EP2486249A1 - Camshaft arrangement - Google Patents

Camshaft arrangement

Info

Publication number
EP2486249A1
EP2486249A1 EP10768214A EP10768214A EP2486249A1 EP 2486249 A1 EP2486249 A1 EP 2486249A1 EP 10768214 A EP10768214 A EP 10768214A EP 10768214 A EP10768214 A EP 10768214A EP 2486249 A1 EP2486249 A1 EP 2486249A1
Authority
EP
European Patent Office
Prior art keywords
shaft
rotor
camshaft
screw
cross
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
EP10768214A
Other languages
German (de)
French (fr)
Other versions
EP2486249B1 (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
Family has litigation
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Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2486249A1 publication Critical patent/EP2486249A1/en
Application granted granted Critical
Publication of EP2486249B1 publication Critical patent/EP2486249B1/en
Revoked 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0471—Assembled camshafts
    • F01L2001/0473—Composite camshafts, e.g. with cams or cam sleeve being able to move relative to the inner camshaft or a cam adjusting rod
    • 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
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only

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, wherein the at least one second cam is non-rotatably connected to the hollow shaft and wherein the rotationally fixed connection between the rotor and the shaft is made by at least one screw.
  • 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 in order to change the control times of the gas exchange valves of an internal combustion engine for example, in EP 1 945 918 B1, in GB 2 423 565 A and in WO 2009/098497 A1.
  • the present invention is based on the A u fg abe, a camshaft arrangement of the type mentioned in such a way that the connection between the rotor and the shaft is improved. In this case, a permanently fixed connection can be ensured without having to increase the available space.
  • the solution to this problem by the invention is characterized in that the shaft rests with a front side against a contact surface of the rotor and is pulled by means of at least one screw against the contact surface, wherein the shaft along its axial extent extending in the region of Rotor has a cross-sectional area which increases to the front side to a larger value.
  • the enlargement of the cross-sectional area is preferably limited to the immediate area near the end face. This is to be understood in particular as meaning that the enlargement of the cross-sectional area is restricted to a region which extends a maximum of 10 mm from the end face of the shaft; It is particularly preferred that the increase in the cross-sectional area is restricted to a region which extends between 3 mm and 8 mm from the end face of the shaft.
  • the shaft may have a constant cross-section along its axial extent, which is in the region of the rotor and lies outside the enlargement of the cross-sectional area.
  • the outer diameter of the shaft at its end face preferably corresponds to at least 80% of the outer diameter of a screw head of the screw, more preferably at least 90% of the outer diameter of the screw head.
  • the transition of the outer diameter of the shaft from the region of the smaller cross-sectional area to the region of the enlarged cross-sectional area preferably takes place continuously.
  • the transition is rounded.
  • a single screw is provided, which is arranged as a central screw with its axis concentric with the shaft; the screw is advantageously designed as an expansion screw.
  • the shaft may be formed along its axial extent, which is located in the region of the rotor, as a hollow shaft and have up to the front side a constant inner diameter.
  • the shaft can continue along its axial extent, which is located in the region of the rotor to increase its cross-sectional area have an outer diameter which is not more than 90% of the outer diameter of the shaft on its front side.
  • the outer diameter of the shaft is up to the increase in its cross-sectional area between 80% and 90% of the outer diameter of the shaft on its front side.
  • the angle adjustment device is preferably designed as a hydraulic adjusting device.
  • Fig. 1 a the radial section through a camshaft arrangement of a
  • Fig. 2 shows schematically the time course of the opening and closing of
  • Fig. 3 shows schematically the time course of the opening and closing of the
  • Fig. 4 shows schematically the time course of the opening and closing of the
  • Fig. 5 shows schematically the time course of the opening and closing of the
  • a camshaft assembly 1 which comprises a camshaft 2 having (not shown) cams, which cooperate in a known manner with gas exchange valves to control the gas exchange in an internal combustion engine.
  • An arrangement of this type serves to vary the valve timing of a combus- tion engine. In most cases, hydraulically actuated adjuster are set.
  • 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.
  • 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 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 intake and exhaust valves of the internal combustion engine are arranged.
  • 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 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.
  • 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 admission of the respective Side of the hydraulic chambers with hydraulic fluid can be an adjustment of the rotor relative to the stator.
  • the rotor 5 is rotatably connected to the shaft 6, wherein a central screw 8 is used for this purpose.
  • a central screw 8 is used for this purpose.
  • the invention provides that the shaft 6 rests with one of its end faces 9 on a contact surface 10 of the rotor 5 and is pulled by means of the central screw 8 against the contact surface 10.
  • the shaft 6 along its axial extent, which is located in the region of the rotor 5, has a cross-sectional area Ai which reaches a larger value A up to the end face 9 2 enlarged.
  • the surfaces A- and A 2 are indicated in Figure 1 b; These are in the form of circular surfaces.
  • the preferred dimensioning of the frontal broadening of the shaft 6 also gives the specified geometric data.
  • the shaft 6 is designed in the axial region of the rotor 5 as a hollow shaft and accordingly has an inner diameter D
  • the outer diameter of the shaft 6 is indicated by D A o.
  • D A o Towards the front end of the shaft 6, the shaft 6 widens, ie the outer diameter increases to a value D A.
  • the axial area over which the enlargement of the cross-sectional area takes place is indicated by x.
  • the outer diameter D A in the end-side end region of the shaft 6 is preferably approximately as large as the outer diameter D A s of the screw head 1 1 of the central screw 8 or he is slightly smaller. As can be further seen, the transition 12 is rounded from the smaller to the larger cross-sectional area to avoid stress concentrations.
  • the stator 4 has, moreover, a cover element 13, which is connected by means of screws 14 to the stator 4. With the lid member 13, 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 13 has a bore for receiving a cylindrical portion of the hollow shaft 7.
  • 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 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.
  • 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.
  • Early opening of the exhaust valves before bottom dead center (UT) allows the engine to warm up quickly, reducing 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
  • Closing the intake valves after the bottom dead center (UT) allows some of the gas to be forced back into the intake tract, which causes the intake valves to close Length of the compression stroke reduced. 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)

Abstract

The invention relates to a camshaft arrangement (1) for changing the relative angle 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 adjusting device (3) having a stator (4) and a rotor (5) rotatably disposed relative to said stator, wherein the rotor (5) is rotationally fixed to a shaft (6), wherein the stator (4) is rotationally fixed to a hollow shaft (7), wherein the shaft (6) and the hollow shaft (7) are disposed concentric to each other, wherein the at least one first cam is rotationally fixed to the shaft (6), wherein the at least one second cam is rotationally fixed to the hollow shaft (7), and wherein the rotationally fixed connection between the rotor (5) and the shaft (6) is produced by at least one screw (8). In order to establish a fixed connection between the rotor and the shaft, taking up little space, according to the invention, the shaft (6) having an end face (9) contacts a contact surface (10) of the rotor (5) and is pulled against the contact surface (10) by means of the at least one screw (8), wherein the shaft (6) comprises a cross-sectional area (A1) along the axial extent thereof present in the area of the rotor (5), said cross-sectional area expanding to a greater value (A2) out to the end face (9) thereof.

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, wobei die mindestens eine zweite Nocke drehfest mit der Hohlwelle verbunden ist und wobei die drehfeste Verbindung zwischen dem Rotor und der Welle durch mindestens eine Schraube hergestellt wird. Hintergrund der Erfindung 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, wherein the at least one second cam is non-rotatably connected to the hollow shaft and wherein the rotationally fixed connection between the rotor and the shaft is made by at least one screw. Background of the invention
Nockenwellenanordnung dieser Art sind als„Cam in Cam"-Systenne 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 beschrie- ben. 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 in order to change the control times of the gas exchange valves of an internal combustion engine 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 Rotor bzw. einem Teil desselben und der Welle mittels einer Verschraubung herzustellen, wobei zumeist eine Zentralschraube eingesetzt wird, die konzentrisch zur Achse der Welle und Hohlwelle angeordnet ist. In den genannten Druckschriften ist teilweise eine solche Lösung gezeigt. It is known to make the non-rotatable connection between the rotor or a part thereof and the shaft by means of a screw, wherein usually a central screw is used, which is arranged concentrically to the axis of the shaft and hollow shaft. In the cited documents partially such a solution is shown.
Es hat sich gezeigt, dass diese Verbindung eine gewisse Schwachstelle darstellt. Nur bei Ausbildung der Zentralschraube aus Dehnschraube kann eine hinreichende Vorspannung sichergestellt werden, so dass die Verbindung dauerhaft fest ist. Dennoch kann es unter starker Belastung zu einer Lösung der drehfesten Verbindung zwischen Welle und Rotor kommen. Demgemäß stellt die Verbindung der Welle mit dem Rotor bei gattungsgemäßen Versteilvorrichtungen eine Schwachstelle dar, die im Versagensfall zu einem Funktionsausfall der Nockenwellenanordnung führen kann. It has been shown that this compound represents a certain vulnerability. Only with training of the central screw of expansion screw, a sufficient bias can be ensured so that the connection is permanently fixed. Nevertheless, it can come under heavy load to a solution of the rotationally fixed connection between the shaft and rotor. Accordingly, the connection of the shaft to the rotor in generic adjustment devices is a weak point, which can lead to a malfunction of the camshaft assembly in case of failure.
Aufgabe der Erfindung Object of the invention
Der vorliegenden Erfindung liegt die A u fg a b e zugrunde, eine Nockenwellen- anordnung der eingangs genannten Art so fortzubilden, dass die Verbindung zwischen dem Rotor und der Welle verbessert wird. Dabei soll eine dauerhaft feste Verbindung sichergestellt werden können, ohne den zur Verfügung stehenden Bauraum vergrößern zu müssen. Zusammenfassung der Erfindung The present invention is based on the A u fg abe, a camshaft arrangement of the type mentioned in such a way that the connection between the rotor and the shaft is improved. In this case, a permanently fixed connection can be ensured without having to increase the available space. Summary of the invention
Die L ö s u n g dieser Aufgabe durch die Erfindung ist dadurch gekennzeichnet, dass die Welle mit einer Stirnseite an einer Anlagefläche des Rotors anliegt und mittels der mindestens einen Schraube gegen die Anlagefläche gezogen wird, wobei die Welle entlang ihrer axialen Erstreckung, die sich im Bereich des Rotors befindet, eine Querschnittsfläche aufweist, die sich bis zur Stirnseite auf einen größeren Wert vergrößert. The solution to this problem by the invention is characterized in that the shaft rests with a front side against a contact surface of the rotor and is pulled by means of at least one screw against the contact surface, wherein the shaft along its axial extent extending in the region of Rotor has a cross-sectional area which increases to the front side to a larger value.
Die Vergrößerung der Querschnittsfläche ist bevorzugt auf den unmittelbaren Bereich nahe der Stirnseite beschränkt. Hierunter ist insbesondere zu verstehen, dass die Vergrößerung der Querschnittsfläche auf einen Bereich beschränkt ist, der sich maximal über 10 mm von der Stirnseite der Welle er- streckt; besonders bevorzugt ist vorgesehen, dass die Vergrößerung der Querschnittsfläche auf einen Bereich beschränkt ist, der sich zwischen 3 mm und 8 mm von der Stirnseite der Welle erstreckt. The enlargement of the cross-sectional area is preferably limited to the immediate area near the end face. This is to be understood in particular as meaning that the enlargement of the cross-sectional area is restricted to a region which extends a maximum of 10 mm from the end face of the shaft; It is particularly preferred that the increase in the cross-sectional area is restricted to a region which extends between 3 mm and 8 mm from the end face of the shaft.
Die Welle kann entlang ihrer axialen Erstreckung, die sich im Bereich des Ro- tors befindet und außerhalb der Vergrößerung der Querschnittsfläche liegt, einen konstanten Querschnitt aufweisen. The shaft may have a constant cross-section along its axial extent, which is in the region of the rotor and lies outside the enlargement of the cross-sectional area.
Der Außendurchmesser der Welle an ihrer Stirnseite entspricht vorzugsweise mindestens 80 % des Außendurchmessers eines Schraubenkopfes der Schraube, besonders bevorzugt mindestens 90 % des Außendurchmessers des Schraubenkopfes. The outer diameter of the shaft at its end face preferably corresponds to at least 80% of the outer diameter of a screw head of the screw, more preferably at least 90% of the outer diameter of the screw head.
Der Übergang des Außendurchmessers der Welle vom Bereich der geringeren Querschnittsfläche zum Bereich der vergrößerten Querschnittsfläche erfolgt dabei bevorzugt stetig. Insbesondere ist vorgesehen, dass der Übergang verrundet ausgebildet ist. Vorzugsweise ist eine einzige Schraube vorhanden, die als Zentralschraube mit ihrer Achse konzentrisch zur Welle angeordnet ist; die Schraube ist dabei mit Vorteil als Dehnschraube ausgebildet. Die Welle kann entlang ihrer axialen Erstreckung, die sich im Bereich des Rotors befindet, als Hohlwelle ausgebildet sein und bis zur Stirnseite einen konstanten Innendurchmesser aufweisen. Die Welle kann weiterhin entlang ihrer axialen Erstreckung, die sich im Bereich des Rotors befindet, bis zur Vergrößerung ihrer Querschnittsfläche einen Außendurchmesser aufweisen, der höchs- tens 90 % des Außendurchmessers der Welle an ihrer Stirnseite beträgt. Besonders bevorzugt ist vorgesehen, dass der Außendurchmesser der Welle bis zur Vergrößerung ihrer Querschnittsfläche zwischen 80 % und 90 % des Außendurchmessers der Welle an ihrer Stirnseite beträgt. Die Winkelverstellvorrichtung ist vorzugsweise als hydraulische Versteilvorrichtung ausgebildet. The transition of the outer diameter of the shaft from the region of the smaller cross-sectional area to the region of the enlarged cross-sectional area preferably takes place continuously. In particular, it is provided that the transition is rounded. Preferably, a single screw is provided, which is arranged as a central screw with its axis concentric with the shaft; the screw is advantageously designed as an expansion screw. The shaft may be formed along its axial extent, which is located in the region of the rotor, as a hollow shaft and have up to the front side a constant inner diameter. The shaft can continue along its axial extent, which is located in the region of the rotor to increase its cross-sectional area have an outer diameter which is not more than 90% of the outer diameter of the shaft on its front side. Particularly preferably, it is provided that the outer diameter of the shaft is up to the increase in its cross-sectional area between 80% and 90% of the outer diameter of the shaft on its front side. The angle adjustment device is preferably designed as a hydraulic adjusting device.
Mit dieser Ausgestaltung wird es möglich, eine sehr feste Verbindung zwischen Rotor und Welle herzustellen, die wenig Raum einnimmt. Durch die Vergröße- rung des stirnseitigen Endbereichs der Welle wird die Kontaktfläche zum Rotor wesentlich erhöht, so dass sich eine verbesserte und festere Anlage der Welle am Rotor ergibt. With this configuration, it is possible to produce a very strong connection between the rotor and shaft, which occupies little space. As a result of the enlargement of the end-side end region of the shaft, the contact surface with the rotor is substantially increased, resulting in an improved and firmer engagement of the shaft on the rotor.
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 a den Radialschnitt durch eine Nockenwellenanordnung eines Fig. 1 a 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, die Einzelheit„X" gemäß Fig. 1 a, Internal combustion engine with a camshaft consisting of two concentric shafts, the arrangement having an angle adjusting device, the detail "X" according to FIG. 1 a,
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 ers- ten möglichen Betätigungsweise,  Intake and exhaust valves of an internal combustion engine according to a first possible method of operation,
Fig. 3 schematisch den zeitlichen Verlauf des Öffnens und Schließens der Fig. 3 shows schematically the time course of the opening and closing of the
Ventile nach einer zweiten möglichen Betätigungsweise, Fig. 4 schematisch den zeitlichen Verlauf des Öffnens und Schließens der  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 a und Fig. 1 b 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 and Fig. 1 b, a camshaft assembly 1 is shown, which comprises a camshaft 2 having (not shown) cams, which cooperate in a known manner with gas exchange valves to control the gas exchange in an internal combustion engine.
Eine Anordnung dieser Art dient dazu, die Ventilsteuerzeiten eines Verbren nungsmotors zu variieren. Zumeist werden hydraulisch betätigte Versteller ein gesetzt. An arrangement of this type serves to vary the valve timing of a combus- tion engine. In most cases, hydraulically actuated adjuster are set.
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. 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. 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. 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 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.
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. 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. 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. 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.
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 prior art, reference being made by way of example to DE 103 44 816 A1. 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 admission of the respective Side of the hydraulic chambers with hydraulic fluid can be an adjustment of the rotor relative to the stator.
Der Rotor 5 ist mit der Welle 6 drehfest verbunden, wobei hierfür eine Zentral- schraube 8 eingesetzt wird. Durch die Zentralschraube 8 wird eine feste radiale und axiale Verbindung zwischen Rotor 5 und Welle 6 sichergestellt. The rotor 5 is rotatably connected to the shaft 6, wherein a central screw 8 is used for this purpose. By the central screw 8, a solid radial and axial connection between the rotor 5 and shaft 6 is ensured.
Damit diese Verbindung besonders fest ausgebildet ist, sieht die Erfindung vor, dass die Welle 6 mit einer ihrer Stirnseiten 9 an einer Anlagefläche 10 des Rotors 5 anliegt und mittels der Zentralschraube 8 gegen die Anlagefläche 10 gezogen wird. Damit es zu einer verbesserten Anlage der Wellenstirnseite an der Anlagefläche kommt, ist vorgesehen, dass die Welle 6 entlang ihrer axialen Erstreckung, die sich im Bereich des Rotors 5 befindet, eine Querschnittsfläche A-i aufweist, die sich bis zur Stirnseite 9 auf einen größeren Wert A2 vergrößert. Die Flächen A-, und A2 sind in Fig. 1 b angedeutet; es handelt sich vorliegend um kreisringförmige Flächen. In order for this connection is particularly strong, the invention provides that the shaft 6 rests with one of its end faces 9 on a contact surface 10 of the rotor 5 and is pulled by means of the central screw 8 against the contact surface 10. In order to achieve an improved abutment of the shaft end face on the abutment surface, it is provided that the shaft 6 along its axial extent, which is located in the region of the rotor 5, has a cross-sectional area Ai which reaches a larger value A up to the end face 9 2 enlarged. The surfaces A- and A 2 are indicated in Figure 1 b; These are in the form of circular surfaces.
Die bevorzugte Dimensionierung der stirnseitigen Verbreiterung der Welle 6 ergibt sich auch den angegebenen Geometriedaten. Die Welle 6 ist im axialen Bereich des Rotors 5 als Hohlwelle ausgeführt und hat demgemäß einen Innendurchmesser D|. Der Außendurchmesser der Welle 6 ist mit DAo angegeben. Zum stirnseitigen Ende der Welle 6 hin verbreitert sich die Welle 6, d. h. der Außendurchmesser steigt auf einen Wert DA an. Der axiale Bereich, über den die Vergrößerung der Querschnittsfläche erfolgt, ist mit x angegeben. The preferred dimensioning of the frontal broadening of the shaft 6 also gives the specified geometric data. The shaft 6 is designed in the axial region of the rotor 5 as a hollow shaft and accordingly has an inner diameter D |. The outer diameter of the shaft 6 is indicated by D A o. Towards the front end of the shaft 6, the shaft 6 widens, ie the outer diameter increases to a value D A. The axial area over which the enlargement of the cross-sectional area takes place is indicated by x.
Der Außendurchmesser DA im stirnseitigen Endbereich der Welle 6 ist dabei bevorzugt etwa so groß wie der Außendurchmesser DAs des Schraubenkopfs 1 1 der Zentralschraube 8 bzw. er ist geringfügig kleiner. Wie weiter gesehen werden kann, ist der Übergang 12 von der kleineren auf die größere Querschnittsfläche gerundet ausgebildet, um Spannungskonzentrationen zu vermeiden. Der Stator 4 weist im übrigen ein Deckelelement 13 auf, das mittels Schrauben 14 mit dem Stator 4 verbunden ist. Mit dem Deckelelement 13 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 13 eine Bohrung zur Aufnahme eines zylindrischen Abschnitts der Hohlwelle 7 aufweist. Dabei ist vorgesehen, dass in der zylindrischen Kontaktfläche 15 zwischen Deckelelement 13 und Hohlwelle 7 eine kraftschlüssige und/oder eine stoffschlüssige Verbindung vorliegt. An der dem Deckelelement 13 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. The outer diameter D A in the end-side end region of the shaft 6 is preferably approximately as large as the outer diameter D A s of the screw head 1 1 of the central screw 8 or he is slightly smaller. As can be further seen, the transition 12 is rounded from the smaller to the larger cross-sectional area to avoid stress concentrations. The stator 4 has, moreover, a cover element 13, which is connected by means of screws 14 to the stator 4. With the lid member 13, 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 13 has a bore for receiving a cylindrical portion of the hollow shaft 7. It is provided that in the cylindrical contact surface 15 between the cover member 13 and the hollow shaft 7 is a non-positive and / or a cohesive connection. At the side opposite the cover element 13, 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 Rotor 5 und der Welle 6 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 Stator 4 und der Hohlwelle 7. 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 rotor 5 and the shaft 6 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 stator 4 and the hollow shaft 7.
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) betä- tigt 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 an engine with a single camshaft (SOHC design - Single Overhead Camshaft) or an OHV-type engine (Overhead Valve). The shaft 6, the exhaust valves, wherein the control of the exhaust valves can be adjusted relative to the crankshaft of the engine. 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 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, d. H. 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 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) it can be provided that the shaft 6 with the cams fixed against rotation actuates one or more exhaust valves per cylinder, while the remaining exhaust valves are non-rotatable through the hollow shaft 7 arranged cams are actuated. Such a solution is shown in FIG. 4. In this case, an adjustment of the actuation of one or more cylinders can be made for each cylinder more of the exhaust valves are made relative to the remaining exhaust valves. 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 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. Closing the intake valves after the bottom dead center (UT) allows some of the gas to be forced back into the intake tract, which causes the intake valves to close Length of the compression stroke reduced. 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.
Bezugszeichenliste 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 Schraube (Zentralschraube)  8 screw (central screw)
9 Stirnseite  9 front side
10 Anlagefläche  10 contact surface
1 1 Schraubenkopf  1 1 screw head
12 Übergang  12 transition
13 Deckelelement  13 cover element
14 Schraube  14 screw
15 zylindrische Kontaktfläche  15 cylindrical contact surface
16 Deckelelement  16 cover element
17 Ritzel  17 pinions
A-i Querschnittsfläche A-i cross-sectional area
A2 Querschnittsfläche A 2 cross-sectional area
x Bereich (axiale Erstreckung) x range (axial extent)
DA Außendurchmesser D A outer diameter
DAS Außendurchmesser des SchraubenkopfesD AS outer diameter of the screw head
Di Innendurchmesser Di inside diameter
DAo Außendurchmesser D A o Outer diameter

Claims

Patentansprüche 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, wobei die mindestens eine zweite Nocke drehfest mit der Hohlwelle (7) verbunden ist und wobei die drehfeste Verbindung zwischen dem Rotor (5) und der Welle (6) durch mindestens eine Schraube (8) hergestellt wird, dadurch gekennzeichnet, dass die Welle (6) mit einer Stirnseite (9) an einer Anlagefläche (10) des Rotors (5) anliegt und mittels der mindes- tens einen Schraube (8) gegen die Anlagefläche (10) gezogen wird, wobei die Welle (6) entlang ihrer axialen Erstreckung, die sich im Bereich des Rotors (5) befindet, eine Querschnittsfläche (A-i) aufweist, die sich bis zur Stirnseite (9) auf einen größeren Wert (A2) vergrößert. 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), wherein the at least one second cam is non-rotatably connected to the hollow shaft (7) and wherein the rotationally fixed connection between the rotor (5) and the shaft (6) is produced by at least one screw (8), characterized in that the shaft (6) abuts with a front side (9) on a contact surface (10) of the rotor (5) and by means of at least one screw ( 8) is pulled against the contact surface (10), wherein the shaft (6) along its axial extension, which is located in the region of the rotor (5) has a cross-sectional area (Ai) extending to the end face (9) on a larger value (A 2 ) increased.
2. Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die Vergrößerung der Querschnittsfläche (A2) auf den unmittelbaren Bereich nahe der Stirnseite (9) beschränkt ist. 2. camshaft assembly according to claim 1, characterized in that the increase in the cross-sectional area (A 2 ) is limited to the immediate area near the end face (9).
3. Nockenwellenanordnung nach Anspruch 2, dadurch gekennzeichnet, dass die Vergrößerung der Querschnittsfläche (A2) auf einen Bereich (x) beschränkt ist, der sich maximal über 10 mm von der Stirnseite (9) der Welle (6) erstreckt. 3. camshaft assembly according to claim 2, characterized in that the increase in the cross-sectional area (A 2 ) to a region (x) is limited to a maximum of 10 mm from the end face (9) of the shaft (6).
4. Nockenwellenanordnung nach Anspruch 3, dadurch gekennzeichnet, dass die Vergrößerung der Querschnittsfläche (A2) auf einen Bereich (x) beschränkt ist, der sich zwischen 3 mm und 8 mm von der Stirnseite (9) der Welle (6) erstreckt. 4. camshaft assembly according to claim 3, characterized in that the increase in the cross-sectional area (A 2 ) is limited to a region (x) extending between 3 mm and 8 mm from the end face (9) of the shaft (6).
5. Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die Welle (6) entlang ihrer axialen Erstreckung, die sich im Bereich des Rotors (5) befindet und außerhalb der Vergrößerung der Quer- schnittsfläche liegt, einen konstanten Querschnitt aufweist. 5. camshaft assembly according to claim 1, characterized in that the shaft (6) along its axial extent, which is located in the region of the rotor (5) and outside the enlargement of the cross-sectional area, has a constant cross-section.
6. Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass der Außendurchmesser (DA) der Welle (6) an ihrer Stirnseite (9) mindestens 80 % des Außendurchmessers (DAs) eines Schraubenkopfes (1 1 ) der Schraube (8) entspricht. 6. camshaft assembly according to claim 1, characterized in that the outer diameter (D A ) of the shaft (6) at its end face (9) at least 80% of the outer diameter (D A s) of a screw head (1 1) of the screw (8) ,
7. Nockenwellenanordnung nach Anspruch 6, dadurch gekennzeichnet, dass der Außendurchmesser (DA) der Welle (6) an ihrer Stirnseite (9) mindestens 90 % des Außendurchmessers (DAs) des Schraubenkopfes (1 1 ) der Schraube (8) entspricht. 7. camshaft assembly according to claim 6, characterized in that the outer diameter (D A ) of the shaft (6) at its end face (9) at least 90% of the outer diameter (D A s) of the screw head (1 1) of the screw (8) ,
8. Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass der Übergang (12) des Außendurchmessers der Welle (6) vom Bereich der geringeren Querschnittsfläche (A-i) zum Bereich der vergrößer- ten Querschnittsfläche (A2) stetig erfolgt. 8. camshaft assembly according to claim 1, characterized in that the transition (12) of the outer diameter of the shaft (6) from the region of the smaller cross-sectional area (Ai) to the region of the enlarged cross-sectional area (A 2 ) is continuous.
9. Nockenwellenanordnung nach Anspruch 8, dadurch gekennzeichnet, dass der Übergang (12) des Außendurchmessers der Welle (6) verrundet ausgebildet ist. 9. camshaft assembly according to claim 8, characterized in that the transition (12) of the outer diameter of the shaft (6) is rounded.
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass eine einzige Schraube (8) vorhanden ist, die als Zentralschraube mit ihrer Achse konzentrisch zur Welle (6) angeordnet ist. Camshaft assembly according to claim 1, characterized in that a single screw (8) is provided, which is arranged as a central screw with its axis concentric with the shaft (6).
Nockenwellenanordnung nach Anspruch 10, dadurch gekennzeichnet, dass die Schraube (8) als Dehnschraube ausgebildet ist. Camshaft arrangement according to claim 10, characterized in that the screw (8) is designed as an expansion screw.
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die Welle (6) entlang ihrer axialen Erstreckung, die sich im Bereich des Rotors (5) befindet, als Hohlwelle ausgebildet ist und bis zur Stirnseite (9) einen konstanten Innendurchmesser (Di) aufweist. Camshaft arrangement according to claim 1, characterized in that the shaft (6) along its axial extent, which is located in the region of the rotor (5), is designed as a hollow shaft and to the end face (9) has a constant inner diameter (Di).
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die Welle (6) entlang ihrer axialen Erstreckung, die sich im Bereich des Rotors (5) befindet, bis zur Vergrößerung ihrer Querschnittsfläche einen Außendurchmesser (DAo) aufweist, der höchstens 90 % des Außendurchmessers (DA) der Welle (6) an ihrer Stirnseite (9) beträgt. Camshaft assembly according to claim 1, characterized in that the shaft (6) along its axial extent, which is in the region of the rotor (5), to increase its cross-sectional area has an outer diameter (D A o), which is at most 90% of the outer diameter (D A ) of the shaft (6) on its end face (9).
Nockenwellenanordnung nach Anspruch 13, dadurch gekennzeichnet, dass der Außendurchmesser (DAo) der Welle (6) bis zur Vergrößerung ihrer Querschnittsfläche zwischen 80 % und 90 % des Außendurchmessers (DA) der Welle (6) an ihrer Stirnseite (9) beträgt. A camshaft assembly according to claim 13, characterized in that the outer diameter (D A o) of the shaft (6) to the increase of their cross-sectional area between 80% and 90% of the outer diameter (D A) of the shaft (6) on their end face (9) ,
Nockenwellenanordnung nach Anspruch 1 , dadurch gekennzeichnet, dass die Winkelverstellvorrichtung (3) als hydraulische Versteilvorrichtung ausgebildet ist. Camshaft arrangement according to claim 1, characterized in that the angle adjustment device (3) is designed as a hydraulic adjusting device.
EP10768214.8A 2009-10-05 2010-10-04 Camshaft arrangement Revoked EP2486249B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US24863409P 2009-10-05 2009-10-05
PCT/EP2010/064752 WO2011042392A1 (en) 2009-10-05 2010-10-04 Camshaft arrangement

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EP2486249A1 true EP2486249A1 (en) 2012-08-15
EP2486249B1 EP2486249B1 (en) 2017-04-19

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US (1) US20120199085A1 (en)
EP (1) EP2486249B1 (en)
KR (1) KR101675613B1 (en)
CN (1) CN102812214B (en)
BR (1) BR112012007549A2 (en)
WO (1) WO2011042392A1 (en)

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CN111485969A (en) * 2019-01-28 2020-08-04 舍弗勒技术股份两合公司 Camshaft phase adjuster

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BR112012007549A2 (en) 2016-12-06
CN102812214B (en) 2015-08-05
US20120199085A1 (en) 2012-08-09
CN102812214A (en) 2012-12-05
KR20120089281A (en) 2012-08-09
EP2486249B1 (en) 2017-04-19
WO2011042392A1 (en) 2011-04-14
KR101675613B1 (en) 2016-11-11

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