EP2486248A1 - Camshaft arrangement - Google Patents

Camshaft arrangement

Info

Publication number
EP2486248A1
EP2486248A1 EP10766253A EP10766253A EP2486248A1 EP 2486248 A1 EP2486248 A1 EP 2486248A1 EP 10766253 A EP10766253 A EP 10766253A EP 10766253 A EP10766253 A EP 10766253A EP 2486248 A1 EP2486248 A1 EP 2486248A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
hollow shaft
shaft
cover element
stator
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.)
Granted
Application number
EP10766253A
Other languages
German (de)
French (fr)
Other versions
EP2486248B1 (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
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2486248A1 publication Critical patent/EP2486248A1/en
Application granted granted Critical
Publication of EP2486248B1 publication Critical patent/EP2486248B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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 ,
  • the non-positive connection can be produced by a press fit or a shrink fit between the bore and the cylindrical section.
  • 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 cohesive connection can be made by welding the cover element and the hollow shaft.
  • the welding may be a laser beam or electron beam welding.
  • the angle adjustment device is preferably designed as a hydraulic adjusting device.
  • Fig. 1 shows the radial section through a camshaft arrangement of a
  • a camshaft assembly 1 comprising a camshaft 2 having cams (not shown) cooperating in a known manner with gas exchange valves 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 second driving strategy is to change the timing of one set of intake valves relative to another set of single intake camshaft valves. This can be used when 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 of this can be found in EP 1 945 918 B1.
  • 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.
  • 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 manner 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 1 1 between the cover member 8 and the hollow shaft 7 is a non-positive and / or a cohesive 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 produced by axially pressing the cylindrical section 10 into the bore 9 and / or also 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 cover element 8 is increased over its radial extent in the region of the bore 9 as a result of broadening 15 to the value D, preferably at least 1.5 times, more preferably at least 2 times, the value of d is.
  • the outer end face 12 of the lid member 8 is formed largely flat, d. H. 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 the Winkelverstellvorraum 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 designed integrated into the stator 4.
  • FIGS. 2 to 5 The possible operation of an internal combustion engine through the camshaft arrangement is illustrated in FIGS. 2 to 5.
  • 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 outlet valves can be seen in the left half of the figure in Fig. 2, 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.
  • the optimized control d. H. the opening and closing, 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.
  • the duration of the opening of the exhaust valves can be changed, so that the opening time of the exhaust valves can be optimized.
  • An early opening of the exhaust valves before bottom dead center (UT) allows a quick warm-up of the internal combustion engine, which reduces cold-start emissions.
  • FIG. 5 An analogous solution to FIG. 4 is sketched in FIG. 5. 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.
  • the solid lines in the right half of FIG. 5 in turn shows the control of one or more inlet valves with fixed control times, while the dashed lines and the double arrow indicate that the rest of the inlet valves can be temporally changed in their control by means of the angle adjustment device 3 ,
  • the duration of the opening of the inlet valves can be changed here.
  • 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

Landscapes

  • 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)

Abstract

The invention relates to a camshaft arrangement (1) for changing the relative angle position of at least one cam of a camshaft (2) relative to a second cam of the camshaft (2), wherein the arrangement comprises an angular adjustment device (3) comprising a stator (4) and a rotor (5) which is arranged such that it can be rotated relative thereto. The invention is characterized in that the rotor (5) is connected to a shaft (6) in a rotationally fixed manner, the stator (4) is connected to a hollow shaft (7) in a rotationally fixed manner, and the shaft (6) and the hollow shaft (7) are arranged concentrically to one another. According to the invention, the at least one first cam is connected to the shaft (6) in a rotationally fixed manner and the at least one second cam is connected to the hollow shaft (7) in a rotationally fixed manner. In order to establish a fixed connection between stator and hollow shaft, which requires little space, the invention provides that the rotationally fixed connection between stator (4) and hollow shaft (7) is established via a cover element (8) that is rigidly connected to the stator (4), wherein the cover element (8) comprises a borehole (9) for receiving a cylindrical section (10) of the hollow shaft (7) and a force-fitting and/or form-fitting connection between cover element (8) and hollow shaft (7) is formed.

Description

Bezeichnung der Erfindung  Name of the invention
Nockenwellenanordnung Beschreibung Camshaft arrangement Description
Gebiet der Erfindung Field 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 Erfindung 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 wer- den, 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. BACKGROUND OF THE INVENTION Camshaft arrangements of this type are known as "cam-in-cam" systems, with which at least two cams of the camshaft-usually a number of respective cams-can be rotated relative to one another on the camshaft. to change the timing of the gas exchange valves of an internal combustion engine. Such camshaft systems are described, for example, in EP 1 945 918 B1, in GB 2 423 565 A and in WO 2009/098497 A1.
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 radia- ler 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 requires a relatively large radial installation space. 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 arrangement (see, for this, GB 2 423 565 A, FIG. 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 Versteilvorrichtungen eine Schwachstelle dar, die im Versagensfall zu einem Funktionsausfall der Nockenwellenanordnung führen kann. Aufgabe der Erfindung 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. Object of the invention
Der vorliegenden Erfindung liegt die A u fg a b e zugrunde, eine Nockenwellenanordnung der eingangs genannten Art so fortzubilden, dass die Verbindung zwischen dem Stator und der Hohlwelle verbessert wird. Dabei soll insbeson- dere eine radial platzsparende Lösung angestrebt werden, da der zur Verfügung stehende Bauraum sehr begrenzt ist. Zusammenfassung der Erfindung The present invention is based on the A u fg abe, 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. Summary of the invention
Die L ö s u n g 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 und/oder stoffschlüssige Verbindung vorliegt. Die Bohrung ist bevorzugt konzentrisch zur Welle und Hohlwelle angeordnet. Das Deckelelement ist zumeist mit dem Stator verschraubt. The solution to 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 member and the hollow shaft, a frictional and / or material connection is present. The bore is preferably arranged concentrically to the shaft and hollow shaft. The cover element is usually bolted to the stator.
Die kraftschlüssige Verbindung kann durch einen Presssitz oder einen Schrumpfsitz zwischen der Bohrung und dem zylindrischen Abschnitt herge- stellt 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 non-positive connection can be produced by a press fit or a shrink fit between the bore and the cylindrical section. 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 stoffschlüssige Verbindung kann durch eine Verschweißung von Deckel- element und Hohlwelle hergestellt sein. Insbesondere kann es sich bei der Verschweißung um eine Laserstrahl- oder Elektronenstrahlverschweißung handeln. The cohesive connection can be made by welding the cover element and the hollow shaft. In particular, the welding may be a laser beam or electron beam welding.
Die stoffschlüssige Verbindung kann auch durch eine Verlötung von Deckel- element und Hohlwelle hergestellt sein. Hierbei ist insbesondere an eine Hart- verlötung gedacht. Möglich ist weiterhin, dass die stoffschlüssige Verbindung durch eine Verklebung von Deckelelement und Hohlwelle hergestellt ist. The cohesive connection can also be produced by soldering the cover element and the hollow shaft. This is especially intended for a hard soldering. It is also possible that the cohesive connection is made by a bonding of the cover element and the hollow shaft.
Zwischen Deckelelement und Hohlwelle kann auch sowohl eine kraftschlüssige als auch eine stoffschlüssige Verbindung vorliegen. Between the cover element and the hollow shaft can also be present both a non-positive and a cohesive connection.
Die Welle ist vorzugsweise mit dem Rotor durch eine Schraubverbindung verbunden, wobei die Schraubverbindung bevorzugt eine koaxial zur Welle angeordnete Zentralschraube umfasst. The shaft is preferably connected to the rotor by a screw connection, wherein the screw connection preferably comprises a coaxial with the shaft arranged central screw.
Die Winkelverstellvorrichtung ist vorzugsweise als hydraulische Versteilvorrichtung 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 Figuren Brief description of the figures
In den Zeichnungen ist ein Ausführungsbeispiel der Erfindung dargestellt. Es zeigen: In the drawings, an embodiment of the invention is shown. Show it:
Fig. 1 den Radialschnitt durch eine Nockenwellenanordnung eines Fig. 1 shows the radial section through a camshaft arrangement of a
Verbrennungsmotors mit einer Nockenwelle, die aus zwei konzentrischen Wellen besteht, wobei die Anordnung eine Winkelverstellvorrichtung aufweist,  Internal combustion engine with a camshaft consisting of two concentric shafts, the arrangement having an angle adjusting device,
Fig. 2 schematisch den zeitlichen Verlauf des Öffnens und Schließens von Fig. 2 shows schematically the time course of the opening and closing of
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 Intake and exhaust valves of an internal combustion engine according to a first possible manner of operation, 3 schematically shows the time course of the opening and closing of the valves according to a second possible manner of operation, Fig. 4 shows schematically the time course of the opening and closing of the
Ventile nach einer dritten möglichen Betätigungsweise und  Valves according to a third possible manner of operation and
Fig. 5 schematisch den zeitlichen Verlauf des Öffnens und Schließens der Fig. 5 shows schematically the time course of the opening and closing of the
Ventile nach einer vierten möglichen Betätigungsweise.  Valves according to a fourth possible operation.
Ausführliche Beschreibung der Figuren Detailed 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, a camshaft assembly 1 is shown comprising a camshaft 2 having cams (not shown) cooperating in a known manner with gas exchange valves 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 ein- gesetzt. 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 Ein- lassnockenwelle 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. 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. A second driving strategy is to change the timing of one set of intake valves relative to another set of single intake camshaft valves. This can be used when 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. 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. 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 Vorrich- tung 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. 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 of this can be found in EP 1 945 918 B1. 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 prior art, reference being made by way of example to DE 103 44 816 A1. In the device described there, an impeller is present in which wings are formed 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. 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 er- folgt 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 1 1 zwischen Deckelelement 8 und Hohlwelle 7 eine kraftschlüssige und/oder eine stoffschlüssige Verbindung vorliegt. 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. 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 manner 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 1 1 between the cover member 8 and the hollow shaft 7 is a non-positive and / or a cohesive 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 herge- stellt werden. Die Presspassung eliminiert alle axialen und radialen Spiele zwischen Deckelelement 8 und Hohlwelle 7. For this purpose, it is provided in the embodiment of FIG. 1 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 produced by axially pressing the cylindrical section 10 into the bore 9 and / or also 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 cover element 8 is increased over its radial extent in the region of the bore 9 as a result of broadening 15 to the value D, 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 Winkelverstellvor- richtung 3. The outer end face 12 of the lid member 8 is formed largely flat, d. H. 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 ausge- bildet sein. On the side opposite the cover element 8, the angle adjustment device 3 is closed by a further cover element 16. The drive the Winkelverstellvorrichtung 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 designed integrated into 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 operation of an internal combustion engine through the camshaft arrangement is illustrated in FIGS. 2 to 5. 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 outlet valves can be seen in the left half of the figure in Fig. 2, 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 Last- zustand 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, the exhaust valves, depending on the speed and the load condition 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, d. H. the opening and closing, 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 No- cken 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 er- folgen. 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), it can be provided that the shaft 6 actuates one or more exhaust valves per cylinder with the cams fixed against rotation, while the remaining exhaust valves rotate through the hollow shaft 7 and on it arranged cams are actuated. Such a solution is shown in 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. 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. An early opening of the exhaust valves before bottom dead center (UT) allows a quick warm-up of the internal combustion engine, which reduces 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 analogous solution to FIG. 4 is sketched in FIG. 5. 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 Ventil- Öffnungszeiten 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 ver- ändert werden können. This in turn can be done to control that the valve opening times can be varied at the inlet. The solid lines in the right half of FIG. 5 in turn shows the control of one or more inlet valves with fixed control times, while the dashed lines and the double arrow indicate that the rest of the inlet valves can be temporally changed in 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 Einlass- ventil-Schließens zu fahren (LIVC - Late Intake Valve Closing). Thus, analogous to FIG. 4, the duration of the opening of the inlet valves can be changed here. 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. Bezugszeichenliste 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. LIST OF REFERENCE NUMBERS
1 Nockenwellenanordnung 1 camshaft arrangement
2 Nockenwelle  2 camshaft
3 Winkelverstellvorrichtung  3 angle adjustment
4 Stator  4 stator
5 Rotor  5 rotor
6 Welle  6 wave
7 Hohlwelle  7 hollow shaft
8 Deckelelement  8 cover element
9 Bohrung  9 hole
10 zylindrischer Abschnitt  10 cylindrical section
1 1 zylindrische Kontaktfläche  1 1 cylindrical contact surface
12 Stirnseite  12 front side
13 Zentralschraube  13 central screw
14 Schraube  14 screw
15 Verbreiterung  15 broadening
16 Deckelelement  16 cover element
17 Ritzel d Dicke  17 pinion d thickness
D Dicke  D thickness

Claims

Schaeffler KG, Industriestraße 1 - 3, 91074 Herzogenaurach ANR 16 13 20 84 7406H-10-US Patentansprüche Schaeffler KG, Industriestrasse 1 - 3, 91074 Herzogenaurach ANR 16 13 20 84 7406H-10-US Patent claims
1 . Nockenwellenanordnung (1 ) zur Veränderung der relativen Winkellage mindestens einer ersten Nocke einer Nockenwelle (2) relativ zu einer zweiten Nocke der Nockenwelle (2), wobei die Anordnung eine Winkelverstellvorrichtung (3) umfasst, die einen Stator (4) und einen relativ zu diesem drehbar angeordneten Rotor (5) aufweist, wobei der Rotor (5) drehfest mit einer Welle (6) verbunden ist, wobei der Stator (4) drehfest mit einer Hohlwelle (7) verbunden ist, wobei die Welle (6) und die Hohlwelle (7) konzentrisch zueinander angeordnet sind, wobei die mindestens eine erste Nocke drehfest mit der Welle (6) verbunden ist und wo- bei die mindestens eine zweite Nocke drehfest mit der Hohlwelle (7) verbunden ist, dadurch gekennzeichnet, dass die drehfeste Verbindung zwischen Stator (4) und Hohlwelle (7) über ein fest mit dem Stator (4) verbundenes Deckelelement (8) erfolgt, wobei das Deckelelement (8) eine Bohrung (9) zur Aufnahme eines zylindrischen Abschnitts (10) der Hohlwelle (7) aufweist und wobei in der zylindrischen Kontaktfläche (1 1 ) zwischen Deckelelement (8) und Hohlwelle (7) eine kraftschlüssige und/oder stoffschlüssige Verbindung vorliegt. 1 . Camshaft assembly (1) for changing the relative angular position of at least a first cam of a camshaft (2) relative to a second cam of the camshaft (2), the arrangement comprising an angle adjusting device (3) comprising a stator (4) and a relative thereto rotatably arranged rotor (5), wherein the rotor (5) rotatably connected to a shaft (6), wherein the stator (4) rotatably connected to a hollow shaft (7), wherein the shaft (6) and the hollow shaft ( 7) are arranged concentrically with each other, wherein the at least one first cam is non-rotatably connected to the shaft (6) and wherein the at least one second cam is non-rotatably connected to the hollow shaft (7), characterized in that the rotationally fixed connection between the stator (4) and hollow shaft (7) via a fixedly connected to the stator (4) cover element (8), wherein the cover element (8) has a bore (9) for receiving a cylindrical portion (10) of the hollow shaft (7) u nd being in the cylindrical contact surface (1 1) between the cover element (8) and the hollow shaft (7) is a non-positive and / or material connection.
2. Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die Bohrung (9) konzentrisch zur Welle (6) und Hohlwelle (7) angeordnet ist. 2. camshaft assembly according to claim 1, characterized in that the bore (9) is arranged concentrically to the shaft (6) and the hollow shaft (7).
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass das Deckelelement (8) mit dem Stator (4) verschraubt ist. Camshaft arrangement according to claim 1, characterized in that the cover element (8) is screwed to the stator (4).
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die kraftschlüssige Verbindung durch einen Presssitz oder Schrumpfsitz zwischen Bohrung (9) und zylindrischem Abschnitt (10) hergestellt ist. Camshaft arrangement according to claim 1, characterized in that the non-positive connection by a press fit or shrink fit between the bore (9) and cylindrical portion (10) is made.
Nockenwellenanordnung nach Anspruch 4, dadurch gekennzeichnet, dass das Deckelelement (8) eine vorzugsweise konstante Dicke (d) in Achsrichtung der Welle (6) und Hohlwelle (7) aufweist, wobei das Deckelelement (8) im Bereich der Bohrung (9) in seiner Dicke (D) erweitert ist, um die Länge der zylindrischen Kontaktfläche (1 1 ) zu vergrößern. Camshaft assembly according to claim 4, characterized in that the cover element (8) has a preferably constant thickness (d) in the axial direction of the shaft (6) and hollow shaft (7), wherein the cover element (8) in the region of the bore (9) in its Thickness (D) is extended to increase the length of the cylindrical contact surface (1 1).
Nockenwellenanordnung nach Anspruch 5, dadurch gekennzeichnet, dass das Deckelelement (8) eine ebene Stirnseite (12) aufweist und sich die Verbreiterung (15) aufgrund der vergrößerten Dicke (D) ins Innere der Anordnung erstreckt. Camshaft assembly according to claim 5, characterized in that the cover element (8) has a flat end face (12) and the widening (15) due to the increased thickness (D) extends into the interior of the assembly.
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die stoffschlüssige Verbindung durch eine Verschweißung von Deckelelement (8) und Hohlwelle (7) hergestellt ist. Camshaft arrangement according to claim 1, characterized in that the cohesive connection is produced by a welding of cover element (8) and hollow shaft (7).
Nockenwellenanordnung nach Anspruch 7, dadurch gekennzeichnet, dass die Verschweißung eine Laserstrahl- oder Elektronenstrahlver- schweißung ist. Camshaft arrangement according to claim 7, characterized in that the welding is a laser beam welding or electron beam welding.
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die stoffschlüssige Verbindung durch eine Verlötung von Deckelelement (8) und Hohlwelle (7) hergestellt ist. Camshaft arrangement according to claim 1, characterized in that the cohesive connection is produced by a soldering of cover element (8) and hollow shaft (7).
Nockenwellenanordnung nach Anspruch 9, dadurch gekennzeichnet, dass die Verlötung eine Hartverlötung ist. Camshaft assembly according to claim 9, characterized in that the soldering is a Hartverlötung.
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die stoffschlüssige Verbindung durch eine Verklebung von Deckel- element (8) und Hohlwelle (7) hergestellt ist. Camshaft arrangement according to claim 1, characterized in that the cohesive connection is produced by bonding the lid element (8) and the hollow shaft (7).
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass zwischen Deckelelement (8) und Hohlwelle (7) sowohl eine kraftschlüssige als auch eine stoffschlüssige Verbindung vorliegt. Camshaft assembly according to claim 1, characterized in that between the cover element (8) and the hollow shaft (7) is present both a non-positive and a cohesive connection.
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die Welle (6) mit dem Rotor (5) durch eine Schraubenverbindung verbunden ist. Camshaft arrangement according to claim 1, characterized in that the shaft (6) is connected to the rotor (5) by a screw connection.
Nockenwellenanordnung nach Anspruch 14, dadurch gekennzeichnet, dass die Schraubenverbindung eine koaxial zur Welle (6) angeordnete Zentralschraube (13) umfasst. Camshaft arrangement according to claim 14, characterized in that the screw connection comprises a coaxial with the shaft (6) arranged central screw (13).
15. Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die Winkelverstellvorrichtung (3) als hydraulische Versteilvorrichtung ausgebildet ist. 15. Camshaft arrangement according to claim 1, characterized in that the angle adjustment device (3) is designed as a hydraulic adjusting device.
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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EP2486248A1 true EP2486248A1 (en) 2012-08-15
EP2486248B1 EP2486248B1 (en) 2013-12-11

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EP10766253.8A Not-in-force EP2486248B1 (en) 2009-10-05 2010-10-04 Camshaft arrangement

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US (1) US8627795B2 (en)
EP (1) EP2486248B1 (en)
KR (1) KR101650220B1 (en)
CN (1) CN102549240B (en)
BR (1) BR112012007632A2 (en)
WO (1) WO2011042391A1 (en)

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CN102852582B (en) * 2012-09-06 2016-03-02 浙江吉利汽车研究院有限公司杭州分公司 Variable Valve Time method
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US9506379B2 (en) * 2013-03-11 2016-11-29 Schaeffler Technologies AG & Co. KG Concentric camshaft phaser
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Also Published As

Publication number Publication date
US8627795B2 (en) 2014-01-14
BR112012007632A2 (en) 2018-06-05
CN102549240B (en) 2014-06-11
CN102549240A (en) 2012-07-04
US20120192820A1 (en) 2012-08-02
KR20120089280A (en) 2012-08-09
EP2486248B1 (en) 2013-12-11
WO2011042391A1 (en) 2011-04-14
KR101650220B1 (en) 2016-08-22

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