EP2486248B1 - Camshaft arrangement - Google Patents

Camshaft arrangement 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)
French (fr)
Other versions
EP2486248A1 (en
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
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Schaeffler Technologies AG and Co KG
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Publication date
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Publication of EP2486248A1 publication Critical patent/EP2486248A1/en
Application granted granted Critical
Publication of EP2486248B1 publication Critical patent/EP2486248B1/en
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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)

Description

Gebiet der ErfindungField of the invention

Die Erfindung betrifft eine Nockenwellenanordnung zur Veränderung der relativen Winkellage mindestens einer ersten Nocke einer Nockenwelle relativ zu einer zweiten Nocke der Nockenwelle, wobei die Anordnung eine Winkelverstellvorrichtung umfasst, die einen Stator und einen relativ zu diesem drehbar angeordneten Rotor aufweist, wobei der Rotor drehfest mit einer Welle verbunden ist, wobei der Stator drehfest mit einer Hohlwelle verbunden ist, wobei die Welle und die Hohlwelle konzentrisch zueinander angeordnet sind, wobei die mindestens eine erste Nocke drehfest mit der Welle verbunden ist und wobei die mindestens eine zweite Nocke drehfest mit der Hohlwelle verbunden ist.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 ,

Hintergrund der ErfindungBackground of the invention

Nockenwellenanordnung dieser Art sind als "Cam in Cam"-Systeme bekannt. Mit ihnen können mindestens zwei Nocken der Nockenwelle - meist eine Anzahl jeweiliger Nocken - relativ zueinander auf der Nockenwelle verdreht werden, um die Steuerzeiten der Gaswechselventile eines Verbrennungsmotors zu verändern. Derartige Nockenwellensysteme sind beispielsweise in der EP 1 945 918 B1 , in der GB 2 423 565 A und in der WO 2009/098497 A1 beschrieben.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.

Bekannt ist es, die drehfeste Verbindung zwischen dem Stator bzw. einem Teil desselben und der Hohlwelle mittels einer Verschraubung herzustellen, genauso, wie es für die Verbindung zwischen der inneren Welle und dem Rotor typisch ist. Nachteilig ist bei dieser Lösung, dass hierfür ein relativ großer radialer Bauraum benötigt wird. Dies ist insbesondere problematisch, wenn der Verbrennungsmotor in der OHC-Bauart (Overhead Camshaft) ausgeführt ist. Weiter erhöht sich durch diese Verbindung das Gewicht der Anordnung.It is known to make the non-rotatable connection between the stator and a part thereof and the hollow shaft by means of a screw, just as it is typical for the connection between the inner shaft and the rotor. The disadvantage of this solution is that this is a relatively large radial Space is needed. This is particularly problematic when the engine is designed in the OHC (Overhead Camshaft) type. Next increased by this connection, the weight of the arrangement.

Weiterhin ist es bei Nockenwellenverstellsystemen bekannt geworden, die drehfeste Verbindung mit einem oder mehreren Bolzen herzustellen, die in die Anordnung eingepresst werden (s. hierzu die GB 2 423 565 A , Figur 1 und dort den pin 38). Eine solche Lösung ist allerdings gegen Bauteilversagen anfällig. Weiterhin kann sich bei dieser Lösung relativ leicht über der Zeit Spiel ausbilden, was sich durch Verschleiß und Verformungen der Bauteile erklärt.Furthermore, it has become known in camshaft adjusting systems to produce the rotationally fixed connection with one or more bolts which are pressed into the assembly (see GB 2 423 565 A . FIG. 1 and there the pin 38). However, such a solution is susceptible to component failure. Furthermore, this solution can form relatively easily over time game, which is explained by wear and deformation of the components.

Demgemäß stellt die Verbindung der Hohlwelle mit dem Stator bei gattungsgemäßen Verstellvorrichtungen eine Schwachstelle dar, die im Versagensfall zu einem Funktionsausfall der Nockenwellenanordnung führen kann.Accordingly, the 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.

Aufgabe der ErfindungObject of the invention

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, eine Nockenwellenanordnung der eingangs genannten Art so fortzubilden, dass die Verbindung zwischen dem Stator und der Hohlwelle verbessert wird. Dabei soll insbesondere eine radial platzsparende Lösung angestrebt werden, da der zur Verfügung stehende Bauraum sehr begrenzt ist.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. In particular, a radially space-saving solution should be sought, since the available space is very limited.

Zusammenfassung der ErfindungSummary of the invention

Die Lösung dieser Aufgabe durch die Erfindung ist dadurch gekennzeichnet, dass die drehfeste Verbindung zwischen Stator und Hohlwelle über ein fest mit dem Stator verbundenes Deckelelement erfolgt, wobei das Deckelelement eine Bohrung zur Aufnahme eines zylindrischen Abschnitts der Hohlwelle aufweist und wobei in der zylindrischen Kontaktfläche zwischen Deckelelement und Hohlwelle eine kraftschlüssige Verbindung vorliegt.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.

Die Bohrung ist bevorzugt konzentrisch zur Welle und Hohlwelle angeordnet. Das Deckelelement ist mit dem Stator verschraubt.The bore is preferably arranged concentrically to the shaft and hollow shaft. The cover element is screwed to the stator.

Die kraftschlüssige Verbindung kann durch einen Presssitz oder einen Schrumpfsitz zwischen der Bohrung und dem zylindrischen Abschnitt hergestellt sein. Damit eine hinreichende Kontaktfläche für die Übertragung eines ausreichend großen Drehmoments zur Verfügung steht, sieht eine besonders bevorzugte Ausführung vor, dass das Deckelelement eine weitgehend konstante Dicke in Achsrichtung der Welle und Hohlwelle aufweist, wobei das Deckelelement im Bereich der Bohrung in seiner Dicke erweitert ist, um die Länge der zylindrischen Kontaktfläche zu vergrößern. Das Deckelelement hat dabei bevorzugt eine ebene Stirnseite, wobei sich dann die erweiterte Dicke ins Innere der Anordnung erstreckt.The frictional connection may be made by a press fit or a shrink fit between the bore and the cylindrical portion. So that a sufficient contact surface is available for the transmission of a sufficiently large torque, 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.

Die Winkelverstellvorrichtung ist vorzugsweise als hydraulische Verstellvorrichtung ausgebildet.The angle adjustment device is preferably designed as a hydraulic adjusting device.

Mit dieser Ausgestaltung wird es möglich, eine sehr feste Verbindung zwischen Stator und Hohlwelle herzustellen, die wenig Raum einnimmt.With this embodiment, it is possible to produce a very strong connection between the stator and the hollow shaft, which occupies little space.

Kurze Beschreibung der FigurenBrief description of the figures

In den Zeichnungen ist ein Ausführungsbeispiel der Erfindung dargestellt. Es zeigen:

Fig. 1
den Radialschnitt durch eine Nockenwellenanordnung eines Verbrennungsmotors mit einer Nockenwelle, die aus zwei konzentrischen Wellen besteht, wobei die Anordnung eine Winkelverstellvorrichtung aufweist,
Fig. 2
schematisch den zeitlichen Verlauf des Öffnens und Schließens von Ein- und Auslassventilen eines Verbrennungsmotors nach einer ersten möglichen Betätigungsweise,
Fig. 3
schematisch den zeitlichen Verlauf des Öffnens und Schließens der Ventile nach einer zweiten möglichen Betätigungsweise,
Fig. 4
schematisch den zeitlichen Verlauf des Öffnens und Schließens der Ventile nach einer dritten möglichen Betätigungsweise und
Fig. 5
schematisch den zeitlichen Verlauf des Öffnens und Schließens der Ventile nach einer vierten möglichen Betätigungsweise.
In the drawings, an embodiment of the invention is shown. Show it:
Fig. 1
the radial section through a camshaft assembly of an internal combustion engine with a camshaft, which consists of two concentric waves, the arrangement having an angle adjustment,
Fig. 2
schematically the time course of the opening and closing of intake and exhaust valves of an internal combustion engine according to a first possible manner of operation,
Fig. 3
schematically the timing of the opening and closing of the valves according to a second possible manner of operation,
Fig. 4
schematically the timing of the opening and closing of the valves according to a third possible manner of operation and
Fig. 5
schematically the timing of the opening and closing of the valves according to a fourth possible operation.

Ausführliche Beschreibung der FigurenDetailed description of the figures

In Fig. 1 ist eine Nockenwellenanordnung 1 dargestellt, die eine Nockenwelle 2 umfasst, die (nicht dargestellte) Nocken aufweist, die in bekannter Weise mit Gaswechselventilen zusammenwirken, um den Gasaustausch in einer Brennkraftmaschine zu steuern.In Fig. 1 there is shown 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.

Eine Anordnung dieser Art dient dazu, die Ventilsteuerzeiten eines Verbrennungsmotors zu variieren. Zumeist werden hydraulisch betätigte Versteller eingesetzt.An arrangement of this kind serves to vary the valve timing of an internal combustion engine. In most cases, hydraulically actuated adjusters are used.

Nach einer ersten Fahrstrategie wird die Steuerung eines Einlassventils relativ zu einem Auslassventil - bzw. umgekehrt - verändert, was zumeist in Motoren der Bauarten SOHC (Single Overhead Camshaft) oder OHV (Overhead Valves) nützlich ist. Dies erlaubt die Veränderung der Einlassphase oder der Auslassphase mit einer einzigen Nockenwelle.According to 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.

Eine zweite Fahrstrategie sieht vor, dass die Steuerzeiten eines Satzes Einlassventile relativ zu einem anderen Satz von Ventilen mit einer einzelnen Einlassnockenwelle verändert werden. Dies kann eingesetzt werden, wenn zwei oder möglicherweise drei Einlassventile pro Zylinder vorgesehen sind und es gewünscht wird, die Steuerzeiten eines der Einlassventile relativ zu den anderen an einem Zylinder zu verändern.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.

Nach einer dritten Fahrstrategie werden die Steuerzeiten eines Satzes von Auslassventilen relativ zu einem anderen Satz von Ventilen mit einer einzelnen Auslassnockenwelle verändert. Dies kann zum Einsatz kommen, wenn zwei oder möglicherweise drei Auslassventile pro Zylinder vorgesehen sind, wobei es gewünscht ist, die Steuerzeiten eines Auslassventils relativ zu den anderen an einem Zylinder zu verändern.According to a third driving strategy, 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.

Hier weist die Nockenwellenanordnung 1 eine Winkelverstellvorrichtung 3 auf, die mit der Nockenwelle 2 verbunden ist. Auf der Nockenwelle sind Nocken für beispielsweise die Einlass- und Auslassventile des Verbrennungsmotors angeordnet. Mittels der Winkelverstellvorrichtung 3 ist es möglich, einen Teil der Nocken relativ zu einem anderen Teil der Nocken zu verdrehen. Hierfür besteht die Nockenwelle 2, aus zwei koaxial angeordneten Wellenelementen, nämlich aus einer Welle 6 und einer Hohlwelle 7, in der die Welle 6 koaxial angeordnet ist. Die sich auf der Nockenwelle 2 befindlichen Nocken sind entweder mit der Welle 6 oder mit der Hohlwelle 7 drehfest verbunden. Details hierzu gehen aus der EP 1 945 918 B1 hervor.Here, the camshaft assembly 1 on a Winkelverstellvorrichtung 3, which is connected to the camshaft 2. On the camshaft cams for example, the intake and exhaust valves of the internal combustion engine are arranged. By means of the angle adjustment device 3, it is possible to rotate part of the cams relative to another part of the cams. For this purpose, 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.

Die Winkelverstellvorrichtung 3 weist einen Stator 4 und einen Rotor 5 auf, die relativ zueinander - im Ausführungsbeispiel mittels hydraulischer Betätigung - um einen definierten Winkel verdreht werden können. Diese Erzeugung dieser Verdrehfunktion ist im Stand der Technik bekannt, wobei exemplarisch auf die DE 103 44 816 A1 Bezug genommen wird. In der dort beschriebenen Vorrichtung ist ein Flügelrad vorhanden, in das Flügel eingeformt oder in dem Flügel angeordnet sind. Die Flügel befinden sich in Hydraulikkammern, die in einem Rotor eingearbeitet sind. Durch entsprechende Beaufschlagung der jeweiligen Seite der Hydraulikkammern mit Hydraulikfluid kann eine Verstellung des Rotors relativ zum Stator erfolgen.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. In the device described there, 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.

Der Rotor 6 ist mit der Welle 6 drehfest verbunden, wobei hierfür eine Zentralschraube 13 eingesetzt wird. Durch die Zentralschraube 13 wird eine feste radiale und axiale Verbindung zwischen Rotor 5 und Welle 6 sichergestellt.The rotor 6 is rotatably connected to the shaft 6, for which purpose a central screw 13 is used. By the central screw 13 a fixed radial and axial connection between the rotor 5 and shaft 6 is ensured.

Der Stator 4 weist ein Deckelelement 8 auf, das mittels Schrauben 14 mit dem Stator 4 verbunden ist. Mit dem Deckelelement 8 ist die Hohlwelle 7 drehfest verbunden. Die drehfeste Verbindung zwischen Stator 4 und Hohlwelle 7 erfolgt über das mit dem Stator 4 verbundenes Deckelelement 8 dabei in der Weise, dass das Deckelelement 8 eine Bohrung 9 zur Aufnahme eines zylindrischen Abschnitts 10 der Hohlwelle 7 aufweist. Dabei ist vorgesehen, dass in der zylindrischen Kontaktfläche 11 zwischen Deckelelement 8 und Hohlwelle 7 eine kraftschlüssige und/oder eine stoffschlüssige Verbindung vorliegt.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.

Hierfür ist im Ausführungsbeispiel gemäß Fig. 1 vorgesehen, dass die Hohlwelle 7 mit ihrem zylindrischen Abschnitt 10 mittels Presspassung in der Bohrung 9 sitzt. Diese Presspassung kann durch axiales Einpressen des zylindrischen Abschnitts 10 in die Bohrung 9 und/oder auch durch Wärmeschrumpfen hergestellt werden. Die Presspassung eliminiert alle axialen und radialen Spiele zwischen Deckelelement 8 und Hohlwelle 7.For this purpose is in the embodiment according to Fig. 1 provided that 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.

Um die Bohrung 9 mit einer hinreichend langen Erstreckung in Achsrichtung zu versehen, ist das Deckelelement 8 im Bereich der Bohrung 9 mit einer sich in Achsrichtung erstreckenden Verbreiterung 15 versehen. Mit dieser wird eine ausreichende Kontaktlänge sichergestellt, so dass die Verbindung mittels Presssitz zwischen Deckelelement 8 und Hohlwelle 7 ausreichend fest ist. Demgemäß ist die weitgehend homogene Dicke d des Deckelelements 8 über dessen radial Erstreckung im Bereich der Bohrung 9 infolge der Verbreiterung 15 auf den Wert D erhöht, der bevorzugt mindestens das 1,5-fache, besonders bevorzugt mindestens das 2-fache, des Wertes von d beträgt.In order to provide the bore 9 with a sufficiently long extent in the axial direction, 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.

Die äußere Stirnseite 12 des Deckelelements 8 ist weitgehend eben ausgebildet, d. h. die Verbreiterung 15 erstreckt sich ins Innere der Winkelverstellvorrichtung 3.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.

An der dem Deckelelement 8 gegenüberliegenden Seite ist die Winkelverstellvorrichtung 3 mit einem weiteren Deckelelement 16 verschlossen. Der Antrieb der Winkelverstellvorrichtung 3 und damit der Nockenwelle 2 erfolgt in bekannter Weise über ein Ritzel 17 über eine von der Kurbelwelle der Brennkraftmaschine angetriebene (nicht dargestellte) Kette. Das Ritzel 17 ist hier als separates Bauteil ausgebildet. Es kann aber auch in den Stator 4 integriert ausgebildet sein.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.

Damit ist es möglich, die Phasenlage zwischen den Nocken, die mit der Hohlwelle 7 drehfest verbunden sind, und den Nocken, die mit der Welle 6 drehfest verbunden sind, zu beeinflussen, d. h. zu verstellen. Die Verbindung zwischen dem Deckelelement 8 und der Hohlwelle 7 ist dabei erfindungsgemäß so fest ausgebildet, dass ein ausreichendes Drehmoment übertragen werden kann, um gegen die Federkraft der Gaswechselventile die Betätigung der Nocken zu bewerkstelligen. Dasselbe gilt natürlich für die Verbindung zwischen dem Rotor 5 und der Welle 6 mittels der Zentralschraube 13.Thus, it is possible to influence the phase position between the cams, which are non-rotatably connected to the hollow shaft 7, and the cams, which are rotatably connected to the shaft 6, d. H. to adjust. The connection between the cover member 8 and the hollow shaft 7 is according to the invention so firmly formed that a sufficient torque can be transmitted to accomplish the actuation of the cam against the spring force of the gas exchange valves. The same naturally applies to the connection between the rotor 5 and the shaft 6 by means of the central screw 13.

Die durch die Nockenwellenanordnung mögliche Betriebsweise eines Verbrennungsmotors ist in den Figuren 2 bis 5 illustriert. Die Figuren zeigen jeweils den Verlauf des Öffnungsweges, den eine Nocke auf ein Ventil ausübt, über der Zeit.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.

In einem Motor mit einer einzelnen Nockenwelle (SOHC-Bauweise - Single Overhead Camshaft) bzw. einem Motor in OHV-Bauart (Overhead Valve) betätigt die Welle 6 die Auslassventile, wobei die Steuerung der Auslassventile relativ zur Kurbelwelle des Motors verstellt werden können. Die Betätigung der Auslassventile ist dabei in der linken Figurenhälfte in Fig. 2 zu sehen, während in der rechten Figurenhälfte die Betätigung der Einlassventile zu sehen ist. Die gestrichelten Kurvenverläufe für die Auslassventile und die Verschiebung in Richtung des Doppelpfeils geben an, dass hierfür die Verstellmöglichkeit der Winkelverstellvorrichtung 3 genutzt wird.In a single overhead camshaft (SOHC) or overhead valve (OHV) engine, 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.

Dies ermöglicht im Falle von Fig. 2 die optimierte Steuerung, d. h. das Öffnen und Schließen, der Auslassventile, abhängig von der Drehzahl und vom Lastzustand des Verbrennungsmotors. Dies führt in vorteilhafter Weise zu einer höheren Treibstoffeffizienz und zu reduzierten Emissionen.This allows in the case of Fig. 2 The optimized control, ie the opening and closing, of the exhaust valves, depending on the speed and the load state of the internal combustion engine. This advantageously leads to higher fuel efficiency and reduced emissions.

In Fig. 3 ist für dieselbe Bauweise des Motors wie bei Fig. 2 zu sehen, wie der Verlauf aussieht, wenn die Welle 6 die Einlassventile betätigt. Wiederum ist die Betätigung der Auslassventile in der linken Bildhälfte zu sehen und die der Einlassventile in der rechten Bildhälfte. Hier kann nun - wiederum zu erkennen an den gestrichelten Kurvenverläufen und dem Doppelpfeil - die Phasenlage der Einlassventile relativ zur Kurbelwelle variiert werden.In 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.

Dies ermöglicht im Falle von Fig. 3 die optimierte Steuerung, d. h. das Öffnen und Schließen, der Einlassventile abhängig von der Drehzahl und vom Lastzustand des Verbrennungsmotors. Die volumetrische Effizient kann verbessert werden, was zu einer verbesserten Drehmomententwicklung des Motors sowie zu einer höheren Treibstoffeffizienz und zu besserem Laufverhalten des Motors führt.This allows in the case of Fig. 3 The optimized control, ie the opening and closing, of the intake valves depending on the speed and the load state of the internal combustion engine. The volumetric efficiency can be improved, resulting in improved engine torque development, as well as higher fuel efficiency and engine runnability.

In einem Motor mit zwei obenliegenden Nockenwellen (DOHC-Bauart) kann vorgesehen werden, dass die Welle 6 mit den drehfest auf ihr befestigten Nocken ein oder mehrere Auslassventile pro Zylinder betätigt, während die verbleibenden Auslassventile durch die Hohlwelle 7 und den auf ihr drehfest angeordneten Nocken betätigt werden. Eine solche Lösung zeigt Fig. 4. In diesem Falle kann für jeden Zylinder eine Verstellung der Betätigung eines oder mehrerer der Auslassventile relativ zu den verbleibenden Auslassventilen erfolgen. In der linken Figurenhälfte in Fig. 4 ist zu sehen, dass mindestens ein Auslassventil (s. ausgezogene Linie) mit festen Steuerzeiten beaufschlagt wird, während mindestens ein weiteres Auslassventil (s. gestrichelte Linien und Doppelpfeil) hinsichtlich der Steuerzeiten verstellbar ist. Die Einlassventile sind vorliegend in den Steuerzeiten unverstellbar (s. rechte Figurenhälfte).In an engine with two overhead camshafts (DOHC type) can be provided that the shaft 6 is actuated with the non-rotatably mounted on her cam one or more exhaust valves per cylinder, while the remaining exhaust valves through the hollow shaft 7 and rotatably mounted on her cam be operated. Such 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. In the left half of the figure in Fig. 4 It can be seen that at least one outlet valve (see solid line) is subjected to fixed control times, while at least one further outlet valve (see dashed lines and double arrow) is adjustable in terms of the control times. In the present case, the inlet valves are not adjustable during the control times (see right half of the figure).

Damit kann die Dauer des Öffnens der Auslassventile verändert werden, so dass die Öffnungszeit der Auslassventile optimiert werden kann. Eine frühe Öffnung der Auslassventile vor dem unteren Totpunkt (UT) ermöglicht ein schnelles Aufwärmen des Verbrennungsmotors, was die Kaltstart-Emissionen verringert.Thus, 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.

Eine analoge Lösung zu Fig. 4 ist in Fig. 5 skizziert. Auch hier kommt ein Motor mit DOHC-Bauart zum Einsatz. Die Welle 6 betätigt hier ein oder mehrere Einlassventile pro Zylinder, während die verbleibenden Einlassventile von der Hohlwelle 7 betätigt werden.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.

Damit kann wiederum eine Steuerung dahingehend erfolgen, dass die Ventilöffnungszeiten am Einlass variiert werden können. Die ausgezogene Linien in der rechten Figurenhälfte von Fig. 5 zeigt wiederum die Steuerung eines oder mehrerer Einlassventile mit unveränderlichen Steuerzeiten, während die gestrichelten Linien und der Doppelpfeil angeben, dass der Rest der Einlassventile bezüglich ihrer Steuerung mittels der Winkelverstellvorrichtung 3 zeitlich verändert werden können.This can in turn be done to the effect that the 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.

Somit kann hier analog zu Fig. 4 die Dauer der Öffnung der Einlassventile verändert werden. Weiterhin kann auch die Schließzeit der Einlassventile optimiert werden. Dies kann genutzt werden um eine Strategie des späten Einlassventil-Schließens zu fahren (LIVC - Late Intake Valve Closing).Thus, analogous to Fig. 4 the duration of the opening of the intake valves to be changed. Furthermore, the closing time of the intake valves can be optimized. This can be used to drive a Late Intake Valve Closing (LIVC) strategy.

Das Schließen der Einlassventile hinter dem unteren Totpunkt (UT) ermöglicht es, dass ein Teil des Gases zurück in den Ansaugtrakt gedrückt wird, was die Länge des Kompressionstakts reduziert. Dies führt zu einer Reduzierung der Pumpverluste des Motors und so zu einer verbesserten Treibstoff-Effizienz. Das Schließen der Einlassventile kann abhängig von der Drehzahl und von der Motorlast optimiert werden.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.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11
Nockenwellenanordnungcamshaft arrangement
22
Nockenwellecamshaft
33
Winkelverstellvorrichtungangle adjustment
44
Statorstator
55
Rotorrotor
66
Wellewave
77
Hohlwellehollow shaft
88th
Deckelelementcover element
99
Bohrungdrilling
1010
zylindrischer Abschnittcylindrical section
1111
zylindrische Kontaktflächecylindrical contact surface
1212
Stirnseitefront
1313
Zentralschraubecentral screw
1414
Schraubescrew
1515
Verbreiterungwidening
1616
Deckelelementcover element
1717
Ritzelpinion
dd
Dickethickness
DD
Dickethickness

Claims (2)

  1. Camshaft arrangement (1) for varying the relative angular position of at least one first cam of a camshaft (2) relative to a second cam of the camshaft (2), wherein the arrangement comprises an angle adjustment device (3) and the angle adjustment device (3) is in the form of a hydraulic adjustment device which has a stator (4) and a rotor (5) arranged rotatably relative to said stator, wherein the rotor (5) is connected rotationally conjointly to the shaft (6), wherein the stator (4) is connected rotationally conjointly to a hollow shaft (7), wherein the shaft (6) and the hollow shaft (7) are arranged concentrically with respect to one another, wherein the at least one first cam is connected rotationally conjointly to the shaft (6), and wherein the at least one second cam is connected rotationally conjointly to the hollow shaft (7), wherein the rotationally conjoint connection between the stator (4) and hollow shaft (7) is realised by means of a cover element (8) connected fixedly to the stator (4), wherein the cover element (8) has a bore (9) for receiving a cylindrical section (10) of the hollow shaft (7), characterized in that a non-positive connection is present in the cylindrical contact surface (11) between the cover element (8) and hollow shaft (7), wherein the non-positive connection is produced by means of an interference fit or shrink fit between the bore (9) and cylindrical section (10), wherein the cover element (8) has a constant thickness (d) in the axial direction of the shaft (6) and hollow shaft (7), wherein the cover element (8) is of increased thickness (D) in the region of the bore (9) in order to increase the length of the cylindrical contact surface (11), wherein the cover element (8) has a planar face side (12), and wherein the widening (15) owing to the increased thickness (D) extends into the interior of the arrangement.
  2. Camshaft arrangement according to Claim 1, characterized in that the cover element (8) is screwed to the stator (4).
EP10766253.8A 2009-10-05 2010-10-04 Camshaft arrangement Not-in-force EP2486248B1 (en)

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US24861609P 2009-10-05 2009-10-05
PCT/EP2010/064751 WO2011042391A1 (en) 2009-10-05 2010-10-04 Camshaft arrangement

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US20120192820A1 (en) 2012-08-02
KR20120089280A (en) 2012-08-09
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CN102549240B (en) 2014-06-11
EP2486248A1 (en) 2012-08-15

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