WO2012110066A1 - Procédé de fabrication d'un arbre à cames en plusieurs pièces et procédé de fabrication d'un élément came pour un arbre à came en plusieurs pièces - Google Patents

Procédé de fabrication d'un arbre à cames en plusieurs pièces et procédé de fabrication d'un élément came pour un arbre à came en plusieurs pièces Download PDF

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Publication number
WO2012110066A1
WO2012110066A1 PCT/EP2011/005037 EP2011005037W WO2012110066A1 WO 2012110066 A1 WO2012110066 A1 WO 2012110066A1 EP 2011005037 W EP2011005037 W EP 2011005037W WO 2012110066 A1 WO2012110066 A1 WO 2012110066A1
Authority
WO
WIPO (PCT)
Prior art keywords
cam
shaft part
camshaft
heat treatment
blank
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.)
Ceased
Application number
PCT/EP2011/005037
Other languages
German (de)
English (en)
Inventor
Sven Burmester
Dirk Even
Bernd Schietinger
Olaf Walter
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of WO2012110066A1 publication Critical patent/WO2012110066A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P11/00—Connecting or disconnecting metal parts or objects by metal-working techniques not otherwise provided for 
    • B23P11/02—Connecting or disconnecting metal parts or objects by metal-working techniques not otherwise provided for  by first expanding and then shrinking or vice versa, e.g. by using pressure fluids; by making force fits
    • B23P11/025—Connecting or disconnecting metal parts or objects by metal-working techniques not otherwise provided for  by first expanding and then shrinking or vice versa, e.g. by using pressure fluids; by making force fits by using heat or cold
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P11/00—Connecting or disconnecting metal parts or objects by metal-working techniques not otherwise provided for 
    • B23P11/005—Connecting or disconnecting metal parts or objects by metal-working techniques not otherwise provided for  by expanding or crimping
    • 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
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H53/00—Cams or cam-followers, e.g. rollers for gearing mechanisms
    • F16H53/02—Single-track cams for single-revolution cycles; Camshafts with such cams
    • F16H53/025—Single-track cams for single-revolution cycles; Camshafts with such cams characterised by their construction, e.g. assembling or manufacturing features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P2700/00—Indexing scheme relating to the articles being treated, e.g. manufactured, repaired, assembled, connected or other operations covered in the subgroups
    • B23P2700/02—Camshafts
    • 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
    • F01L1/08—Shape of cams
    • 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
    • F01L1/3442—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 hydraulic chambers with variable volume to transmit the rotating force
    • 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
    • F01L1/047—Camshafts
    • F01L2001/0471—Assembled camshafts
    • 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
    • F01L1/3442—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 hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • 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
    • F01L1/3442—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 hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34483—Phaser return springs

Definitions

  • the invention relates to a method for producing a cam element for a built camshaft in an internal combustion engine of a motor vehicle. Furthermore, the invention relates to a method for producing a shaft part and at least one cam part having camshaft.
  • Such a built camshaft consists of a (hollow or solid) carrier shaft, to which several attachments (cam elements,
  • Thrust washer, drive wheel, impulse wheels are joined.
  • Built camshafts have the advantage that the materials of the individual components can be adapted very precisely to the functional requirements of these components, so that compared to a conventional one-piece (for example, produced by forging)
  • Camshaft both weight and material and / or manufacturing costs can be saved. Furthermore, the design of the individual components leaves much room for maneuver for a design cost-optimized design of the individual components
  • cam elements The production of the cam elements is usually carried out in a three-stage process, in which initially a cam blank is forged or thermoformed from a suitable steel material, then machined and finally annealed and / or cured in a heat treatment.
  • Such methods are known for example from DE 197 16 554 C1, DE 100 48 234 A1 and DE 101 13 952 A1.
  • these cam blanks are often made of the bearing material 100Cr6 and then cured and tempered.
  • this process is associated with high costs, since the material 100Cr6 to improve the microstructure and the machinability after the Forging heat treated (eg GKZ-annealed) must be.
  • the material is then increased by means of hardening (for example by heating with subsequent quenching in a salt or oil bath) and subsequent tempering
  • Wear resistance resistance to abrasion, rolling resistance
  • the cam element must be blasted and washed several times during the manufacturing process.
  • the described process chain is complex and prone to component quality
  • Carbon content between 0.3 wt .-% and 0.8 wt .-% to use. This
  • Cam material is characterized by a high metallurgical robustness.
  • a semi-finished product from this material for forming a cam blank is formed and this cam blank then a
  • Camshaft leads to quality improvement and cost reduction.
  • the invention is based on the finding that the potential described in DE 10 2007 023 087 A1 can be further expanded in order to further reduce the costs for producing a built-up camshaft.
  • a cam blank is first formed from a hardenable steel material by means of a forming process and subjected to a heat treatment. Before the heat treatment, the cam blank is advantageously machined on the inner bore and on the later cam track.
  • the cam blank or the cam member is additionally provided with an alignment mark, which can be used when joining the cam member to a shaft part for angular alignment of the cam member relative to this shaft part.
  • the cam material used is a hardenable steel material having a carbon content of between 0.3% by weight and 0.8% by weight, preferably Cf53, C55E or C56E2, if appropriate with respect to DIN 17212 or DIN EN ISO 683-17
  • a steel material with a carbon content of substantially 0.8 wt .-% to 1, 2 wt .-% and a chromium content of 0.2 wt .-% to 2.5 wt .-%, for example, the cam material 100Cr6 with about 1 wt .-% C and 1, 5 wt .-% Cr) are used.
  • Hardenable steel materials with a carbon content between 0.3 wt .-% and 0.8 wt .-% have the advantage over conventional cam materials that they are cold formable. During cold forming, thermally induced damage to the cam surface (edge decarburization, etc.) is avoided. From this and the higher dimensional stability associated with cold forming, the grinding allowance can be significantly reduced. Similar advantages can also be applied to warm forging (at
  • Composition can be achieved. Even hot forging (at about 1100 ° C) provides with these materials (e.g., Cf53 or C56E2) with proper tuning of the
  • Cam elements made of these materials are further characterized by a high metallurgical robustness, eg a lower sensitivity to touch.
  • the starting material for the production of the cam member is rod material, from which in a first process step a slit is cut to length, from the one
  • Cam blank is formed. This transformation is preferably carried out by means of
  • the rod material or the cam disk may optionally be heated to a temperature of up to 400 ° C.-500 ° C. prior to forming (depending on the material), so that the forming takes place as warm forging. Such a temperature increase naturally increases the deformability.
  • the temperature is chosen in such a way that the forming takes place without microstructure impairment and no scaling occurs.
  • the shaping of the cam blank can also be carried out by hot forging or hot extrusion, wherein the cam blank is cooled after the hot forming controlled from the forming heat to specifically defined hardness values
  • Heat treatment process by a cost-effective controlled cooling process from the forge heat substitute.
  • the cam blank may be subjected to a cold and / or hot calibration process to achieve a highly accurate cam shape. Depending on the achievable accuracy of the
  • a machining pre-processing (eg milling) of the cam blanks after forming also offers the advantage that thereby the variety of variants of the semifinished product and / or the tools can be reduced.
  • the cutting Processing of the cam blanks is preferably carried out in Einzelaufspanung. Alternatively, the processing can also be in a package setup on a common
  • Cam blanks inductive surface hardened can also initially inductive short-term tempered and then surface hardened inductively, preferably then with a suitable multi-frequency technology.
  • at least local hardening of the cam blanks in the area of the cam running surface can take place. The surface hardening or the at least local hardening of
  • Cam running surface is preferably in such a manner that in a region of the later cam surface, a surface hardness of at least 50 HRC is achieved.
  • inductive surface hardening of the cam blank is at least locally austenitized, quenched and then tempered.
  • the parameters of this hardening process are chosen so that the hardening depth of the cam elements in the ready-to-install state on the cam track is at least 0.3 mm.
  • the hardened cam blanks are suitably tempered. This tempering can be achieved by inductive short-term tempering, by conventional
  • Tempering in the furnace typically about 2 hours at about 160 ° C or by tempering from the residual heat of the previous process step.
  • the aim is to produce a surface hardness of 50 HRC and 64 HRC in the area of the later cam surface.
  • tempering may be performed at e.g. Cf53 and C56E2 cam elements completely eliminated.
  • an upstream inductive short-term compensation may be necessary, e.g. if a defined core strength is required, different from that of the
  • the pre-coating before the inductive surface hardening can also be done in the curing oven with subsequent quenching in the oil or salt bath.
  • the cam blanks can also be prepared by austenitizing in a hardening furnace under a defined atmosphere and
  • Heat treatment of the cam blanks includes only a short-term inductive and a subsequent tempering.
  • the annealing step can be omitted, so that the heat treatment of the cam blanks comprises only inductive hardening, if necessary, an inductive or conventional annealing step (in tempering furnace with subsequent
  • the cam blanks may also be heat treated in package clamping; This has the advantage that it can take over the clamping of the previous machining. After the heat treatment, the cam geometry in further
  • Heat treatment process may be corrected distorted bore, whereby an increase in accuracy of the single cam is achieved, which leads to a higher accuracy of joining the camshaft blanks. Additionally or alternatively, the raceway of the cam can be ground to final contour. These processing steps can be carried out in single clamping or in package clamping. In the course of this machining step, a (further)
  • Fine machining (or generation) of the alignment mark by means of which the finished cam element can be aligned with high precision on a shaft part.
  • the cam element can be provided with a coating that can be applied, for example, by CVD (chemical vapor deposition) and / or by PVD (physical vapor deposition).
  • CVD chemical vapor deposition
  • PVD physical vapor deposition
  • the entire cam member or selected portions e.g., the cam race surface
  • the functional layer produced in this way can be a single layer or else a layer composite of a plurality of individual layers; the total thickness of the functional layer is
  • the functional layer can be a diamond-like layer, for example a DLC coating (DLC - diamond like carbon), or a chromium nitride layer.
  • the functional layer composite contains fractions of a diamond-like layer (DLC coating) and / or fractions of a chromium nitride layer.
  • a method for producing a built-up camshaft having a shaft part and at least one cam element, in particular for an internal combustion engine of a motor vehicle, comprises a step in which the cam element formed separately from the shaft part in an outer peripheral joining region of
  • cam member and the shaft part rotatably connected to each other.
  • the cam element and the shaft part are preferably finished in time prior to the joining, in particular with regard to a machining of the cam element and the shaft part.
  • at least one cam seat surface and / or sliding bearing points and / or rolling bearing points of the particular tubular shaft part is finished.
  • the cam seat surface is a
  • the alignment mark according to the invention allows a highly accurate
  • Abrasive allowance for later correction of angular inaccuracies of the joined shaft can optionally be dispensed with.
  • the cam element can thus be finished before the joining with the shaft part (including heat treatment, coating, etc.), so that the (machining) finishing of the finished camshaft can be omitted (or reduced to a minimum).
  • the shaft part and the cam element can be processed more easily and inexpensively as individual parts (that is, before joining), in particular finished, than in their joined-together state.
  • the method according to the invention enables a parallelization of working circumferences, wherein the particular tubular Shaft part can be processed temporally parallel to the cam member. In this case, a plurality of cam elements, which are to be added to the shaft part, be processed as a package. This can save further costs.
  • the alignment mark is in such a manner on the
  • Cam element is located, which extends at least substantially perpendicular to the axis of rotation of the shaft part and thus the camshaft. Likewise, it can be provided that the cam element on a first end face and on a further, opposite this end face of the cam member, each having at least one
  • Alignment mark is provided, which allows a particularly precise angular alignment of the cam member and the shaft part relative to each other in the joining and avoids reworking steps or keeps the effort to perform post-processing steps in a small frame.
  • the alignment mark represents a highly accurate reference on or on the cam member
  • Angular alignment of the shaft member relative to the cam member may be accurate to a fraction of a degree based on the alignment mark (s), thereby reducing or even eliminating an angular error in receiving the cam member.
  • a conventionally necessary step of reworking, in particular a regrind grinding, of the finished camshaft for compensating the angular error can be dispensed with.
  • the alignment mark can also serve to the shaft part and the
  • the alignment mark may be a mark which can be detected tactilely and / or optically by means of a corresponding detection device.
  • the alignment mark may be a hole or a blind hole, which may be arranged in particular in a region of a tip of the cam element.
  • the alignment mark may be formed by a groove on a base circle of the cam member, which is advantageous in that the cam member in the region of the base circle in an operation of the camshaft and the Internal combustion engine is less loaded compared to other areas of the cam member.
  • the at least one alignment mark is formed on the cam part such that it is detectable in the angular fine alignment of the cam element relative to the shaft part continuously, ie from both sides.
  • the alignment mark is formed as a passage opening through the cam member which extends continuously from one end face to the other end face.
  • the alignment mark may be formed as at least one recess of an end face of the cam member.
  • the at least one alignment mark for the angular fine alignment during joining at least substantially parallel to one
  • Side surface, in particular a lateral surface, of the cam member is arranged and has a maximum depth of half a wall thickness of the cam member.
  • An angular orientation with respect to the tip of the cam element can be arbitrary.
  • the alignment mark can also be one or more color markings, which can be recognized, for example, by means of optical measurement technology and used to align the cam element relative to the shaft part.
  • mechanical stops may be provided which engage the alignment mark of the cam member. This allows a highly accurate angular orientation of the cam member relative to the shaft part.
  • the at least one alignment mark is used before and / or during and / or after the joining by a mechanical and / or optical engagement for the angular fine alignment of the cam member to be joined on the shaft part relative to this.
  • the alignment mark is optically and / or mechanically, ie by means of a touch, detected and used to position the cam member relative to the shaft part in particular with respect to a relative rotational position of the cam member to the shaft part and / or an alignment in the axial direction of the shaft part ,
  • the shaft part Before joining, the shaft part can be finished at bearing points for sliding bearing and / or for roller bearing of the camshaft on the internal combustion engine, in particular for mounting on a cylinder head. It can at the
  • Camshaft both bodies for pure plain bearing as well as for a roller bearing are present in order to store the camshaft particularly friction and thus loss, resulting in low fuel consumption and low C0 2 emissions of the internal combustion engine result.
  • the cam element is joined to the shaft part by hydroforming and / or by gluing and / or by a thermal shrinkage composite and / or by a mechanically generated composite and thus rotatably connected to the shaft part.
  • the tubular shaft part can be located on one side, in particular directly next to the cam element or on both sides
  • the plurality of cam elements are added, for example, sequentially in a respective joining region with the shaft part, in the course of sequential joining of the cam elements and rolling bearings or rolling bearing parts (inner rings) are joined in corresponding joining regions of the shaft part with this.
  • a uniform in particular in terms of its diameter and / or its wall thickness tube and a uniform clamping cover is used with free pipe ends.
  • the alignment mark is preferably a uniform alignment mark on the cam member.
  • a variance in the The method according to the invention is preferably and only given by the positioning of the cam element relative to the shaft part in the axial direction thereof and / or by an angular orientation of the cam element relative to the shaft part and by a length of the tubular shaft part and by a number of cam elements connected to the shaft part to add.
  • a so-called flat cam is preferably used, which keeps the cost of producing the built-camshaft low.
  • Fig. 1 is a perspective view of a built camshaft
  • Fig. 2 is a schematic longitudinal sectional view of a built camshaft for a trained as a reciprocating engine internal combustion engine of a motor vehicle, in particular a passenger car, with a
  • FIG. 3 shows a schematic longitudinal sectional view of the camshaft according to FIG. 2 with further elements joined to the shaft part;
  • Fig. 4 shows a detail of a schematic and sectioned perspective view of the camshaft according to FIGS. 2 and 3, in some areas on soft
  • FIG. 5 shows a detail of a schematic and sectional perspective view of the camshaft according to FIG. 4 with one connected to the camshaft
  • Fig. 6 is a schematic perspective view of an embodiment of a
  • Cam member; 7 is a schematic perspective view of another embodiment of the invention.
  • FIG. 8 is a schematic perspective view of another embodiment of the invention.
  • FIG. 1 shows a built-up camshaft 14 with cam elements 10 which are mounted on a shaft part 12 by means of a joining process (e.g., hydroforming, thermal joining) together with other attachments (thrust washer, drive wheel, impulses ).
  • FIG. 2 shows a sectional illustration of this camshaft 14.
  • cam member 10 which is joined with a tubular shaft portion 12 to the built-up camshaft 14 shown in Figure 1 for an internal combustion engine
  • FIG. 9 shows in a schematic flowchart selected process steps of a method 200 for producing a cam element 10 and subsequent ones
  • the cam member 10 is thereby finished (step 250) temporally prior to the joining with the shaft part 12 (step 280) such that, after the joining with the shaft part 12, a machining and / or a coating of the cam element 10 (FIG. Step 290) can be omitted (or that this post-machining 290 can be reduced to a minimum).
  • Starting point of the method 200 is a rod material made of a curable
  • a bore 16 of the cam blank 10 ' can be turned out and / or milled and / or ground.
  • This machined bore 16 of the cam blank 10 ' is penetrated in the joined state with the shaft part 12 of this.
  • the cam element 10 produced from the cam blank 10 ' is arranged via the bore 16 in an outer peripheral joining region 18 of the shaft part 12 and joined via the bore 16 in the joining region 18 with the shaft part 12 and thereby rotatably connected.
  • an outer contour 20 of the cam blank 10 ' is machined, in particular milled; furthermore one can
  • the alignment mark 22 is, for example, a bore (see the embodiment of Figure 6) or a groove (see Figure 7), by means of which the finished cam member 10 at Joining with the shaft portion 12, in particular with respect to an angular orientation of the cam member 10 relative to the shaft portion 12 can be aligned particularly precisely. In other words, it allows the
  • the cam member 10 and the shaft member 12 with respect to a relative rotational position to each other about a rotational axis 24 of the shaft member 12, the cam member 10 and the camshaft 14 highly accurately aligned, so that in particular machining Nachbearbeitungs- or finishing steps 290 for correcting angular inaccuracies, such as Grinding the camshaft 14, not provided and not required.
  • the camshaft 14 can be made particularly time-consuming and inexpensive.
  • the cam member 10 is provided on one of its end faces 23 with a machined alignment mark 22. It can be different
  • Embodiments of this alignment mark 22 give (for example, colored markers, etc.).
  • the introduction of the alignment mark 22 can take place in process step 230; However, the alignment mark 22 may also be generated at a later time, for example after the heat treatment following the soft working 230 (step 240) or after any coating of the cam element (step 260) to be performed.
  • a fine machining of the alignment mark after the Heat treatment 240 has the advantage that no further thermal distortions caused by heat treatments occur at this stage.
  • a variant is also, in the course of soft machining 230 preprocessing of
  • the cam blank 10 ' is heat-treated at least in sections (step 240).
  • the cam blank 10 ' is subjected, for example, to an inductive surface layer hardening process and thus hardened, at least in a marginal layer region 26 indicated schematically in FIG. 9.
  • This hardening can comprise the entire cam running surface 28 or selected regions of the cam running surface which are particularly heavily loaded during operation be limited. In this way, the cam member 10 receives a
  • the machining of the cam blanks (step 230) and the heat treatment (step 240) by means of induction hardening can be carried out in a package clamping in which a plurality of cam blanks 10 'by means of a tensioning device, e.g. using a mandrel or an outer chuck, are interconnected and cured together in this state.
  • a tensioning device e.g. using a mandrel or an outer chuck
  • the cam member 10 is optionally subjected to another machining process (step 250). This is the
  • Cam element 10 advantageously finished in such a way that its final contour is reached, so that after joining the cam member 10 to the shaft member 12 in process step 280 no further machining 290 required is.
  • the bore 16, which is also referred to as an internal bore can be finished (step 252).
  • the outer contour 20 can undergo a so-called finish grinding and thus
  • step 254 finishing of the alignment mark 22 may optionally also take place.
  • the cam member 10 may be provided with a functional layer 25 (step 260) which may advantageously be provided on the entire cam surface 28 or in particularly heavily loaded portions 28 "of the cam surface 28 (see FIG
  • the functional layer 25 may be, for example, a diamond-like layer or a chromium nitride layer and applied by CVD or PVD.
  • cam element 10 or a plurality of such cam elements can now be used e.g. be joined to the shaft part 12 by hydroforming (step IHU) (step 280). 2, the cam elements 10 are in respective outer peripheral joining regions 18 of
  • Shaft part 12 is fixed and thus rotatable about the axis of rotation 24 of the shaft part 12. If necessary, the cam members 10 may be brought to final contour by grinding after joining with the shaft member 12 (step 290). If, however, a finishing of the cam element 10 has already taken place in the process step 250, and if the alignment of the cam element 10 on the shaft part 12 is achieved during joining 280, the finishing of the camshaft 14 (step 290) can be omitted.
  • the alignment mark 22 may allow not only the relative angular orientation but also alignment of the respective cam member 10 relative to the shaft member 12 in the axial direction of the shaft member 12 according to a directional arrow 30 (see FIG. 4).
  • An extension of the cam elements 10 in the axial direction which is referred to as the cam width, is typically at least 6 mm.
  • the shaft part 12 is designed as a tubular hollow profile and has a hollow cross-section 32 continuous in the axial direction 24.
  • a wall thickness of the shaft part 12 for use in a car engine is typically 3 mm, whereby a low weight of the camshaft 14 is achieved.
  • Fig. 2 are not shown standardized rolling bearings, with which the camshaft 14 can be stored in a cylinder head of the internal combustion engine with little loss.
  • FIG. 3 shows a completely assembled camshaft 14 after the joining of the cam elements 10 with the shaft part 12.
  • a sealing and support stopper 34 was introduced for a flange press fit.
  • a pump cam 36 was pressed onto the shaft part 12 and finished.
  • a press-on flange 38 can be pressed onto the shaft part 12.
  • the camshaft 14 can be rotatably connected according to FIG. 5 with a camshaft actuator 40.
  • the camshaft divider 40 makes it possible to adjust the timing of the gas exchange valves by the
  • Camshaft 14 relative to a crankshaft of the internal combustion engine, with which the camshaft 14, for example via a traction means, in particular a chain or a belt, drive-connected, phased.
  • a traction means in particular a chain or a belt, drive-connected, phased.
  • Figures 6 to 8 show different embodiments of the cam member 10 with different alignment marks 22.
  • the alignment mark 22 is in the region of a tip 42 of
  • Cam element 10 is formed as a blind hole or through hole in the axial direction according to the direction arrow 30 of the cam member 10.
  • Alignment mark 22 allows a direction-free and post-processing free joining of the cam member 10 and the cam members 10 with the shaft member 12 and the use of a so-called centerless ground pipe as the shaft member 12 and the use of so-called flat cams as the cam elements 10, which finished before joining become.
  • the cam elements 10 are optionally provided with a coating, in particular a DLC coating (DLC - diamond like carbon) before joining, whereby the cam elements 10 have a high wear resistance and low friction losses. So they can also be used at not quite optimal lubrication conditions.
  • Cam elements 10 and the shaft member 12 as respective items allows the Representation of high modularity and thus the production of built
  • Camshafts such as the camshaft 14 in a particularly short time and at very low cost.
  • Alignment mark 22 as at least substantially in the radial direction according to a direction arrow 44 of the cam member 10 extending groove, groove and / or groove formed, which is arranged in the region of the tip 42.
  • FIG. 8 shows an embodiment of the cam element 10 with an alignment mark 22 formed as a groove.
  • the alignment mark 22 according to FIG. 8 is arranged in the region of a base circle of the cam element 10, in which the cam element 10 during operation of the camshaft 14 in comparison to otherwise loaded areas of the cam member 10 is less.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

Procédé de fabrication d'un arbre à cames (14) comprenant une partie arbre (12) et au moins un élément came (10), en particulier pour un moteur à combustion interne, selon lequel l'élément came (10) réalisé séparément de la partie arbre (12) est assemblé avec cette dernière dans une zone d'assemblage (18) périphérique de la partie arbre (12). Selon l'invention, l'élément came (10) est pourvu, avant l'assemblage, d'au moins un repère d'orientation (22) permettant d'orienter angulairement l'élément came (10) par rapport à la partie arbre (12).
PCT/EP2011/005037 2011-02-17 2011-10-08 Procédé de fabrication d'un arbre à cames en plusieurs pièces et procédé de fabrication d'un élément came pour un arbre à came en plusieurs pièces Ceased WO2012110066A1 (fr)

Applications Claiming Priority (2)

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DE102011011501.3 2011-02-17
DE201110011501 DE102011011501A1 (de) 2011-02-17 2011-02-17 Verfahren zum Herstellen einer Nockenwelle

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WO2012110066A1 true WO2012110066A1 (fr) 2012-08-23

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PCT/EP2011/005037 Ceased WO2012110066A1 (fr) 2011-02-17 2011-10-08 Procédé de fabrication d'un arbre à cames en plusieurs pièces et procédé de fabrication d'un élément came pour un arbre à came en plusieurs pièces

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DE (1) DE102011011501A1 (fr)
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Cited By (5)

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Publication number Priority date Publication date Assignee Title
DE102014201319A1 (de) * 2014-01-24 2015-07-30 Mahle International Gmbh Verfahren zur Montage von einem Verbund
CN107405670A (zh) * 2015-01-23 2017-11-28 利纳马股份有限公司 用于接合功能结构组件的方法以及功能结构组件
DE102019124575A1 (de) * 2019-09-12 2020-08-13 Schaeffler Technologies AG & Co. KG Vorrichtung zur Verstellung der Phasenlage einer Nockenwelle
CN115605320A (zh) * 2020-05-14 2023-01-13 诺沃普雷斯压力机冲压工具有限两合公司（De） 用于压环的驱动单元
CN116871835A (zh) * 2022-11-11 2023-10-13 无锡宏星机电科技有限公司 一种耐腐蚀凸轮轴制造工艺

Families Citing this family (1)

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Publication number Priority date Publication date Assignee Title
DE102013214680A1 (de) 2013-07-26 2015-01-29 Mahle International Gmbh Wälzgelagerte Welle

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DE4201478C1 (en) * 1992-01-21 1993-02-04 Bayerische Motoren Werke Ag, 8000 Muenchen, De Method for installing cams on shaft - has cam held by clamps onto hollow camshaft which is expanded under pressure to engage cam
DE19716554C1 (de) 1997-04-19 1998-04-30 Daimler Benz Ag Verfahren zum Herstellen einer gebauten Nockenwelle
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JP2002357262A (ja) * 2001-06-01 2002-12-13 Tdk Corp Ｄｌｃを施したカムおよびカムシャフト
DE102006027494A1 (de) * 2006-06-14 2007-12-20 Henkel Kgaa Welle mit fixiertem Bauteil
US20080005887A1 (en) * 2006-05-26 2008-01-10 Fatigue Technology, Inc. Elongated member/radially expandable member assembly and methods of assembling the same
DE102007023087A1 (de) 2007-05-16 2008-03-27 Daimler Ag Verfahren zur Herstellung eines Nockens

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Publication number Priority date Publication date Assignee Title
US5007302A (en) * 1989-09-29 1991-04-16 Chen Tien C Alignment apparatus for a stroke controlling mechanism of a machine tool
DE4201478C1 (en) * 1992-01-21 1993-02-04 Bayerische Motoren Werke Ag, 8000 Muenchen, De Method for installing cams on shaft - has cam held by clamps onto hollow camshaft which is expanded under pressure to engage cam
DE19716554C1 (de) 1997-04-19 1998-04-30 Daimler Benz Ag Verfahren zum Herstellen einer gebauten Nockenwelle
DE10048234A1 (de) 2000-09-29 2001-10-11 Daimler Chrysler Ag Verfahren zur Herstellung eines Nockens
DE10113952A1 (de) 2001-03-22 2002-10-24 Daimler Chrysler Ag Gebaute Nockenwelle und Verfahren zu ihrer Herstellung
JP2002357262A (ja) * 2001-06-01 2002-12-13 Tdk Corp Ｄｌｃを施したカムおよびカムシャフト
US20080005887A1 (en) * 2006-05-26 2008-01-10 Fatigue Technology, Inc. Elongated member/radially expandable member assembly and methods of assembling the same
DE102006027494A1 (de) * 2006-06-14 2007-12-20 Henkel Kgaa Welle mit fixiertem Bauteil
DE102007023087A1 (de) 2007-05-16 2008-03-27 Daimler Ag Verfahren zur Herstellung eines Nockens

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014201319A1 (de) * 2014-01-24 2015-07-30 Mahle International Gmbh Verfahren zur Montage von einem Verbund
CN107405670A (zh) * 2015-01-23 2017-11-28 利纳马股份有限公司 用于接合功能结构组件的方法以及功能结构组件
CN107405670B (zh) * 2015-01-23 2020-09-25 利纳马股份有限公司 用于接合功能结构组件的方法以及功能结构组件
DE102019124575A1 (de) * 2019-09-12 2020-08-13 Schaeffler Technologies AG & Co. KG Vorrichtung zur Verstellung der Phasenlage einer Nockenwelle
CN115605320A (zh) * 2020-05-14 2023-01-13 诺沃普雷斯压力机冲压工具有限两合公司（De） 用于压环的驱动单元
CN116871835A (zh) * 2022-11-11 2023-10-13 无锡宏星机电科技有限公司 一种耐腐蚀凸轮轴制造工艺

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