EP2486248B1 - Agencement d'arbre à cames - Google Patents

Agencement d'arbre à cames Download PDF

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Publication number
EP2486248B1
EP2486248B1 EP10766253.8A EP10766253A EP2486248B1 EP 2486248 B1 EP2486248 B1 EP 2486248B1 EP 10766253 A EP10766253 A EP 10766253A EP 2486248 B1 EP2486248 B1 EP 2486248B1
Authority
EP
European Patent Office
Prior art keywords
hollow shaft
cover element
stator
shaft
camshaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP10766253.8A
Other languages
German (de)
English (en)
Other versions
EP2486248A1 (fr
Inventor
Matthias Kapp
Craig Dupuis
Inhwa Chung
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2486248A1 publication Critical patent/EP2486248A1/fr
Application granted granted Critical
Publication of EP2486248B1 publication Critical patent/EP2486248B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34413—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using composite camshafts, e.g. with cams being able to move relative to the camshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49229—Prime mover or fluid pump making
    • Y10T29/49293—Camshaft making

Definitions

  • the invention relates to a camshaft arrangement for changing the relative angular position of at least one first cam of a camshaft relative to a second cam of the camshaft, wherein the arrangement comprises an angle adjusting, which has a stator and a rotatable relative thereto arranged rotor, the rotor rotatably with a Shaft is connected, wherein the stator is rotatably connected to a hollow shaft, wherein the shaft and the hollow shaft are arranged concentrically to each other, wherein the at least one first cam is rotatably connected to the shaft and wherein the at least one second cam is non-rotatably connected to the hollow shaft ,
  • Camshaft arrangements of this type are known as "Cam in Cam” systems. With them at least two cams of the camshaft - usually a number of respective cams - are rotated relative to each other on the camshaft to change the timing of the gas exchange valves of an internal combustion engine.
  • Such camshaft systems are for example in the EP 1 945 918 B1 , in the GB 2 423 565 A and in the WO 2009/098497 A1 described.
  • connection of the hollow shaft with the stator in generic adjustment devices is a weak point, which can lead to a malfunction of the camshaft assembly in case of failure.
  • the present invention has the object , a camshaft assembly of the type mentioned in such a way that the connection between the stator and the hollow shaft is improved.
  • a radially space-saving solution should be sought, since the available space is very limited.
  • the solution of this problem by the invention is characterized in that the rotationally fixed connection between the stator and the hollow shaft via a fixedly connected to the stator cover element, wherein the cover member has a bore for receiving a cylindrical portion of the hollow shaft and wherein in the cylindrical contact surface between the cover element and hollow shaft is a frictional connection.
  • the bore is preferably arranged concentrically to the shaft and hollow shaft.
  • the cover element is screwed to the stator.
  • the frictional connection may be made by a press fit or a shrink fit between the bore and the cylindrical portion.
  • a particularly preferred embodiment provides that the cover element has a largely constant thickness in the axial direction of the shaft and hollow shaft, wherein the cover element is widened in its thickness in the region of the bore, to increase the length of the cylindrical contact surface.
  • the cover element preferably has a flat end face, with the extended thickness then extending into the interior of the arrangement.
  • the angle adjustment device is preferably designed as a hydraulic adjusting device.
  • a camshaft assembly 1 including a camshaft 2 having cams (not shown) cooperating with gas exchange valves in a known manner to control gas exchange in an internal combustion engine.
  • An arrangement of this kind serves to vary the valve timing of an internal combustion engine. In most cases, hydraulically actuated adjusters are used.
  • a first driving strategy the control of an intake valve is changed relative to an exhaust valve, or vice versa, which is mostly useful in SOHC (Single Overhead Camshaft) or OHV (Overhead Valves) engines. This allows the change of the intake phase or the exhaust phase with a single camshaft.
  • SOHC Single Overhead Camshaft
  • OHV Overhead Valves
  • a second driving strategy is to change the timing of one set of intake valves relative to another set of valves with a single intake camshaft. This can be used if two or possibly three intake valves per cylinder are provided and it is desired to change the timing of one of the intake valves relative to the others on a cylinder.
  • the timing of one set of exhaust valves is changed relative to another set of valves with a single exhaust camshaft. This can be used when two or possibly three exhaust valves per cylinder are provided, where it is desired to vary the timing of one exhaust valve relative to the other on a cylinder.
  • the camshaft cams for example, the intake and exhaust valves of the internal combustion engine are arranged.
  • the angle adjustment device 3 By means of the angle adjustment device 3, it is possible to rotate part of the cams relative to another part of the cams.
  • the camshaft 2 consists of two coaxially arranged shaft elements, namely a shaft 6 and a hollow shaft 7, in which the shaft 6 is arranged coaxially.
  • the located on the camshaft 2 cams are rotatably connected either to the shaft 6 or with the hollow shaft 7. Details on this go from the EP 1 945 918 B1 out.
  • the angle adjustment device 3 has a stator 4 and a rotor 5, which can be rotated relative to one another - in the exemplary embodiment by means of hydraulic actuation - by a defined angle.
  • This generation of this twisting function is known in the art, with examples of the DE 103 44 816 A1 Reference is made.
  • an impeller is present, are formed in the wing or arranged in the wing.
  • the wings are located in hydraulic chambers, which are incorporated in a rotor. By appropriate action on the respective side of the hydraulic chambers with hydraulic fluid, an adjustment of the rotor relative to the stator can take place.
  • the rotor 6 is rotatably connected to the shaft 6, for which purpose a central screw 13 is used.
  • a central screw 13 By the central screw 13 a fixed radial and axial connection between the rotor 5 and shaft 6 is ensured.
  • the stator 4 has a cover element 8, which is connected by means of screws 14 to the stator 4. With the lid member 8, the hollow shaft 7 is rotatably connected. The rotationally fixed connection between the stator 4 and the hollow shaft 7 takes place via the cover element 8 connected to the stator 4 in such a way that the cover element 8 has a bore 9 for receiving a cylindrical portion 10 of the hollow shaft 7. It is provided that in the cylindrical contact surface 11 between the cover element 8 and the hollow shaft 7 is a non-positive and / or a material connection.
  • the hollow shaft 7 is seated with its cylindrical portion 10 by means of a press fit in the bore 9.
  • This interference fit can be made by axially pressing the cylindrical portion 10 into the bore 9 and / or by heat shrinking.
  • the interference fit eliminates all axial and radial play between cover element 8 and hollow shaft 7.
  • the cover element 8 is provided in the region of the bore 9 with a widening 15 extending in the axial direction. With this a sufficient contact length is ensured, so that the connection by means of press fit between the cover member 8 and the hollow shaft 7 is sufficiently strong. Accordingly, the substantially homogeneous thickness d of the lid member 8 is increased over its radial extent in the region of the bore 9 due to the broadening 15 to the value D, which is preferably at least 1.5 times, more preferably at least 2 times, the value of d is.
  • the outer end face 12 of the cover element 8 is largely flat, ie the widening 15 extends into the interior of the angle adjustment device 3.
  • the angle adjustment device 3 On the side opposite the cover element 8, the angle adjustment device 3 is closed by a further cover element 16.
  • the drive of the angle adjustment device 3 and thus the camshaft 2 takes place in a known manner via a pinion 17 via a driven by the crankshaft of the internal combustion engine (not shown) chain.
  • the pinion 17 is formed here as a separate component. However, it can also be formed integrally in the stator 4.
  • FIGS. 2 to 5 The possible by the camshaft assembly operation of an internal combustion engine is in the FIGS. 2 to 5 illustrated.
  • the figures each show the course of the opening path that a cam exerts on a valve over time.
  • the shaft 6 actuates the exhaust valves, and the control of the exhaust valves relative to the crankshaft of the engine may be adjusted.
  • the actuation of the exhaust valves is in the left half of the figure in Fig. 2 can be seen, while in the right half of the figure, the operation of the intake valves can be seen.
  • the dashed curves for the exhaust valves and the displacement in the direction of the double arrow indicate that the adjustment of the angle adjustment device 3 is used for this purpose.
  • Fig. 3 is for the same construction of the engine as in Fig. 2 to see what the course looks like when the shaft 6 actuates the intake valves. Again, the actuation of the exhaust valves can be seen in the left half of the picture and those of the inlet valves in the right half of the picture. Here, the phasing of the intake valves can now be varied relative to the crankshaft, again recognizable by the dashed curves and the double arrow.
  • a solution shows Fig. 4 , In this case, an adjustment of the actuation of one or more of the exhaust valves relative to the remaining exhaust valves may occur for each cylinder.
  • at least one outlet valve see solid line
  • at least one further outlet valve see dashed lines and double arrow
  • the inlet valves are not adjustable during the control times (see right half of the figure).
  • the duration of the opening of the exhaust valves can be changed, so that the opening time of the exhaust valves can be optimized.
  • Early opening of the exhaust valves before bottom dead center (UT) allows the engine to warm up quickly, reducing cold start emissions.
  • FIG. 4 An analog solution too Fig. 4 is in Fig. 5 outlined. Again, a DOHC engine is used. Here, the shaft 6 actuates one or more intake valves per cylinder, while the remaining intake valves are actuated by the hollow shaft 7.
  • valve opening times can be varied at the inlet.
  • the solid lines in the right half of the figure of Fig. 5 again shows the control of one or more intake valves with fixed control times, while the dashed lines and the double arrow indicate that the rest of the intake valves can be changed over time with respect to their control by means of the angle adjustment device 3.
  • the closing time of the intake valves can be optimized. This can be used to drive a Late Intake Valve Closing (LIVC) strategy.
  • LIVC Late Intake Valve Closing
  • Closing the intake valves past bottom dead center (UT) allows some of the gas to be forced back into the intake tract, reducing the length of the compression stroke. This leads to a reduction of the pumping losses of the engine and thus to an improved fuel efficiency.
  • the closing of the intake valves can be optimized depending on the engine speed and engine load.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (2)

  1. Agencement d'arbre à cames (1) pour modifier la position angulaire relative d'au moins une première came d'un arbre à cames (2) par rapport à une deuxième came de l'arbre à cames (2), l'agencement comportant un dispositif de réglage angulaire (3) et le dispositif de réglage angulaire (3) étant réalisé sous forme de dispositif de réglage hydraulique qui comprend un stator (4) et un rotor (5) disposé de manière rotative par rapport à ce dernier, le rotor (5) étant relié de manière solidaire en rotation à un arbre (6), le stator (4) étant relié de manière solidaire en rotation à un arbre creux (7), l'arbre (6) et l'arbre creux (7) étant disposés de manière concentrique l'un par rapport à l'autre, l'au moins une première came étant reliée de manière solidaire en rotation à l'arbre (6) et l'au moins une deuxième came étant reliée de manière solidaire en rotation à l'arbre creux (7), la liaison solidaire en rotation entre le stator (4) et l'arbre creux (7) s'effectuant par le biais d'un élément de couvercle (8) relié solidement au stator (4), l'élément de couvercle (8) comprenant un alésage (9) pour la réception d'un tronçon cylindrique (10) de l'arbre creux (7), caractérisé en ce qu'une liaison par force est présente dans la surface de contact cylindrique (11) entre l'élément de couvercle (8) et l'arbre creux (7), la liaison par force étant réalisée par un ajustement serré ou un ajustement fretté entre l'alésage (9) et le tronçon cylindrique (10), l'élément de couvercle (8) présentant une épaisseur constante (d) dans la direction axiale de l'arbre (6) et de l'arbre creux (7), l'épaisseur (D) de l'élément de couvercle (8) étant élargie dans la région de l'alésage (9), afin d'agrandir la longueur de la surface de contact cylindrique (11), l'élément de couvercle (8) comprenant une face frontale plane (12) et l'élargissement (15) dû à l'épaisseur agrandie (D) s'étendant à l'intérieur de l'agencement.
  2. Agencement d'arbre à cames selon la revendication 1, caractérisé en ce que l'élément de couvercle (8) est vissé sur le stator (4).
EP10766253.8A 2009-10-05 2010-10-04 Agencement d'arbre à cames Not-in-force EP2486248B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US24861609P 2009-10-05 2009-10-05
PCT/EP2010/064751 WO2011042391A1 (fr) 2009-10-05 2010-10-04 Agencement d'arbre à cames

Publications (2)

Publication Number Publication Date
EP2486248A1 EP2486248A1 (fr) 2012-08-15
EP2486248B1 true EP2486248B1 (fr) 2013-12-11

Family

ID=43662139

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10766253.8A Not-in-force EP2486248B1 (fr) 2009-10-05 2010-10-04 Agencement d'arbre à cames

Country Status (6)

Country Link
US (1) US8627795B2 (fr)
EP (1) EP2486248B1 (fr)
KR (1) KR101650220B1 (fr)
CN (1) CN102549240B (fr)
BR (1) BR112012007632A2 (fr)
WO (1) WO2011042391A1 (fr)

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JP4883330B2 (ja) * 2009-11-25 2012-02-22 三菱自動車工業株式会社 内燃機関の可変動弁装置
DE102011080423A1 (de) * 2011-08-04 2013-02-07 Schaeffler Technologies AG & Co. KG Vormontage eines Nockenwellenverstellers
CN104246153B (zh) * 2012-05-18 2016-11-09 舍弗勒技术股份两合公司 凸轮轴单元
CN102852582B (zh) * 2012-09-06 2016-03-02 浙江吉利汽车研究院有限公司杭州分公司 可变气门正时方法
DE102012220543A1 (de) * 2012-11-12 2014-05-15 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenverstelleinrichtung
DE102012024955A1 (de) 2012-12-20 2014-06-26 Volkswagen Aktiengesellschaft Rotor-Stator-Einheit, Welle-in-Welle-System mit einer solchen Rotor-Stator-Einheit sowie Verfahren zur Montage einer Rotor-Stator-Einheit auf einem Welle-in-Welle-System
US9506379B2 (en) * 2013-03-11 2016-11-29 Schaeffler Technologies AG & Co. KG Concentric camshaft phaser
DE102013215553A1 (de) * 2013-08-07 2015-02-12 Mahle International Gmbh Verfahren zur Montage einer verstellbaren Nockenwelle
DE102015110679B4 (de) * 2015-07-02 2021-04-01 Thyssenkrupp Ag Verfahren zum Ausgleich von Toleranzen zwischen einem Stator und einem Rotor eines Phasenstellers für eine verstellbare Nockenwelle
CN111183273A (zh) * 2017-11-28 2020-05-19 舍弗勒技术股份两合公司 用于凸轮轴相位器的盖元件和凸轮轴相位器
CN116771457A (zh) * 2023-06-26 2023-09-19 重庆潍柴发动机有限公司 凸轮轴总成及柴油机配气相位调节方法

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JP4126600B2 (ja) 2002-09-26 2008-07-30 アイシン精機株式会社 弁開閉時期制御装置の制御機構
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CN102144079B (zh) 2008-09-19 2014-03-05 博格华纳公司 在一个凸轮轴或多个同心凸轮轴中内装的相位器

Also Published As

Publication number Publication date
KR101650220B1 (ko) 2016-08-22
US20120192820A1 (en) 2012-08-02
BR112012007632A2 (pt) 2018-06-05
CN102549240B (zh) 2014-06-11
EP2486248A1 (fr) 2012-08-15
WO2011042391A1 (fr) 2011-04-14
US8627795B2 (en) 2014-01-14
CN102549240A (zh) 2012-07-04
KR20120089280A (ko) 2012-08-09

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