EP2486249A1 - Ensemble arbre à cames - Google Patents

Ensemble arbre à cames

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)
English (en)
Other versions
EP2486249B1 (fr
Inventor
Matthias Kapp
Craig Dupuis
Inhwa Chung
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=43384513&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2486249(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2486249A1 publication Critical patent/EP2486249A1/fr
Application granted granted Critical
Publication of EP2486249B1 publication Critical patent/EP2486249B1/fr
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.

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

L'invention concerne un ensemble arbre à cames (1) pour modifier la position angulaire relative d'au moins une première came d'un arbre à cames (2) par rapport à une deuxième came de l'arbre à cames (2), l'ensemble comprenant un dispositif de réglage d'angle (3) qui présente un stator (4) et un rotor (5) disposé de façon à pouvoir tourner par rapport à ce stator, le rotor (5) étant relié de façon solidaire en rotation à un arbre (6), le stator (4) étant relié de façon solidaire en rotation à un arbre creux (7), l'arbre (6) et l'arbre creux (7) étant disposés de façon concentrique l'un par rapport à l'autre, la au moins une première came étant reliée de façon solidaire en rotation à l'arbre (6), la au moins une deuxième came étant reliée de façon solidaire en rotation à l'arbre creux (7) et la liaison solidaire en rotation entre le rotor (5) et l'arbre (6) étant obtenue au moyen d'au moins une vis (8). Afin d'établir une liaison fixe entre le rotor et l'arbre qui occupe moins d'espace, selon l'invention, l'arbre (6) repose par une face avant (9) sur une surface d'appui (10) du rotor (5) et est plaqué au moyen de la au moins une vis (8) contre la surface d'appui (10), l'arbre (6) présentant le long de son extension axiale, qui se trouve dans la zone du rotor (5), une surface de section transversale(A1) qui augmente jusqu'à la face avant (9) et adopte une valeur plus grande (A2).
EP10768214.8A 2009-10-05 2010-10-04 Ensemble d'arbre à cames Revoked EP2486249B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US24863409P 2009-10-05 2009-10-05
PCT/EP2010/064752 WO2011042392A1 (fr) 2009-10-05 2010-10-04 Ensemble arbre à cames

Publications (2)

Publication Number Publication Date
EP2486249A1 true EP2486249A1 (fr) 2012-08-15
EP2486249B1 EP2486249B1 (fr) 2017-04-19

Family

ID=43384513

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10768214.8A Revoked EP2486249B1 (fr) 2009-10-05 2010-10-04 Ensemble d'arbre à cames

Country Status (6)

Country Link
US (1) US20120199085A1 (fr)
EP (1) EP2486249B1 (fr)
KR (1) KR101675613B1 (fr)
CN (1) CN102812214B (fr)
BR (1) BR112012007549A2 (fr)
WO (1) WO2011042392A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011052822A1 (de) 2011-08-18 2013-02-21 Thyssenkrupp Presta Teccenter Ag Nockenwelle, insbesondere für Kraftfahrzeugmotoren
CN107313821B (zh) * 2017-08-30 2023-06-16 上海汽车集团股份有限公司 凸轮轴端件连接结构
CN111485969A (zh) * 2019-01-28 2020-08-04 舍弗勒技术股份两合公司 凸轮轴相位调节器

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DE2822147C3 (de) 1978-05-20 1982-02-11 Volkswagenwerk Ag, 3180 Wolfsburg Nockenwellenanordnung, insbesondere für eine Brennkraftmaschine
US4771742A (en) * 1986-02-19 1988-09-20 Clemson University Method for continuous camlobe phasing
US5417186A (en) * 1993-06-28 1995-05-23 Clemson University Dual-acting apparatus for variable valve timing and the like
JPH07224617A (ja) 1994-02-09 1995-08-22 Unisia Jecs Corp 内燃機関のバルブタイミング制御装置
GB2369175A (en) 2000-11-18 2002-05-22 Mechadyne Plc Variable phase coupling
JP4126600B2 (ja) 2002-09-26 2008-07-30 アイシン精機株式会社 弁開閉時期制御装置の制御機構
GB2423565A (en) 2005-02-23 2006-08-30 Mechadyne Plc Inner camshaft of SCP assembly receives drive via sleeve on outer tube
GB2431977A (en) 2005-11-02 2007-05-09 Mechadyne Plc Camshaft assembly
DE102005061187A1 (de) * 2005-12-21 2007-06-28 Mahle International Gmbh Nockenwelle
DE102006024794A1 (de) * 2006-05-27 2007-12-06 Mahle International Gmbh Verstellbare Nockenwelle
DE102007017514A1 (de) 2007-04-13 2008-10-16 Mahle International Gmbh Nockenwelle
GB2457228A (en) 2008-02-05 2009-08-12 Mechadyne Plc Lubricating oil feed arrangement for a single cam phaser (SCP) camshaft
DE102008019747A1 (de) * 2008-04-19 2009-10-22 Schaeffler Kg Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
DE102008019746A1 (de) * 2008-04-19 2009-10-22 Schaeffler Kg Vorrichtung zur variablen Einstellung der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
WO2010033417A2 (fr) 2008-09-19 2010-03-25 Borgwarner Inc. Dispositif de mise en phase actionné par couple de came et utilisant des clapets anti-retour de type bande, incorporé dans un arbre à cames ou des arbres à cames concentriques

Non-Patent Citations (1)

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Title
See references of WO2011042392A1 *

Also Published As

Publication number Publication date
US20120199085A1 (en) 2012-08-09
BR112012007549A2 (pt) 2016-12-06
CN102812214A (zh) 2012-12-05
KR20120089281A (ko) 2012-08-09
EP2486249B1 (fr) 2017-04-19
WO2011042392A1 (fr) 2011-04-14
KR101675613B1 (ko) 2016-11-11
CN102812214B (zh) 2015-08-05

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