Motor Elem

Engine components
Publication MOT
Page
2 The right partner worldwide
18 Hydraulic valve lash adjustment
18 Example: Tappet
20 Hydraulic valve lash adjustment elements
20 Example: Tappet
22 Mechanical valve lash adjustment elements
22 Example: Tappet
24 Roller finger follower valve train components
26 Rocker arm valve train components
28 End pivot rocker arm valve train components
30 OHV valve train components
32 Crosshead valve train components
34 Switchable valve train components
34 Example: Switchable tappet
36 Function: Switchable tappet
40 Chain drive systems
40 Sprockets
40 Chain blades
40 Chain guides
42 Chain tensioners
44 Cam-cam tensioners
46 Camshaft phasing units
46 System description
48 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 Motorenteile
56 Core product: cylinder heads
59 Addresses
59 Automotive Division
Contents
Engine components
2
The right partner WORLDWIDE
Engine 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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The best solution
It 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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Market the number ONE
Principles 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
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0
1999
1998
1997
1995
1994
1993
1992
1990
1991
1996
2000
2001
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100
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Competitor
Competitor B
Others
Sales volume per year in millions
Quantity
Valve actuation elements
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Success takes brains
What 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
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Number of employees
Total employees Development employees Development employees Total employees
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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 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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Measurement system 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 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 bridge
DC force amplifier
Load cell measuring points
Sensor 1 Valve movement
Sensor 2 Reference
A
B
C
1 2 3 4 5 0
2
1
A B
C
2
A B
A B
F
y
C
C
Rotational angle generator
Computer with analogue/digital converter
Laser vibrometer
Sensors
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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 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.
INA
The 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.
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PATENTSCHRIFT
GRUPPE 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 development
OHV pushrod drive
The 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 train
Then 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 adjustment
Formerly, 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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Hydraulic
valve lash adjustment
Example: Tappet
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1
5
6
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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1
1
7
a
19
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
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10
11
12
13
14
15
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a
20
Hydraulic
elements
Example: 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.
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4
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3
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21
Oil at engine
feed pressure
Oil at high pressure
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3
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1
1
7
22
Mechanical
elements
Example: Tappet
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1
5
7
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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4
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1
2
3
4
6
5
b
a
a
a
7
A B
C
0
1
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6
2
24
Roller finger follower
valve train components
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2
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
B
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25
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a 1
2 3
c
4
7 8
Oil at engine
feed pressure
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1
2
6
a
26
Rocker arm
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1
0
7
Features
Roller type rocker arm with insert element
The 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
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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8
b c
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2
1
4
27
a
1
2
b
3
4
5
6
7
Oil at engine
feed pressure
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3
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0
6
3
a
28
End pivot rocker arm
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1
4
4
b
Features
Hydraulic double or triple end pivot rocker arm
with insert elements
The 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
maintenance-free
very quiet running
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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5
5
a
B
b
1
3
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1
7
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29
1 1
a
4 4
b
2
a
3
4
5
b
A
Cam lift phase
Base circle phase
Front view
Oil at engine
feed pressure
Side view
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3
8

1
5
4
30
OHV
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3
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1
5
1
Features
OHV valve train with hydraulic roller tappet,
pushrod and rocker arm
Hydraulic roller tappet
has a special internal oil feed system (labyrinth design)
gives improved emergency running characteristics even
with less than optimum pressurised oil supply
maintenance-free
very quiet running
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:
Rocker arm with rocker arm bearing mounting
a
Cam roller
Housing
Piston
Anti-rotation lock
Pushrod
Needle roller bearing
Rocker arm
Rocker arm bearing mounting
a
b
c
a
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6
3
b
c
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31
a
a
b
5
c
6
a
1
2
3
4
1
3
8

1
3
3
32
Crosshead
1
3
8

1
6
5
Features
Roller crosshead with hydraulic insert elements
Roller 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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3
8

1
7
4
33
a
a
1
2
4
5
b
3
6
2
7
Oil at engine
feed pressure
Cam lift phase Base circle phase
Front view Side view
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2
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34
Switchable
Example: Switchable tappet
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8
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:
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 lifter
Switchable pivot element
Switchable tappet, mechanical
A
B
C
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35
A
B
C
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36
Switchable
Function: Switchable tappet
Function
Switchable tappet, hydraulic, pressureless locked
Base 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 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
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
3 4 5 6
7
8
9
11
10
A B
a b
Base circle phase (switching process) Cam lift phase
Unlocked Locked
(zero or low lift) (high lift)
Engine oil pressure,
reduced
Engine oil pressure
Oil at high
pressure
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3
8

1
2
8
38
Switchable
a
1
3
8

2
1
1
Features
Switchable valve train components
Switchable tappet, mechanical
Cam lift phases:
Socket plunger
Cam follower
Locking spring
Locking pin
Inner housing
Outer housing
Lost motion spring
A
Base circle phase
a
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
39
a b
1
5
4
C
a b
1
5
3
4
7
6
B
7
3
3
6
2
3
1
3
8

1
8
6
40
Chain drive systems
Chain tensioners Sprockets
Chain blades
Chain guides
1
3
4

3
4
2
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 layout
Crank-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
1
3
4

3
4
8
a
41
1
3
3
2
2
4
55
5 6
57
3
1
1
6
1
3
4

3
3
8
42
Chain drive systems
Crank-cam tensioners
1
3
4

3
4
3
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 chain
plunger position with elongated chain
a
b
1
3
8

1
6
2
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
8
9
10
2
11
1
5
6
4
3
7
a
b
8
Chain tensioner (crank-cam)
Working position
Minimal return stroke
Sink down position
Oil at engine feed pressure
1
3
8

2
1
8
44
Chain drive systems
Cam-cam tensioners
1
3
4

3
4
3
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)
1
3
4

0
7
7
a
45
1
2
3
4
5
6
7
8
9
Cam-cam tensioner (ancillary drive)
Oil feed bore
Oil at engine feed pressure Oil at high pressure
1
3
8

2
1
9
46
Camshaft phasing units
System description
1
3
8

2
0
8
Function
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 loop
The 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 unit
Solenoid valve
Engine 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
47
0
10
20
30
40
EMS
A
B
C
1
2
3 4
A B
Camshaft phasing principle
Camshaft phasing unit
Solenoid
Engine
management
system
Chamber linked to engine oil pressure
Chamber relieved/oil return
1
3
8

1
7
2
48
Camshaft phasing unit with helical splines
for belt drive (NWER)
1
3
8

1
6
9
a
Features
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
1
3
8

0
9
3
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
B A
2 4
5 7 8
Camshaft phasing unit in controlled position
corresponding to 60 crank angle
Base position
Chamber linked to
engine oil pressure
Chamber relieved/
oil return
1
3
8

1
6
6
a
50
for chain drive (NWEK)
1
3
8

1
7
1
d
Features
for chain drive (NWEK)
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 camshaft
Depending 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
1
3
8

1
9
1
1
3
8

1
0
9
a
51
1
3
4
2
5
Base position
Chamber linked to
engine oil pressure
Chamber relieved/
oil return
1
3
8

1
6
8
52
Vane type camshaft phasing unit
for chain drive (NWFK)
1
3
8

2
1
0
Features
Vane type camshaft phasing unit for chain drive
(NWFK)
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)
1
3
8

1
7
8
53
2
A
B Stator
Rotor
3
A
B
A
B
1
4
1
2
4
Base position
Direction of rotation
Chamber linked to engine oil pressure
Chamber relieved/oil return
1
3
8

1
6
4
54
Vane type camshaft phasing unit for belt drive
(NWFR)
Features
Vane type camshaft phasing unit for belt drive
(NWFR)
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)
1
3
8

1
7
5
1
3
8

1
8
9
55
Grundstellung
1
2
3
4
1
5
2
6
7
8
9
B
A
B
A
Camshaft phasing unit
in controlled position
Base position
Direction of rotation
Chamber linked to
engine oil pressure
Chamber relieved/
oil return
1
3
8

1
7
0
56
REGE Motorenteile
Core product: cylinder heads
1
3
8

1
7
3
Features
Machining and assembly of cylinder heads
Machining
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
1
3
8

2
2
1
1
3
8

2
2
4
57
1
3
8

1
9
7
58
59
Addresses
Automotive Division
1
0
0

0
0
9
North America
Canada
INA Canada Inc.
2871 Plymouth Drive
Oakville
Ontario L6H 5S5
Tel. +1/ 905/829-27 50
Fax +1/ 905/829-25 63
Mexico
INA Mexico, S.A. de C.V.
Paseo de la Reforma 383, int. 704
Col. Cuauhtemoc
06500 Mexico, D.F.
Tel. +52/ 5/ 5250012
Fax +52/ 5/ 5250194
USA
INA USA CORPORATION
308 Springhill Farm Road
Fort Mill,
South Carolina 29715
Tel. +1/ 803/5 48 8500
Fax +1/ 803/5 48 8599
USA
INA USA CORPORATION
335 East Big Beaver Road
Suite 101
Troy, Michigan 48083-1235
Tel. +1/ 248/5 28 9080
Fax +1/ 248/619 21 39
South America
Argentina
INA Argentina S.A.
Avda. Alvarez Jonte 1938
1416 Buenos Aires
Tel. +54/11/45 82 4019
Fax +54/11/45 82 33 20
E-Mail inaarg@ina.com.ar
Brazil
INA Brasil Ltda.
Av. Independncia, nr. 3500
Bairro de den
18103-000 Sorocaba/So Paulo
Caixa Postal 334
18001-970 Sorocaba
Tel. +55/15/2 3515 00
+55/15/2 3516 00
Fax +55/15/2 351990
E-Mail vendauto@ina.com.br
Asian Pacific Rim
Australia
INA Bearings Australia Pty. Ltd.
Locked Bag 1
Taren Point 2229
Tel. +61/2/ 971011 00
Fax +61/2/ 95 403299
E-Mail sales@ina.au.com
China
INA (China) Co. Ltd.
Beijing Office
Room 1504 Office Tower One
Henderson Centre
No. 18 Jianguomennei Dajie
Dongcheng District
Beijing 100005
Tel. +86/10/ 6518 3828
Fax +86/10/ 6518 38 31
E-Mail inaaj@public.bta.net.cn
India
INA Bearing India Pvt. Ltd.
Indo-German Technology Park
Survey No. 297, 298, 299
Village Urawade
TAL Mulshi
Dist. PUNE
Maharashtra
Tel. +91/ 20/ 40010 36
Fax +91/ 20/ 40012 44
Asian Pacific Rim
Japan
INA Bearing, Inc.
Square Building 15 F
2-3-12, Shin-Yokohama
Kohoku-ku, Yokohama, 226
Tel. +81/ 45/ 4 76 59 00
Fax +81/ 45/ 4 76 59 20
Korea
INA Bearing Chushik Hoesa
1054-2 Shingil-dong
Ansan-shi, Kyonggi-do
425-120 Republic Korea
Tel. +82/ 31/ 4 90 6911
Fax +82/ 31/ 4 94 38 88
Africa
South Africa
INA Bearings (Pty.) Ltd. South Africa
Caravelle Street
Walmer Industrial
Port Elizabeth 6001
P.O. Box 400 30
Walmer
Port Elizabeth 60 65
Eastern Cape
Tel. +27/41/ 5 01 28 00
Fax +27/41/ 5 81 04 38
E-Mail inquiries@ina.co.za
Europe
Germany
INA-Schaeffler KG
Industriestrasse 13
91074 Herzogenaurach
Tel. +49/ 9132/82-0
Fax +49/ 9132/82-49 50
E-Mail info@ina.com
Austria
INA AUSTRIA GmbH.
Marktstrae 5
Postfach 35
2331 Vsendorf
Tel. +43/1/ 6 99 25 41-0
Fax +43/1/ 699 254155
E-Mail ina.austria@ina.at
Belgium
INA Roulements S.A.
Graignette Business Park
Avenue du Commerce, 38
1420 Braine-lAlleud
Tel. +32/ 2/ 38913 89
Fax +32/ 2/ 38913 99
Czech Republic
INA Loiska s r.o.
Prbn 74 a
100 00 Praha 10 Stranice
Tel. +420/ 2/ 67 29 8140
Fax +420/ 2/ 67 29 8110
E-Mail inaloziska@inaloziska.cz
France
INA France
93, route de Bitche
BP 186
67506 Haguenau Cedex
Tel. +33/ 3 88 63 40 40
Fax +33/ 3 88 63 40 41
Telex 870936
Great Britain
INA Bearing Company Ltd
Forge Lane, Minworth
Sutton Coldfield
West Midlands B76 1AP
Tel. +44/121/ 3 5138 33
Fax +44/121/ 3 5176 86
E-Mail ina.bearing@ina.co.uk
Hungary
INA Grdlcsapgy Kft.
1146 Budapest, XIV.
Hermina t 17.
Postfach 229
1590 Budapest
Tel. +36/1/4 617010
Fax +36/1/4 617013
Italy
INA Rullini S.p.A.
Strada Regionale 229 - km. 17
28015 Momo (Novara)
Tel. +39/ 03 21/ 92 9211
Fax +39/ 03 21/ 92 9300
Netherlands
INA Nederland B.V.
Gildeweg 31
3771 NB Barneveld
Postbus 50
3770 AB Barneveld
Tel. +31/ 342/ 40-30 00
Fax +31/ 342/ 40-32 80
E-Mail info@ina.nl
Norway
INA Norge AS
Postboks
6404 Etterstad
Nils Hansens Vei 2
0604 Oslo 6
Tel. +47/ 2/2 64 8530
Fax +47/ 2/2 64 5411
E-Mail ina@ina.no
Poland
INA Lozyska Spolka z o.o.
ul. Stepinska 22/30
00-739 Warszawa
Tel. +48/22/8 4173 35
+48/22/8 5136 85
Fax +48/22/8 5136 84
Telex 813 527 omig pl
Portugal
INA Rolamentos Lda.
Av. Fontes Pereira de Melo, 470
4149-012 Porto
Tel. +351/ 22/ 5 32 08 90
Fax +351/ 22/ 5 32 08 61
Russia
INA Moskau
ul. Bolschaja Moltschanovka
Nr. 23/38, Building 2
121019 Moskau
Tel. +7/ 095/ 2 3215 38
+7/ 095/ 2 3215 39
Fax +7/ 095/ 2 3215 40
E-Mail inarussia@col.ru
Rumania
CH Industrial Group S.R.L.
Str. Ziduri Mosi, nr. 25
Bucuresti, sector 4
Tel. +40/1/ 2 52 98 61
Fax +40/1/ 2 52 98 60
Spain
INA Rodamientos, s.a.
Polgono Pont Reixat
08960 Sant Just Desvern
Barcelona
Tel. +34/ 93/ 4 80 3410
Fax +34/ 93/ 3 72 92 50
E-Mail marketing@es.ina.com
Sweden
INA Sverige AB
Box 41
195 86 Arlandastad
Charlesgata 10
195 61 Arlandastad
Tel. +46/ 8/59 5109 00
Fax +46/ 8/59 5109 60
E-Mail info@ina.se
Slovenia
INA kotalni lezaji Maribor
Glavni trg, 17/b
2000 Maribor
Tel. +386/ 2/ 2282-0 70
Fax +386/ 2/ 2 28 20 75
E-Mail info@ina-lezaji.si
Turkey
INA Rulmanlari
Ticaret Ltd. Sirketi
Aydin Sokak
Dagli Apt. 4/10
1 Levent
80600 Istanbul
Tel. +90/ 212/2 79 2741
Fax +90/ 212/2 8166 45
Telex 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 KG
91072 Herzogenaurach (Germany)
Postal address:
Industriestrae 13
91074 Herzogenaurach (Germany)
www.ina.com
by INA 2003, September
All rights reserved.
Reproduction in whole or in part
without our authorization is prohibited.
Printed in Germany by
Tmmels Druck GmbH & Co. KG, 90221 Nrnberg
INA-Schaeffler KG
91072 Herzogenaurach Germany
Internet www.ina.com
E-Mail info@ina.com
In Germany:
Telephone 0180/ 5 00 3872
Fax 0180/ 5 00 3873
From other countries:
Telephone +49/ 9132/ 82-0
Fax +49/ 9132/ 82-49 50 S
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