

Double end pivot rocker arm with insert elements

Triple end pivot rocker arm

Double end pivot rocker arm

a

b

A

b

Cam roller Oil ductPistonHousing Contact pad

B

A

b

a

1 3 8 1 5 5

a B

b

1 3 8 1 7

6


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1 1

a

4 4

b

2 a

34

5

b

A Cam lift phase Base circle phaseFront view



Side view

1 3 8 1 5 4


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OHV valve train componentsHydraulic valve lash adjustment

1 3 8 1 5 1

Features

OHV valve train with hydraulic roller tappet,pushrod and rocker armHydraulic roller tappet Has a special internal oil feed system (labyrinth design) Gives improved emergency running characteristics even

with less than optimum pressurized oil supply The valve lash is automatically compensated

maintenance-free very quiet running consistently low exhaust emissions throughout the

operating life.

Rocker arm mounted on a pedestal Is supplied as a ready-to-fit unit comprising rocker arm,

needle bearing, trunion, pedestal and screw Has a rocker arm

supported by a needle bearing mounted on atrunion fitted on top of a pedestal

low-friction motion.

Components:

Hydraulic roller tappet

Rocker arm with pedestal

a

b c

c

Cam roller Housing PistonAnti-rotation pinPushrodNeedle roller bearing

Hydraulic roller tappetRocker armRocker arm pedestal

a

b

c

a 1 3 8 1

6 3

b

c

1 3 8 1 5 9


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a

a

b

5

c

6

a

1

2

3

4

1 3 8 1 3 3


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Crosshead valve train componentsHydraulic valve lash adjustment

1 3 8 1

6 5

Features

Roller crosshead with hydraulic insert elementsRoller crosshead : Two valves are directly actuated at the same time

each by means of one hydraulic insert element The guide pin gives linear guidance of the roller

crosshead An anti-rotation locking pin secures the roller

crosshead against rotation There is a direct force transmission between the cam and

valve, giving very high valve train rigidity Favorable guidance behavior, giving very smooth

running Low frictional power

Simple oil supply.Components:

a

b

Cam roller Oil ductSupport platePistonHousing Guidance pinAnti-rotation locking pin

a

b

b

1 3 8 1 7 4


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a

a

1

2

45

b3

6

2 7

Oil at enginefeed pressure Oil at high pressure

Cam lift phase Base circle phaseFront view Side view

1 3 8 1 2 9


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Switchable valve lash adjustmentelementsExample: Switchable tappet

1 3 8 1 5 8

Features

Switchable tappet, hydraulic Switching capability between two different valve liftcurves: valve or cylinder deactivation valve lift switching

In valve or cylinder deactivation the valve remains closed or is opened to its full valve lift

In valve lift switching, there is small to moderate valve lift or high valve lift

Advantages of valve or cylinder deactivation: improved emission behavior

reduced fuel consumption Advantages of valve lift switching:

significantly improved torque curve significantly increased engine power.

Valve lash adjustment two design variants: Hydraulic valve lash adjustment

The adjustment element is loaded during lift.A small quantity of oil is forced from the highpressure chamber through the leakage gap anddrawn back at the start of the base circle phase.

Mechanical valve lash adjustment The valve lash is adjusted by the use of graded caps or

shims in the inner housing.

Special designs Two different lift curves and zero lift are possible With a combination of two switchable tappets with

different lift curves per cylinder actuated separately,the valve train can approach a high variability(with relatively low system costs).

Other switchable valve lash adjustment elementsSwitchable roller tappetSwitchable pivot elementSwitchable tappet, mechanical

A

B

C

1 3 8 0 9 7

1 3 8 1 8 7


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A

B

C

1 3 8 1 8 1


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Switchable valve lash adjustmentelementsFunction: Switchable tappet

Function

Switchable tappet, hydraulicBase circle phase (switching process) The lost motion spring pushes the outer housing

against the stop on the inner housing The inner housing is in contact with the inner cam ,

there is a slight clearance between the outer cam and the outer housing

With the engine oil under reduced oil pressure, thelocking pin connects the outer housing to the innerhousing the locking pin is spring-loaded

When the engine oil pressure exceeds the switching oilpressure, the inner pin presses the locking pin back into the outer housing this disconnects the outer housing

from the inner housing The hydraulic lash adjuster in the inner housing

compensates the valve lash.

Cam lift phase unlocked (zero or low lift) The outer pair of cams moves the outer housing

downwards against the lost motion spring The engine valve follows the profile of the inner cam

with a cylindrical inner cam, the valve remains closed If all engine valves of one cylinder are deactivated

(outer housing unlocked), the cylinder is switched off this significantly reduces the fuel consumption.

Locked (high lift) The outer pair of cams moves the outer housing

and inner housing together downwards and opensthe engine valve

The hydraulic adjustment element is loaded a small quantity of oil is forced out of the high pressure

chamber through the leakage gap when the base circle phase is reached, the valve lash

is set to zero.

Switchable hydraulic tappet, pressureless locked: A

B a

b

Outer camInner camInner pinLocking pinInner housing Outer housing Lost motion spring Hydraulic lash adjuster Lost motion spring retainer Anti-rotation slotAnti-rotation lock


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1

2

3456

7

89

11

10

A Ba b

Base circle phase (switching process) Cam lift phaseUnlocked Locked

(zero or low lift) (high lift)

Engine oil pressure,reduced Engine oil pressure

Oil at highpressure

1 3 8 1 2 8


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Switchable valve lash adjustmentelements

a

1 3 8 2 1 1

Features

Switchable valve lash adjustment elements

Switchable tappet, mechanical

Cam lift phases:

Switchable pivot element

Switchable roller tappet

PistonCam roller Return spring Locking pinInner housing Outer housing Lost motion spring

A

Base circle phasea

Unlocked (zero or low lift)Locked (full lift)b

c

B

Locked (full lift)Unlocked (zero lift)

a

b

C

Locked (full lift)Unlocked (zero lift)

a

b

4

5

6

7

A

b

3

1 3 8 2 1

6

6

4

7

5

c

3

1 3 8 2 1 7


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a b

1

5

4

C

a b

1

5

3

4

7

6

B

7

Switchable pivot element

Switchable roller lifter

3

3

6

2

3

1 3 8 1 8

6


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Chain drive systemsChains, sprocketsChain bladesChain guides

1 3 4 3 4 2

Features

Chain drive systems Connect the crankshaft and/or camshafts of an internalcombustion engine

Perform various tasks tensioning of the chain damping of the chain drive system increasing or reducing the transmission ratio transmission of the torque setting of the rotational direction

Are used as primary (crank-cam) drives connecting the crankshaft

and the camshaft secondary (cam-cam) drives connecting the

camshafts of a DOHC eingine accessory drives, for example oil pump drives,

connecting an accessory unit with the crankshaft Can be subdivided into two or more individual drives

depending on the available space.Crank-cam drives:

Chain blades and chain guides Completely plastic component

low mass

economical due to single component design Aluminum plastic composite part

steel thrust pin required for contact reinforcement advantageous due to rigid design

Sheet metal/plastic composite part advantageous due to design optimized for space.

Two piece plastic composite part higher rigidity than one piece plastic more economical when compared to aluminum/

plastic or sheet metal/plastic composite parts

Tensioner Chain bladeCamshaft sprocket Chain guide on tight chain sideCrankshaft sprocket Chain

a

b

c

a

b

c

1 3 4 3 4 8 a


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1

3

3

2

2

4

55

56

57

3

1

1

6

1 3 4 3 3 8


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Chain drive systemsChain drive tensioners

1 3 4 3 4 3

Features

Chain tensioners(crank-cam)

One-way dampers with tensioning function Hydraulic damping, dependent on speed Function as follows when the piston is loaded

oil is pressed out through the leakage gap and causesmovement, depending on the leakage gap size andthe viscosity of the oil

Function as follows when the load on the piston isrelieved the return spring presses the piston against the

chain blade the valve unit draws oil from the reservoir into

the high pressure chamber The working position of the piston is determined by the

length of the chain

Advantages all changes in the length of the chain drive system

during the operating life (wear, thermal expansion)are compensated

damping can be adjusted precisely designed according to installation conditions preload as small as possible

(by means of return spring) stroke up to 29 mm wear resistant throughout the whole operating life

(alloy steel components).

Ratchet system (back-stop device) Mechanical anti-leak down feature

restricts the back stroke of the tensioning elementwhile engine is shut down

prevents tooth skip or chain noise on engine start up.

Piston position with new chainPiston position after extended operation

a

b

1 3 8 1

6 2

Chain tensioner (crank-cam drive):Housing PistonValve unitReturn spring

High pressure chamber

Depending on design:Reservoir Screw plug/support housing

Ratchet system:Ratchet ring (snap ring: open, preloaded outwards)Piston groove with assembly and function grooveHousing groove systemChain blade


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43

89

10

211

1

5

6

43

7

a

b

8

Chain tensioner (crank-cam)

Working position

Minimal return stroke

Leak down positionOil at engine feed pressure


Primary drive

1 3 8 2 1 8


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Chain drive systemsCam-cam tensioners

1 3 4 3 4 3

Features

Cam-cam tensioners(secondary drive)

One-way dampers with tensioning function Hydraulic damping, dependent on speed Function as follows when the piston is loaded

oil is pressed out through the leakage gap and causesmovement, depending on the leakage gap size andthe viscosity of the oil

Function as follows when the load on the piston isrelieved the return spring presses the piston against the

tensioning pad the valve unit draws oil from the reservoir into

the high pressure chamber Advantages

all changes in the length of the chain drive systemduring the operating life (wear, thermal expansionare compensated

designed according to installation conditions preload as small as necessary

(by means of return spring).

Oil spray bore Integrated in the tensioning element; it cools and

lubricates the chain and gives damping of chain noise.

Cam-cam tensioner (accessory drive):Housing

PistonValve unitReturn spring High pressure chamber With or without reservoir depending on installationIntegrated sliding padTensioning pad integrated and supported by the pistonOil spray bore

1 3 4 0 7 7 a


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45

1

2

3

4

5

6

7

8

9

Cam-cam tensioner (secondary drive)

Oil feed bore

Oil at engine feed pressureOil at high pressure

1 3 8 2 1 9


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46

Belt drive systemsPrimary drive

1 3 1 0 2 0

Features

Primary drive systems Connect the crankshaft and/or camshafts of an internalcombustion engine with each other

Can also transmit drive power to the injection and/orwater pump

Drive balancer shafts Can be subdivided into one, two or more individual

drives.

Components:

Advantages/benefits: High timing accuracy throughout the operating life Long life Low-noise operation Simple and economical service and mounting Dry running, no oil supply required Compact construction Low friction High efficiency.

Primary drive tensioner

Crankshaft sprocketBelt tensioner Timing belt

Camshaft sprocketsIdler pulleys (optional)Water pump (optional)

2

1 3 1 0 1 9


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Belt drive systemsPrimary drive

Features

Timing belt tensioners Automatic tensioning systems with integratedmechanical damping tension the toothed belt during mounting compensate for manufacturing tolerances

(diameter, positions, belt length) maintain constant belt force

(through temperature, load and life) provide damping of belt drive dynamics largely

irrespective of the running conditions prevent belt jumping

The belt force can be set as low as possible in order tooptimize the noise level.

Double eccentric This separates the dynamic tensioning function from the

compensation of tolerances and can be preciselymatched to the dynamic requirements of the timingbelt drive

It comprises:

Single eccentric This gives simplified mounting of the tensioning system

on the engine assembly line and prevents setting errors It comprises:

Double eccentric

Single eccentric

A

Spiral spring Adjustment eccentricBackplatePlain bearing ShimOperating eccentricTension pulley

B

Spiral spring Plain bearing Central shaftBackplateOperating eccentricFront washer Tension pulley

A

2 0 0 2 0 7 a

B

1 3 4 4 0 1 a


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A

B

1

2

3

4

5

6

7

2

3

4

5

6

7

1

1 3 1 0 2

6


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50

Belt drive systemsAccessory drives

1 3 1 0 4 1

Features

Accessory drive systems Connect accessory equipment to the crankshaft :

Can be subdivided into one, two or more individualdrives (normally, however, only one serpentine drive)

Driven by means of multi-ribbed belts (PK profile) Equipped with a belt tensioning system

Freqently equipped with idler pulleys that ensure thenecessary wrap conditions on the accessories andprevent oscillation of the strands (leading to collisions).

Advantages/benefits: Maintenance-free power transmission to accessories Long life (160000 km or more) Low-noise operation Compact construction Simple servicing.

Belt tensioning systemsAccessory drive systems can be equipped with: Mechanically damped belt tensioning systems Hydraulically damped belt tensioning systems, page 51

Mechanically damped belt tensionersFunction Belt preload force

the torque of the spiral spring generates the requiredbelt preload force via the lever arm

Damping the damping assembly

(spring and friction disc/friction cone)is preloaded by the axial force of the spring

movement of the lever arm causes a relativemovement in the damping assembly and therebygenerates friction and thus damping.

The belt preload force and damping are matchedindependently of each other to the application.

Advantages/benefits The belt tensioner compensates for:

tolerances of the drive components thermal expansion of the drive components belt stretch and belt wear

The belt force is set automatically at mounting and serviceand remain almost constant

throughout the operating life over the whole temperature range of the engine

Load peaks in the belt dynamics are smoothed out Slippage, noise and belt wear are reduced.

a

Generator (Alternator)Power steering pumpWater pumpA/C compressor Other accessories such as fans, mechanicalchargers

b

c

d

e

f

g


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51

d g

cef b a

1 3 1 0 4 0


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1 3 1 0 3 1

Features

Mechanically damped belt tensioners Apply belt preload by means of a spiral or torsion spring Provide damping by means of mechanical friction

with a flat friction disc as the damping element long arm tensioner short arm tensioner

with a friction cone as the damping element cone type tensioner

The type of mechanical tensioner selected is principallydependent on the available design envelope.

Long arm tensioner orShort arm tensioner

Components:

Cone type tensioner Components:

a

b

c

ab

Friction disc and friction lining Plain bearing Lever Spiral spring BackplateTension pulley

c

Friction cone with sealsLever Tension pulleyInner coneSpiral spring Backplate

a

b

c

1 3 1 0 4 3


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a 6

1

2

5

43

b6

1

2

4

5

3

c

2

5

6

4

3

1

1 3 1 0 2 3 a


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Features

Hydraulically damped belt tensioners Equipped with a hydraulic unit with a bellows seal with a piston rod seal

Tension the belt by means of the compression spring inthe hydraulic unit via the lever and the tension pulley

Provide directional, speed-proportional damping bymeans of the hydraulic unit (leakage gap damping).

The type of hydraulic belt tensioner selected is dependenton the design envelope and application conditions.

Components:

Function The hydraulic unit is pressed together so that oil issqueezed out of the high pressure chamber thoughthe leakage gap this gives damping

The check valve separates the high pressurechamber and the reservoir , so that the direction ofoil flow is clearly defined (directional damping)

When the hydraulic unit is extended, oil is drawn out ofthe reservoir into the high pressure chamber

The tensioning and damping force are transmitted viathe lever and the tension pulley to the belt drive

The tensioning force can be matched to the applicationby the selection of compression spring and the leverratio

The damping is adjusted by means of the leakage gap the smaller the leakage gap, the higher the damping

force.

Hydraulic belt tensioner with bellows seal

Hydraulic belt tensioner with piston rod seal

a

b

PistonHigh pressure chamber/oilReservoir/oilCompression spring Check valveLower fixing eyeUpper fixing eye

only with bellows seal design :Seal bellows

only with piston rod seal design :Protective bellowsPiston rod sealPiston rod guide

a

b

a

1 3 8 2 4 0

b 2 0 0 2 0 9


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Belt tensioner with bellows seal

Belt tensioner with piston rod seal

9

10

1

3

4

5

6

7

2

8

11

1 3 8 2 3 1


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Belt drive systemsBelt-driven starter generator drive (RSG)

1 3 1 0 1 8

Features

Belt-driven starter generator drive (RSG) The generator also operates as a starter A belt drive with two conventional tensioning systems

independent of each other Tight side and slack side are no longer clearly

defined the load is reciprocating Provides the necessary belt tension in both starting

and in generation in order to avoid slippage and ensure correct starting.

Components of RSG:

Advantages Reduced fuel consumption Reduced emissions The use of two tensioning systems allows optimum

matching to the specific operating condition Regenerative deceleration is possible (optional) Boost support during starting-off is possible (optional).

Belt-driven starter generator drive tensioner

a b

A

B

Starter generator BeltA/C compressor CrankshaftRSG drive tensioner (starting)RSG drive tensioner (generation)

1

2 34

5

ab

A

1 3 1 0 1

6

1

2 3

ab

B

6

4 1 3 1 0 1 7


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4 26 315

1 3 1 0 1 5


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Belt drive systemsTensioning systems for RSG drives

1 3 1 0 3 9

Features

RSG drive using hydraulic generator tensioner The generator also operates as a starter The starter generator has a bearing arrangement

allowing rotation The tight side and slack side are no longer clearly

defined the load is reciprocating The hydraulic generator tensioner provides the

necessary belt tension in both startingand in generation when the reaction torque acts in this direction,

the preload force is increased and thus supportsthe transmission of torque

when the reaction torque acts in this direction,the preload force is reduced and thus increases

the life of the belt. Allows regenerative deceleration and a boost function

during acceleration.

Components of RSG:

Advantages Preload force is increased during starting Belt life is optimized.

Hydraulic generator tensioner

a b

A

Bc

d

Modified starter generator with retainerand integrated plain bearing arrangementHydraulic generator tensioner with retainer BeltCrankshaftA/C compressor

A a

b

c

2

1

1 3 1 0 3 8

Ba

b

d

2

1

1 3 1 0 3 7


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59

3

1

5 24

1 3 1 0 3

6


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60

Belt drive systemsTension pulleys and idler pulleysfor primary and accessory drives

1 3 1 0 3 2

Features

Belt tension pulleys and idler pulleys Used in primary and accessory drives as tension pulleys that transmit force from the tensioner

to the belt idler pulleys that change the belt track

Comprise a steel or plastic pulley in which a single ordouble row deep groove ball bearing is fitted

Smooth or profiled contact surfaces A plastic end cap is snapped into place once the pulley

is fitted (optional).

ECO III single row deep groove ball bearings Modified bearings of type 6203 with quieter running Extended design giving a greater grease volume Higher basic load ratings than comparable catalog

bearings Characterized by a knurl on the outer ring Cost-effective.

Double row deep groove ball bearings High load carrying capacity Extended design giving a greater grease volume Characterized by a knurl on the outer ring Fulfill high requirements in relation to misalignment.

Advantages/benefits

Precise belt guidance Lightweight, robust designs possible Matched to the application Quiet running Resistant to thermal and environmental influences Suitable for recycling (plastics marking) High functional reliability due to the specific service life Secure geometrical locking between the outer ring and

plastic pulley due to the knurl on the outer ring.

a

b

a

1 3 1 0 3 3

b

1 3 1 0 3 4


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Tension pulley/idler pulleyTension pulley/idler pulley with toothed belt profile

Double rowtension pulley/idler pulley

Application examples

Tension pulley with armsupported by plain bearing

Automatic belt tensioner with tension pulley

Idler pulley,assembled

Designs a b

1 3 1 0 2 7


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Variable camshaft timingsystemsSystem description

1 3 8 2 0 8

Function

Variable camshaft timing systems Adjustment of inlet and exhaust characteristics possible with typical ranges of 30 and 60 angle crankshaft

Reduced exhaust emissions Reduced fuel consumption. Increased power and torque

Components of a variable camshaft timing system:

Variable camshaft timing system control loopThe camshaft is continuously adjusted by a closed loopcontrol. The actuation is operated by engine oil pressure: In the engine management system, the nominal angle for

the control phase is read off a map, dependent on engine load (torque) and speed

The actual angle is calculated from signals supplied bythe sensors on the crankshaft and camshaft and iscompared and evaluated in relation to the nominal angle the current supplied to the solenoid is modified

accordingly and thereby the oil flow controlled Oil flows in the required adjustment direction

into the appropriate oil chamber B and A of theadjustment unit, while at the same time

oil can flow out of the other oil chamber The angular position of the camshaft to the drive

(crankshaft) is modified depending on how the oil chambers of the adjustment

unit are filled The actual angle is measured again

sensors and interrogate the trigger wheels onthe camshaft and crankshaft

This control process is performed regularly at highfrequency

Advantages steps in nominal angle are compensated the nominal angle is held to a high accuracy.

Hydraulic adjustment unitSolenoid valveEngine management system

Trigger wheel and camshaft sensor

Trigger wheel and crankshaft sensor

A

B

C

1 3 8 2 0 5 a

1 3 8 2 0

6


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64

Variable camshaft timingsystemsSolenoid valve MAGV

1 3 8 2 5 0

Function

Solenoid valve MAGV for variable camshaft timing Main functional parts:The solenoid valve is a proportional valve with 4 oil portswith one oil port each to: Oil pump P Return feed T Working chamber A of the variable camshaft timing

system Working chamber B of the variable camshaft timing

system.When current is applied to the electromagnet , thismoves the internal control slider in the valve and thusswitches the oil pressure between the working chambers.The working chamber not subjected to oil pressure at aparticular time is connected to the return .In order to hold a timing position, the valve is held in theso-called centre position, in which case the lines areseparated from all the connectors.The valve is compact but of a modular design and permitsmodification to match the particular application.The position and type of the tab as well as the type of oilfeed (lateral or end feed) and the position of the sealbetween the wet hydraulic part and dry electricconnector area are flexible.

1 3 8 2 4 5


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65

Chamber linkedto engine oil pressure

Chamber relieved /oil return

Variable camshaft timing systemin control position

30 corresponding to 60 crank angle

B A

2

Basic position

010

203040

EMS

(Sensor on crankshaft)

P

T

1

3

4

B A

1 3 8 2 4 9


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Variable camshaft timingsystemsVariable camshaft timing system with helical splinesfor chain drive NWEK

1 3 8 1 7 1

d

Features

Variable camshaft timing system with helical splines forchain drive NWEK Main functional parts:

These are linked with each other in pairs by means of helical splines, therefore the driven hub rotates relative to the belt sprocket

when the adjusting piston is axially displaced the torque is transmitted very robustly

The variable camshaft timing system does not need to besealed completely against oil leakage

The variable camshaft timing system is connected to thecamshaft by means of a central bolt when the engine is assembled, the base position of

the camshaft timing can be easily set the typical adjustment range is 20 to 30 of camshaft

angle, corresponding to 40 to 60 of crankshaft angle In controlled operation, both chambers are filled with oil

these are well sealed in relation to each other, givinghigh load rigidity

On the engine side, step responses are required that areachieved from engine oil pressures of approx. 1,5 baronwards.

Design of variable camshaft timing system with helical

splines for chain drive NWEK (figure right) The camshaft trigger wheel can be mounted directly

on the cam phasing unit.

Oil transmission to the camshaftDepending on the function, available space and costs, theoil ducts to the chambers in the phasing unit can be sealedby more or less demanding means: Sealing rings on the camshaft are often used Alternatively, the oil can be transferred to the camshaft

by simple grooves in the plain bearing.

Chain sprocketAdjusting pistonDriven hub

1 3 8 1 9 1


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67

Variable camshaft timing systemin control position

1

3

4

2

5

Chamber linkedto engine oil pressure

Chamber relieved /oil return

30 corresponding to 60 crank angle

Basic position

1 3 8 2 5 2


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68

Variable camshaft timingsystemsVane type variable camshaft timing systemfor chain drive NWFK

1 3 8 2 1 0

Features

Vane type variable camshaft timing systemfor chain drive NWFK Main functional parts:

These are more compact and economical than variablecamshaft timing systems with helical splines,since there is no adjusting piston

The transverse load from the chain tension force issupported directly below the loading point

The torque is transmitted during operation by the oilfilling of the chambers

Vanes inserted and spring-loaded separate the

oil chambers allowing 5 chambers for an adjustment angle of 30camshaft (60 crankshaft)

A locking element connects the drive and driven parts mechanically with

each other only during engine startup is hydraulically unlocked when the adjustment unit is

filled with oil.

Inlet phasing by vane type variable camshaft timing systemfor chain drive NWFK(figure right) In the base position

valve control phase shown is retarded locking element is engaged at the same time, oil pressure applies unilateral load

to the vanes and holds these against the end stop the solenoid is without current.

In controlled operation current is applied to the solenoid oil is directed into the second chamber the locking element is disengaged and the rotor turns the camshaft is rotated towards an advanced

position.In order to maintain an intermediate position, the solenoidis brought to the so-called controlled position, so that all oilducts are closed.

Chain sprocket (stator)Driven hub (rotor)

1 3 8 1 7 8


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69

2

A

B Stator

Rotor

3

A

B

AB

1

4

1

2

4

Variable camshaft timing system

in controlled position

Base position

Direction of rotation

Chamber linked to engine oil pressure

Chamber relieved/oil return

1 3 8 1

6 4


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Variable camshaft timingsystemsVane type variable camshaft timing systemfor belt drive NWFR

Features

Vane type variable camshaft timing systemfor belt drive NWFRMain functional parts:

It operates in principle in the same way as the vane typevariable camshaft timing system for chain drive NWFK(page 68)

It must, however, be sealed completely against oilleakage

It can be sealed by means of gaskets in the phasing unit a cover on the rear side that is designed as a

contact with the rotary shaft seal a cap on the front side that seals the phasing unit

once the cam bolt has been fitted.

Exhaust phasing by vane type variable camshaft timingsystem for belt drive (figure right) In the base position

locking element is engaged valve control phase is shown advanced friction of the camshaft has a braking effect, however,

towards a retarded position In all operating conditions of the engine, the advanced

position is to be preferred and rapidly achieved;the variable camshaft timing system therefore has aspring on the drive side suspended in a cover and connected at its center

with the rotor by means of a support plate and acting with a defined torque towards the

advanced position.

Belt pulley (stator)Driven hub (rotor)

1 3 8 1 7 5

1 3 8 1 8 9


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71

1

2

3

4

1

5

2

6

7

8

9

B

A

B

A

Variable camshaft timing systemin controlled position

Base position

Direction of rotation

Chamber linked toengine oil pressure

Chamber relieved/

oil return

1 3 8 1 7 0


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72

REGE MotorenteileCore product: cylinder heads

1 3 8 1 7 3

Features

Machining and assembly of cylinder headsMachining Machining of all features Final machining of valve seats and valve guides Final machining of camshaft bores Final machining of combustion chamber surface.

Preliminary assembly Assembly of valve seats and valve guides Assembly of camshaft bearing covers or ladder frames Assembly of water covers, balls and plugs Leakage tests on water chamber and oil chamber.

Complete assembly Dismantling of camshaft bearing covers Assembly of

valve stem seals valves valve springs disc springs valve keys

Valve leakage tests Assembly of finger followers, rocker arms or tappets Running-in of valves Assembly of camshafts and camshaft bearing covers Functional testing of valve trains Assembly of primary chain drives.

Delivery of ready-to-fit cylinder headswith basic and accessory parts

1 3 8 2 2 1

1 3 8 2 2 4


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AddressesAutomotive Division

1 0 0 0 0 9

North America

Canada

Schaeffler Canada Inc.2871 Plymouth DriveOakville

ON L6H 5S5Tel. +1/(0) 905/8 29 27 50Fax +1/(0) 905/8 29 25 63E-Mail [email protected]

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USA

Schaeffler Group USA Inc.Engine Components1750 East Big Beaver RoadTroy, Michigan 48083Tel. +1 248/528-9080

South America

Argentina

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Tel. +54 (0) 11/40 16 15 00Fax +54 (0) 11/45823320E-Mail [email protected]

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Asian Pacific Rim

Australia

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Tel. +61 (0) 2/97101100Fax +61 (0) 2/95403299E-Mail [email protected]

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Japan

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Kohoku-ku, 222-0033 YokohamaTel. +81 (0) 45/47659 00Fax +81 (0) 45/4765920E-Mail [email protected]

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Africa

South Africa

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6001 Port ElizabethP.O. Box 400 306065 Port ElizabethTel. +27 (0) 41/50128 00Fax +27 (0) 41/5810438E-Mail [email protected]

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Turkey

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Aydin Sokak Dagli Apt. 4/41. Levent34340 IstanbulTel. +90 (0) 212/279 2741Fax +90 (0) 212/2816645E-Mail [email protected]


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