Motor Elem

Engine components

Publication MOT

The right partner worldwide

18 Hydraulic valve lash adjustment18 Example: Tappet

20 Hydraulic valve lash adjustment elements20 Example: Tappet

22 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 train components34 Example: Switchable tappet36 Function: Switchable tappet

40 Chain drive systems40 Sprockets 40 Chain blades40 Chain guides42 Chain tensioners44 Cam-cam tensioners

46 Camshaft phasing units46 System description48 Camshaft phasing unit with helical splines for belt drive (NWER)50 Camshaft phasing unit with helical splines for chain drive (NWEK)52 Vane type camshaft phasing unit for chain drive (NWFK)54 Vane type camshaft phasing unit for belt drive (NWFR)

56 REGE Motorenteile56 Core product: cylinder heads

59 Addresses59 Automotive Division

Contents

Engine components

2The right partner WORLDWIDEEngine components are our business. We are a constant partner to our customers, from the planning stage right through to service. In short, we dont just sell a product, we offer complete solutions WORLDWIDE.

Very early on, we adapted to the requirements of the international automotive market. Today, we manufacture components and systems for valve trains, primary drives, ancillary drives and camshaft phasing units in countries such as Australia, Brazil, France, Britain, Germany, the USA, the Slovak Republic and the emerging markets of China and Korea.

Thanks to our worldwide presence, we can assure you of solidly-based technical expertise, comprehensive customer support, low logistical costs and reduced currency risks.

Its important to have the right partner:

a partner who knows your requirements and has a local presence.

a partner like INA-Schaeffler KG WORLDWIDE.

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4The best solutionIt all started with a vision a vision from which we developed our engine components, and which over time gained an outstanding reputation.

In partnership with automotive manufacturers on every continent, we ensure that personal mobility,

technical progress and

ecological responsibility are in harmony:

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

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6Market the number ONEPrinciples must be proven time after time, solutions must be reviewed in a critical light and reconsidered. That is our fundamental approach and it is only in this way that innovations such as our valve train components have been possible.

Our approach has made us a market leader:

WORLDWIDE with a market share of over 27% for valve train components.

EUROPE 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.

World market situation 2001

A

27%

300

100

50

150

200

250

0

19991998

1997

19951994

19931992

19901991

1996

20002001

300

100

50

150

200

250

0

Competitor

Competitor B

Others

Sales volume per year in millions

QuantityValve actuation elements

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8Success takes brainsWhat began more than 30 years ago as a pioneering step within 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 our best experts to develop even more intelligent control systems.

We will of course continue to do so, in order to meet the increasingly complex requirements of our customers and find solutions:

INA engineering services with expertise, local to the customer and always in the lead.

1450 38 5500 310

1990

2001

3,8

8,1

Number of employees

Total employees Development employees Development employeesTotal employees

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10

Simulation modelFormerly, all design and testing work on the suppliers products was carried out at the premises of the automotive manufacturer. Nowadays, responsibility for the product through to the complete control system lies with the supplier. For this reason, INA has a team of highly qualified employees in the fields of development and design who ensure that products are designed to fulfil customer requirements starting with calculation, through testing to the application itself.

Demands on modern valve trains:

reduced noise

reduced friction

reduced exhaust emissions

reduced fuel consumption.

The overall objective is:

reduced mass but increased stiftness.

Our approach:

For optimum design of our engine components, we use state of the art calculation methods, including kinematic and kinetic calculations, finite element analyses, topological optimisation and dynamic simulations.

Example:

In order to verify the design of a rocherarm valve train, we calculate the dynamic behaviour with the aid of an equivalent Multi-Body-System (see figure right).

Piston

Housing

Contact pad

Valve

Valve spring

Camshaft

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12

Measurement system for dynamic measurementOur 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 preliminary calculation, 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

Clock/measurement pulser Hydraulic element pressure Valve stroke Valve velocity Valve stem force Valve spring tension

Wheatstone full bridgeDC force amplifierLoad cell measuring points

Sensor 1 Valve movementSensor 2 Reference

A

B

C

1 2 3 4 5 0

21

A B

C

2

A B

A B

Fy

C

C

Rotational angle generator

Computer with analogue/digital converter

Laser vibrometerSensors

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Valve timing drives the 1911 patentThe father of the hydraulic valve lash adjustment element, Walter Speil1), recalls aspects of the history of the internal combustion engine:

It was shortly after the invention of the internal combustion engine itself that imaginative inventors focussed their attention on gas exchange valve drives controlled by cams. The Frenchman Amde Bollee applied in 1911 for a patent for a valve timing drive that he had already designed as a low-friction, maintenance-free system:

cam tracking by roller bearing

automatic, hydraulic valve lash adjustment

direct valve activation

camshaft driven direct via gear ratio reduction or short chain.

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

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

There followed the OHV pushrod valve trains ... for the further development of valve timing drives, see page 16.

INAThe engineers at INA were the pioneers in the market niche for low-maintenance valve trains in high-speed internal combustion engines with direct valve activation 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 class vehicles not least because of the significantly lower exhaust emissions from the lash-free valve train. At the same time, Porsche proved in preproduction tests in a racing car (917) that very high speeds could be achieved with our valve trains.

1) Active for many years as head of development for INA engine components.

KLASSE 47g.

KAISERLICHES PATENTAMT.

AUSGEGEBEN DEN 18. FEBRUAR

1913.

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.

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16

Valve train developmentOHV pushrod driveThe picture section shows this so-called OHV pushrod drive with the camshaft located underneath. Many linking parts were required in order to transmit the cam stroke to the valve tappet, pushrod, rocker arm and rocker arm bearing arrangement.

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

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

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

Picture section : In this OHC valve train, there is no tappet, the camshaft is positioned higher up and the valve stroke can be transmitted direct via rocker arms or finger followers.

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

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

All types of valve trains (picture sections to ) are variously used in engines manufactured in high volumes. The engineers must consider the main focus of the design power, torque, capacity, packaging, manufacturing costs, etc. and weigh up the advantages and disadvantages before deciding on a design, which means that all valve trains from the pushrod drive to the compact OHC valve train with directly activated valves have a reason for existence.

Hydraulic valve lash adjustmentFormerly, it was necessary to adjust the valve lash when the engine was first installed and subsequently at defined maintenance intervals by mechanical means using adjustment screws or shims. Today, automatic hydraulic valve lash adjustment has become established. This means little variation in overlap of valve lift curves over all operating cycles during the whole life of the engine and therefore 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 interestingly this was not in the homeland of its inventor, but at Pierce Arrow in the USA, the land of opportunity, as Walter Speil reported. By the end of the 1950s, 80% of car engines there were already fitted with hydraulic valve lash adjustment. In Europe, economic reasons dictated that engine design at the time tended to smaller-capacity, high-speed engines. As a result, volume production only began here some 20 years later.

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3

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4

4

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Hydraulic valve lash adjustmentExample: Tappet

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Function

Sink down phase (cam lift) The tappet is loaded

by the engine valve spring force and inertia forces The distance between the piston and guide tube

is reduced 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 sink down phase, there is a small quantity of valve lash

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

Components:

a

b

c

Tappet housing including guide tunnel Piston Lash adjuster housing Valve ball Valve spring Valve cover Return spring

b

a

c

1

2

3

4

5

6

7

Oil at engine feed pressure

Oil at high pressure

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Function

Adjustment phase (base circle) The return spring pushes the piston and the housing

apart until the valve lash is eliminated The one-way ball valve opens due to the pressure

differential between the high pressure chamber and the oil reservoir (piston)

Oil flows from the oil reservoir through the oil transfer recess, the oil reservoir and the one-way ball valve into the high pressure chamber

The one-way ball valve closes and the physical constraining effect in the valve train is restored.

Components:

d

Oil transfer recess Oil reservoir (piston) Oil reservoir (tappet housing) Leakage gap Guidance gap High pressure chamber Oil feed groove Inlet hole

8

d

9

10

11

12

13

14

15

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20

Hydraulic valve lash adjustment elementsExample: Tappet

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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 start behaviour.

Low suction tappet The oil reservoir volume can be better utilised

this gives improved repeat start behaviour.

Labyrinth tappet Combination of anti-drain and low suction

mechanisms Significantly improved repeat start behaviour.

3CF tappet With cylindrical cam contact face

anti-rotation mechanism Simple oil supply Accelerated opening and closing 80% reduction in oil losses at the tappet guidance Low contact pressures in cam contact 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

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21

Oil at enginefeed pressure


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Mechanical valve lash adjustment elementsExample: 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 tappet bottom ) 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 bottom thickness Valve lash is adjusted by means of the tappet bottom

thickness Very low tappet mass

valve spring forces and thus the frictional power are reduced

Large contact area for cam Very economical manufacture.

Removal slot Shim Tappet body Tappet body contact surface Shim

A

a

B

b

a

C

a

A

B

C

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1

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6

5

b

a a

a

7

A B

C01

0 06

2

24

Roller finger follower valve train componentsHydraulic valve lash adjustment

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Features

Roller finger follower 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 follower with cam roller and pivot element

Formed from sheet metal 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 iron finger follower with 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 bore Retaining clip Valve flange

c

Piston Housing Retaining ring (polygon ring)

Venting hole/pressure relief hole

A a

c

B b

c

c

a

c

A

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b

c

B13

8 09

4

25

5

6

a1

23

c

4

78



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Rocker arm valve train componentsHydraulic valve lash adjustment

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Features

Roller type rocker arm with insert elementThe main body of the roller type rocker arm is preferably made from aluminium; 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 engaged by one 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 duct Support plate Piston Housing Retaining cup (sheet steel or plastic) Contact pad

b

c

a

b

1

A

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b c

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a

1

2

b

3

4

5

6

7



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End pivot rocker arm valve train componentsHydraulic valve lash adjustment

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Features

Hydraulic double or triple end pivot rocker arm with insert elementsThe main body of the rocker arm is preferably made from aluminium; 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 power.

Triple end pivot rocker arm with 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 duct Piston Housing Contact pad

B

A

b

a

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a B

b

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29

1 1

a

4 4

b

2 a

34

5

b

A Cam lift phase Base circle phaseFront view



Side view

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OHVvalve train componentsHydraulic valve lash adjustment

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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 pressurised 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 a pedestal and a screw has a rocker arm

supported by a needle bearing which is mounted on trunion, which is filled on top a pedestal.The complete assembly to be fixed in the cylinder head by help of the screw.

Components:

Hydraulic roller tappet

Rocker arm with rocker arm bearing mounting

a

Cam roller Housing Piston Anti-rotation lock Pushrod Needle roller bearing

Hydraulic roller tappetRocker armRocker arm bearing mounting

a

b

c

a

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b

c

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31

a

a

b

5

c

6

a

1

2

3

4

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32

Crosshead valve train componentsHydraulic valve lash adjustment

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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 Anti-rotation locking pin secures the roller

crosshead against rotation There is a direct physical constraining effect between

the cam and valve, giving very high valve train rigidity Favourable guidance behaviour, giving very smooth

running Low frictional power Simple oil supply through the guide pin.

Components:

a

b

Cam roller Oil duct Support plate Piston Housing Guidance pin Anti-rotation locking pin

a

b

b

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33

a

a

1

2

4

5

b

36

2 7

Oil at enginefeed pressure Oil at high pressure

Cam lift phase Base circle phaseFront view Side view

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34

Switchable valve train componentsExample: Switchable tappet

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Features

Switchable tappet, hydraulic Switching capability between two different valve lift

curves: valve or cylinder deactivation

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

Cam profile switching, there is low/medium 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 (low end torque) significantly increased engine power.

Valve lash adjustment two design variants possible: Hydraulic valve lash adjustment

The adjustment element is loaded during lift. A small quantity of oil is forced from the high pressure chamber through the leakage gap and sucked 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 guide tube.

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 switching valve train components

Switchable roller lifterSwitchable pivot elementSwitchable tappet, mechanical

A

B

C

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35

A

B

C

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Switchable valve train componentsFunction: Switchable tappet

Function

Switchable tappet, hydraulic, pressureless lockedBase 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, the locking pin connects the outer housing to the inner housing the locking pin is spring-loaded

When the engine oil pressure exceeds the switching oil pressure, 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 phaseUnlocked (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 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 opens the 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 cam (high lift) Inner cam (zero or low lift) Inner pin Locking pin Inner housing Outer housing Lost motion spring

Hydraulic lash adjuster Lost motion spring retainer Anti-rotation groove Anti-rotation device

37

1

2

3456

7

89

11

10

A Ba b

Base circle phase (switching process) Cam lift phase

Unlocked Locked (zero or low lift) (high lift)

Engine oil pressure, reduced Engine oil pressure


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38

Switchable valve train components

a

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Features

Switchable valve train components

Switchable tappet, mechanical

Cam lift phases:

Switchable pivot element

Switchable roller lifter

Socket plunger Cam follower Locking spring Locking pin Inner 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

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6

4

7

5

c

3

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39

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

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40

Chain drive systemsChain tensioners SprocketsChain bladesChain guides

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Features

Chain drive systems connect the camshaft, oil pump, balancer shaft or

others with the crankshaft of an internal combustion engine

perform various tasks tensioning of the chain damping of the system dynamics increase or reduction of the speed ratio transmission of the torque setting of the rotational direction

are used as crank-cam drives connecting the crankshaft and

the camshaft ancillary drives, for example oil pump drives,

connecting an ancillary unit with the crankshaft can be subdivided into two or more individual drives

depending on the actual engine layoutCrank-cam drives:

Chain blade Plastic component

low mass, low inertia economical due to single component design

Aluminium/plastic composite part steel thrust pin optional for contact reinforcement advantageous due to rigid design

Plastic/plastic composite part cost optimized design, sufficient space required

Chain guide Plastic component

low mass economical due to single component design

Aluminum/plastic composite part advantageous due to rigid design

Sheet metal/plastic composite part advantageous space- and cost optimized design

Tensioner Chain blade Camshaft sprockets Chain guide Crankshaft sprocket Chain

a

b

c

a

b

c

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41

1

3

3

2

2

4

55

56

57

3

1

1

6

134

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42

Chain drive systemsCrank-cam tensioners

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343

Features

Chain tensioners (crank-cam) Are one-way dampers with tensioning function Velocity depending hydraulic dampers Function as follows when the plunger is loaded

Oil is pressed out through the leakage gap and enables a retraction of the plunger depending on the leakage gap size and the viscosity of the damping fluid (normally engine oil)

Function as follows when the plunger load is relieved the return spring presses the plunger against

the chain blade thus tensioning the drive the valve unit sucks oil from the reservoir

into the high pressure chamber The working position of the plunger 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, dynamic movement) are compensated

damping can be adjusted precisely design is done according to installation conditions small preload (based on return spring design) stroke designed as needed wear resistant throughout the whole operating life

(steel components).

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

restricts the back stroke of the tensioning element while engine is shut down

prevents tooth skip or chain noise on engine start up.

plunger position with new chainplunger position with elongated chain

a

b

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Chain tensioner (crank-cam drive): housing plunger valve unit return spring high pressure chamber

Depending on design: reservoir screw plug/support housing

Ratchet system:

ratchet ring (snap ring: open, preloaded outwards) plunger groove with assembly- and function groove housing groove system chain blade

43

89

10

2

111

5

6

43

7

a

b

8

Chain tensioner (crank-cam)

Working position

Minimal return stroke

Sink down positionOil at engine feed pressure


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44

Chain drive systemsCam-cam tensioners

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343

Features Cam-cam tensioners

(ancillary drive like oil-pump, balancer shaft etc.) Are one-way dampers with tensioning function Velocity depending hydraulic dampers

Function as follows when the plunger is loaded oil is pressed out through the leakage gap and

enables sink down of the plunger depending on the leakage gap size and the viscosity of the damping fluid (normally engine oil)

Function as follows when the plunger load is relieved the return spring presses the plunger with

the tensioning shoe against the chain the valve unit sucks oil from the reservoir into

the high pressure chamber Advantages

all changes in the length of the chain drive system during the operating life (wear, thermal expansion, dynamic movement etc.) are compensated

designed according to installation conditions small preload (based on return spring).

Oil spray nozzle (option) Integrated in the tensioning element; it lubricates the

chain and may also facilitate some cooling and noise reduction.

Cam-cam tensioner (ancillary drive): housing plunger valve unit return spring high pressure chamber internal or external reservoir (depending on design) sliding pad on tight side

tensioning shoe supported by retaining plate (option) oil spray nozzle (option)

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45

1

2

3

4

5

6

7

8

9

Cam-cam tensioner (ancillary drive)

Oil feed bore

Oil at engine feed pressureOil at high pressure

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Camshaft phasing unitsSystem description

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Function

Camshaft phasing units Adjustment of inlet and exhaust characteristics possible

with typical ranges of 30 and 60 angle crankshaft Reduced exhaust emissions Reduced fuel consumption.

Components of a camshaft phasing unit:

Camshaft phasing unit control loopThe camshaft is continuously adjusted by a closed loop control. The actuation is operated by engine oil pressure: in the engine management system, the nominal angle

of the camshaft timing is read off a map, dependent on engine load (torque) and speed

the actual angle is calculated from signals supplied by the sensors on crankshaft and camshaft and is compared 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 the adjustment 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 this control process is performed regularly at high

frequency 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

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206

47

0

10

203040

EMS

A

B

C

1

2

3 4

AB

Camshaft phasing principle

Camshaft phasing unit

Solenoid

Enginemanagement systemChamber linked to engine oil pressure

Chamber relieved/oil return

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48

Camshaft phasing unitsCamshaft phasing unit with helical splines for belt drive (NWER)

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169a

Features

Camshaft phasing unit with helical splines for belt drive (NWER)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 camshaft phasing unit is sealed oiltight against leakage

the camshaft phasing unit is connected to the camshaft 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

the base position of the adjusting piston is supported by a spring

in controlled operation, both chambers are filled with oil these are well sealed in relation to each other,

giving high load rigidity the camshaft phasing system is operable from engine oil

pressures of approx. 1,5 bar onwards.

Solenoid valve

There are two variants of the solenoid integrated direct in the cylinder head MAGV mounted on an intermediate housing NWGV

It is connected by electrical wires and connector to the engine management system.

Belt sprocket Adjusting piston Driven hub

Hydraulic part Electromagnet

138

093

The hydraulic spool is seated in a bore with connections for oil feed,

the working ports A and B of the camshaft phasing unit and the oil return

is biased by means of a spring in the direction of the base position

is displaced against the spring force when current flows through the solenoid the oil flow into and out of the two ports changes in the so-called controlled position, all oil ducts are

closed so that the adjusting piston in the camshaft phasing unit is rigidly clamped.

49

30

3

6

1

BA2 4

5 78

Camshaft phasing unit in controlled position

corresponding to 60 crank angle

Base position

Chamber linked to engine oil pressure


138

166a

50

Camshaft phasing unitsCamshaft phasing unit with helical splines for chain drive (NWEK)

138

171d

Features

Camshaft phasing unit with helical splines for chain drive (NWEK)Main functional parts:

It operates in principle in the same way as the camshaft phasing unit with helical splines for belt drive NWER (page 48) it does not, however, need to be sealed completely

against oil leakage, so the components can be arranged differently.

Design of camshaft phasing unit 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, the oil ducts to the chambers in the adjustment unit can be sealed by 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 sprocket Adjusting piston Driven hub

138

191

138

109a

51

1

3

4

2

5


Base position



138

168

52

Camshaft phasing unitsVane type camshaft phasing unit for chain drive (NWFK)

138

210

Features

Vane type camshaft phasing unit for chain drive (NWFK)Main functional parts:

These are more compact and economical than camshaft phasing units with helical splines, since there is no adjusting piston

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

The torque is transmitted during operation by the oil filling of the chambers

Vanes inserted and spring-loaded separate the oil chambers allowing 5 chambers for an adjustment angle of 30

camshaft (60 crankshaft) A locking element

connects the drive and driven parts mechanically with each other only during engine startup and shut down

is hydraulically unlocked when the adjustment unit is filled with oil.

Inlet phasing by vane type camshaft phasing unit for chain drive NWFK In the base position

camshaft position 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 solenoid is brought to the so-called controlled position, so that all oil ducts are closed.

Chain sprocket (stator) Driven hub (rotor)

138

178

53

2

A

B Stator

Rotor

3

A

B

AB

1

4

1

2

4


Base position

Direction of rotation



138

164

54

Camshaft phasing unitsVane type camshaft phasing unit for belt drive (NWFR)

Features

Vane type camshaft phasing unit for belt drive (NWFR)Main functional parts:

It operates in principle in the same way as the vane type camshaft phasing unit for chain drive NWFK (page 52)

It does, however, need to be sealed completely against oil leakage

It can be sealed by means of gaskets in the adjustment 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 adjustment

unit once the central bolt has been fitted.

Exhaust adjustment by vane type camshaft phasing unit for belt drive 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 camshaft phasing unit therefore has a spring 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 sprocket (stator) Driven hub (rotor)

138

175

138

189

55

Grundstellung

1

2

3

4

1

5

2

6

7

8

9

B

A

B

A


Base position

Direction of rotation



138

170

56

REGE MotorenteileCore product: cylinder heads

138

173

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 heads with basic and accessory parts

138

221

138

224

57

138

197

59

AddressesAutomotive Division

100

009

North America

Canada

INA Canada Inc.2871 Plymouth DriveOakvilleOntario L6H 5S5Tel. +1/905/829-27 50Fax +1/905/829-25 63

Mexico

INA Mexico, S.A. de C.V.Paseo de la Reforma 383, int. 704Col. Cuauhtemoc06500 Mexico, D.F.Tel. +52/5/5 25 0012Fax +52/5/5 25 0194

USA

INA USA CORPORATION308 Springhill Farm RoadFort Mill, South Carolina 29715Tel. +1/803/5 48 85 00Fax +1/803/5 48 85 99

USA

INA USA CORPORATION335 East Big Beaver RoadSuite 101Troy, Michigan 48083-1235Tel. +1/248/5 28 90 80Fax +1/248/619 21 39

South America

Argentina

INA Argentina S.A.Avda. Alvarez Jonte 19381416 Buenos AiresTel. +54/11/45 82 4019Fax +54/11/45 82 33 20E-Mail [email protected]

Brazil

INA Brasil Ltda.Av. Independncia, nr. 3500Bairro de den18103-000 Sorocaba/So PauloCaixa Postal 33418001-970 SorocabaTel. +55/15/2 3515 00

+55/15/2 3516 00Fax +55/15/2 35 19 90E-Mail [email protected]

Asian Pacific Rim

Australia

INA Bearings Australia Pty. Ltd.Locked Bag 1Taren Point 2229Tel. +61/2/971011 00Fax +61/2/95 40 32 99E-Mail [email protected]

China

INA (China) Co. Ltd.Beijing OfficeRoom 1504 Office Tower OneHenderson CentreNo. 18 Jianguomennei DajieDongcheng DistrictBeijing 100 005Tel. +86/10/6518 3828Fax +86/10/6518 38 31E-Mail [email protected]

India

INA Bearing India Pvt. Ltd.Indo-German Technology ParkSurvey No. 297, 298, 299Village UrawadeTAL MulshiDist. PUNEMaharashtraTel. +91/20/4 0010 36Fax +91/20/4 0012 44

Asian Pacific Rim

Japan

INA Bearing, Inc.Square Building 15 F2-3-12, Shin-YokohamaKohoku-ku, Yokohama, 226Tel. +81/45/4 76 59 00Fax +81/45/4 76 59 20

Korea

INA Bearing Chushik Hoesa1054-2 Shingil-dongAnsan-shi, Kyonggi-do425-120 Republic KoreaTel. +82/31/4 90 6911Fax +82/31/4 94 38 88

Africa

South Africa

INA Bearings (Pty.) Ltd. South Africa Caravelle StreetWalmer IndustrialPort Elizabeth 6001P.O. Box 400 30WalmerPort Elizabeth 60 65Eastern CapeTel. +27/41/5 01 28 00Fax +27/41/5 81 04 38E-Mail [email protected]

Europe

Germany

INA-Schaeffler KGIndustriestrasse 1391074 HerzogenaurachTel. +49/9132/82-0Fax +49/9132/82-49 50E-Mail [email protected]

Austria

INA AUSTRIA GmbH.Marktstrae 5Postfach 352331 VsendorfTel. +43/1/6 99 25 41-0Fax +43/1/699 25 4155E-Mail [email protected]

Belgium

INA Roulements S.A.Graignette Business ParkAvenue du Commerce, 381420 Braine-lAlleudTel. +32/2/3 8913 89Fax +32/2/3 8913 99

Czech Republic

INA Loiska s r.o.Prbn 74 a100 00 Praha 10 StraniceTel. +420/2/67 29 8140Fax +420/2/67 29 8110E-Mail [email protected]

France

INA France93, route de BitcheBP 18667506 Haguenau CedexTel. +33/3 88 63 40 40Fax +33/3 88 63 40 41Telex 870 936

Great Britain

INA Bearing Company LtdForge Lane, MinworthSutton ColdfieldWest Midlands B76 1APTel. +44/121/3 5138 33Fax +44/121/3 5176 86E-Mail [email protected]

Hungary

INA Grdlcsapgy Kft.1146 Budapest, XIV. Hermina t 17.Postfach 2291590 BudapestTel. +36/1/4 617010Fax +36/1/4 617013

Italy

INA Rullini S.p.A.Strada Regionale 229 - km. 1728015 Momo (Novara)Tel. +39/03 21/92 9211Fax +39/03 21/92 93 00

Netherlands

INA Nederland B.V.Gildeweg 313771 NB BarneveldPostbus 503770 AB BarneveldTel. +31/342/40-30 00Fax +31/342/40-32 80E-Mail [email protected]

Norway

INA Norge ASPostboks6404 EtterstadNils Hansens Vei 20604 Oslo 6Tel. +47/2/2 64 85 30Fax +47/2/2 64 5411E-Mail [email protected]

Poland

INA Lozyska Spolka z o.o.ul. Stepinska 22/3000-739 WarszawaTel. +48/22/8 4173 35

+48/22/8 5136 85Fax +48/22/8 5136 84Telex 813 527 omig pl

Portugal

INA Rolamentos Lda.Av. Fontes Pereira de Melo, 4704149-012 PortoTel. +351/22/5 32 08 90Fax +351/22/5 32 08 61

Russia

INA Moskauul. Bolschaja MoltschanovkaNr. 23/38, Building 2121019 MoskauTel. +7/095/2 3215 38

+7/095/2 3215 39Fax +7/095/2 3215 40E-Mail [email protected]

Rumania

CH Industrial Group S.R.L.Str. Ziduri Mosi, nr. 25Bucuresti, sector 4Tel. +40/1/2 52 98 61Fax +40/1/2 52 98 60

Spain

INA Rodamientos, s.a.Polgono Pont Reixat08960 Sant Just DesvernBarcelonaTel. +34/93/4 80 3410Fax +34/93/3 72 92 50E-Mail [email protected]

Sweden

INA Sverige ABBox 41195 86 ArlandastadCharlesgata 10195 61 ArlandastadTel. +46/8/59 5109 00Fax +46/8/59 5109 60E-Mail [email protected]

Slovenia

INA kotalni lezaji MariborGlavni trg, 17/b2000 MariborTel. +386/ 2/ 22 82-0 70Fax +386/ 2/ 2 28 20 75E-Mail [email protected]

Turkey

INA RulmanlariTicaret Ltd. SirketiAydin SokakDagli Apt. 4/101 Levent80600 IstanbulTel. +90/212/2 79 27 41Fax +90/212/2 8166 45Telex 27 628 inlt tr

This technical publication has been produced with a great deal of care and attention and all data have been checked for their accuracy. However, no liability can be assumed for any incorrect or incomplete data.

Product pictures are for illustrative purposes only and must not be used for design work.Designs must only be prepared in accordance with the technical information, dimension tables and dimension drawings in this edition. In case of doubt, please consult the INA engineering service.Due to constant development of the product range, we reserve the right to make modifications.

The sales and delivery conditions in force are those which form the basis of the invoices and contracts.

Produced by:INA-Schaeffler KG91072 Herzogenaurach (Germany)Postal address:Industriestrae 1391074 Herzogenaurach (Germany)www.ina.com by INA 2003, SeptemberAll rights reserved.Reproduction in whole or in partwithout our authorization is prohibited.Printed in Germany byTmmels Druck GmbH & Co. KG, 90221 Nrnberg

INA-Schaeffler KG91072 Herzogenaurach GermanyInternet www.ina.comE-Mail [email protected] Germany:Telephone 0180 /5 00 38 72Fax 0180 /5 00 38 73From other countries:Telephone +49 / 9132 /82-0Fax +49 / 9132 /82-49 50 Sa

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