CAMSHAFT PHASER

Abstract

A camshaft phaser includes a stator having an inner wall with lobes extending radially inward and a stator flange extending radially outward, the stator flange having a plurality of apertures; a rotor coaxially disposed within the stator, the rotor having vanes interspersed with the lobes defining alternating advance chambers and retard chambers; a plurality of compression limiters extending through the apertures; a front cover which closes one end of the advance and retard chambers; a back cover which closes the other end of the advance and retard chambers; and a plurality of fasteners which extend through the apertures such that the fasteners apply a clamping load which clamps the stator between the front cover and the back cover such that the clamping load is transmitted through the compression limiters.

Claims

1. A camshaft phaser for use with an internal combustion engine for controllably varying the phase relationship between a crankshaft and a camshaft in said internal combustion engine, said camshaft phaser comprising: a stator extending along an axis and having an inner stator wall, said inner stator wall including a plurality of lobes extending radially inward therefrom and a stator flange extending radially outward therefrom, said stator flange having a plurality of stator flange apertures extending therethrough; a rotor coaxially disposed within said stator, said rotor having a plurality of vanes interspersed with said plurality of lobes defining a plurality of alternating advance chambers and retard chambers extending axially from a back end to a front end; a plurality of compression limiters, each one of said plurality of compression limiters extending through a respective one of said plurality of stator flange apertures; a front cover which closes said front end of said plurality of advance chambers and said plurality of retard chambers; a back cover which closes said back end of said plurality of advance chambers and said plurality of retard chambers; and a plurality of fasteners, each one of said plurality of fasteners extending through a respective one of said plurality of stator flange apertures such that said plurality of fasteners apply a clamping load which clamps said stator between said front cover and said back cover such that said clamping load is transmitted through said plurality of compression limiters.

2. A camshaft phaser as in claim 1 wherein said plurality of compression limiters are each a tube.

3. A camshaft phaser as in claim 2 wherein each one of said plurality of fasteners extends through a respective one of said plurality of compression limiters.

4. A camshaft phaser as in claim 2 wherein each of said plurality of compression limiters and each of said plurality of stator flange apertures are sized to prevent movement of said plurality of compression limiters within said plurality of stator flange apertures in a direction across a plane that is perpendicular to said axis.

5. A camshaft phaser as in claim 1 wherein said stator also includes an outer stator wall which extends radially outward from said stator flange and which radially surrounds said stator flange.

6. A camshaft phaser as in claim 5 wherein said outer stator wall defines an array of pulley teeth which extend radially outward therefrom.

7. A camshaft phaser as in claim 5 wherein said plurality of compression limiters are each a tube.

8. A camshaft phaser as in claim 7 wherein each one of said plurality of fasteners extends through a respective one of said plurality of compression limiters.

9. A camshaft phaser as in claim 7 wherein an annular recess is formed radially between said inner stator wall and said outer stator wall such that said plurality of compression limiters are located partially within said annular recess.

10. A camshaft phaser as in claim 5 wherein an annular recess is formed radially between said inner stator wall and said outer stator wall such that said plurality of compression limiters are located partially within said annular recess.

11. A camshaft phaser as in claim 5 wherein each of said plurality of compression limiters extends from said back cover to said front cover.

12. A camshaft phaser as in claim 11 wherein each of said plurality of compression limiters extends from said back cover to said front cover.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0008] This invention will be further described with reference to the accompanying drawings in which:

[0009] FIG. 1 is an exploded isometric view of a camshaft phaser in accordance with the present invention;

[0010] FIG. 2 is a radial cross-sectional view of the camshaft phaser of FIG. 1; and

[0011] FIG. 3 is an axial cross-sectional view of the camshaft phaser of FIG. 1.

DETAILED DESCRIPTION OF INVENTION

[0012] In accordance with a preferred embodiment of this invention and referring to FIGS. 1-3, an internal combustion engine 10 is shown which includes a camshaft phaser 12. Internal combustion engine 10 also includes a camshaft 14 which is rotatable about an axis 16 based on rotational input from a crankshaft (not shown) and a drive belt (not shown) driven by a plurality of reciprocating pistons (not shown). As camshaft 14 is rotated, it imparts valve lifting and closing motion to intake and/or exhaust valves (not shown) as is well known in the internal combustion engine art. Camshaft phaser 12 allows the timing between the crankshaft and camshaft 14 to be varied. In this way, opening and closing of the intake and/or exhaust valves can be advanced or retarded in order to achieve desired engine performance.

[0013] Camshaft phaser 12 generally includes a stator 18, a rotor 20 disposed coaxially within stator 18, a back cover 22 closing off one end of stator 18, a front cover 24 closing off the other end of stator 18, a camshaft phaser attachment bolt 25 for attaching camshaft phaser 12 to camshaft 14, and a valve spool 26 which directs oil to control the rotational position of stator 18 relative to rotor 20. The various elements of camshaft phaser 12 will be described in greater detail in the paragraphs that follow.

[0014] Stator 18 is generally cylindrical and includes an inner stator wall 28 which is annular in shape and centered about axis 16. A plurality of lobes 30 extend radially inward from inner stator wall 28, thereby defining a plurality of radial chambers 32. In the embodiment shown, there are three lobes 30 defining three radial chambers 32, however, it is to be understood that a different number of lobes 30 may be provided to define radial chambers 32 equal in quantity to the number of lobes 30. The back axial face of inner stator wall 28 may include a stator back O-ring groove 28a which is annular in shape. The purpose of stator back O-ring groove 28a will be described in greater detail late. Stator 18 also includes a stator flange 34 which extends radially outward from inner stator wall 28 such that stator flange 34 is centered about axis 16 and is annular in shape. Stator flange 34 includes a plurality of stator flange apertures 36 which extend therethrough in the same direction as axis 16. Stator flange apertures 36 are preferably circular and are preferably equally spaced around stator flange 34. While five stator flange apertures 36 have been illustrated (although not all labeled), it should be understood that a greater or lesser number of stator flange apertures 36 may be provided. It is important to note that inner stator wall 28 has a thickness in the axial direction, i.e. in the direction of axis 16, that is greater than stator flange 34 as can best be seen in FIG. 3. Stator 18 also includes an outer stator wall 38 which extends radially outward from stator flange 34 such that outer stator wall 38 radially surrounds stator flange 34. It is important to note that outer stator wall 38 has a thickness in the axial direction, i.e. in the direction of axis 16, that is greater than stator flange 34 as can best be seen in FIG. 3. Consequently, an annular recess 39 is defined radially between inner stator wall 28 and outer stator wall 38. The outer circumference of outer stator wall 38 includes a plurality of pulley teeth 40 which extend radially outward from therefrom. In this way, stator 18, via pulley teeth 40, is configured to engage complementary teeth of the drive belt (not shown) which transmits rotational motion from the crankshaft of internal combustion engine 10 to stator 18. As shown, outer stator wall 38 is offset axially in the direction toward front cover 24 compared to inner stator wall 28. However, outer stator wall 38 may alternatively be aligned with inner stator wall 28 or offset axially in the direction toward back cover 22 compared to inner stator wall 28 as may be required for pulley teeth 40 to mate appropriately with the drive belt.

[0015] Rotor 20 includes a central hub 42 with a plurality of vanes 44 extending radially outward therefrom and a central through bore 46 extending axially therethrough. The number of vanes 44 is equal to the number of radial chambers 32 provided in stator 18. Rotor 20 is coaxially disposed within stator 18 such that each vane 44 divides each radial chamber 32 into advance chambers 48 and retard chambers 50 such that advance chambers 48 extend axially from a back end 48a to a front end 48b and such that retard chambers 50 extend from a back end 50a to a front end 50b. The radial tips of lobes 30 are mateable with central hub 42 in order to separate radial chambers 32 from each other. Each of the radial tips of vanes 44 may include one of a plurality of wiper seals 52 to substantially seal adjacent advance chambers 48 and retard chambers 50 from each other. While not shown, each of the radial tips of lobes 30 may similarly include a wiper seal 52.

[0016] Back cover 22 is sealingly secured, using fasteners illustrated as cover bolts 54, to the axial end of stator 18 that is proximal to camshaft 14. Tightening of cover bolts 54 prevents relative rotation between back cover 22 and stator 18. Furthermore, a back O-ring 56 is located within stator back O-ring groove 28a and is compressed between stator 18 and back cover 22 in order to aid in sealing the interface between stator 18 and back cover 22. Back cover 22 includes a back cover central bore 58 extending coaxially therethrough. The end of camshaft 14 is received coaxially within back cover central bore 58 such that camshaft 14 is allowed to rotate relative to back cover 22.

[0017] Similarly, front cover 24 is sealingly secured, using cover bolts 54, to the axial end of stator 18 that is opposite back cover 22. Cover bolts 54 pass through stator 18 and threadably engage front cover 24, thereby clamping stator 18 between back cover 22 and front cover 24 to prevent relative rotation between stator 18, back cover 22, and front cover 24. In this way, advance chambers 48 and retard chambers 50 are defined axially between back cover 22 and front cover 24. Furthermore, front cover 24 includes a front cover O-ring groove 24a in the face of front cover 24 which faces toward stator 18 such that front cover O-ring groove 24a is annular in shape. A front O-ring 60 is located within front cover O-ring groove 24a such that front O-ring 60 is compressed between stator 18 and front cover 24 in order to aid in sealing the interface between stator 18 and back cover 22.

[0018] In order to prevent distortion of either or both of back cover 22 and front cover 24, due to the clamping load applied by cover bolts 54, which could compromise the seal between back cover 22 and stator 18 and between front cover 24 and stator 18, compression limiters 62 are provided. More specifically, compression limiters 62 extend from back cover 22 to front cover 24 by passing through stator flange apertures 36. It should be noted that compression limiters 62 are partially located within annular recess 39 radially between inner stator wall 28 and outer stator wall 38. Consequently, when cover bolts 54 are tightened, a clamp load is applied through compression limiters 62. As shown, compression limiters 62 are preferably tubes which each define a compression limiter passage 62a extending therethrough such that a respective cover bolt 54 passes through compression limiter passage 62a. Compression limiters 62 are most preferably cylindrical tubes. Compression limiters 62 are preferably sized to interface with stator flange apertures 36 such that compression limiters 62 are prevented from moving relative to stator 18 in a direction across axis 16, i.e. in a direction across a plane that is perpendicular to axis 16. Consequently, compression limiters 62 may interface with stator flange apertures 36 in a slip fit relationship or in an interference fit relationship.

[0019] Camshaft phaser 12 is attached to camshaft 14 with camshaft phaser attachment bolt 25 which extends coaxially through central through bore 46 of rotor 20 and threadably engages camshaft 14, thereby clamping rotor 20 securely to camshaft 14. In this way, relative rotation between stator 18 and rotor 20 results in a change in phase or timing between the crankshaft of internal combustion engine 10 and camshaft 14.

[0020] Oil is selectively supplied to advance chambers 48 and vented from retard chambers 50 in order to cause relative rotation between stator 18 and rotor 20 which results in advancing the timing of camshaft 14 relative to the crankshaft of internal combustion engine 10. Conversely, oil is selectively supplied to retard chambers 50 and vented from advance chambers 48 in order to cause relative rotation between stator 18 and rotor 20 which results in retarding the timing of camshaft 14 relative to the crankshaft of internal combustion engine 10. Advance oil passages 64 may be provided in rotor 20 for supplying and venting oil from advance chambers 48 while retard oil passages 66 may be provided in rotor 20 for supplying and venting oil from retard chambers 50. Supplying and venting of oil to and from advance chambers 48 and retard chambers 50 may be controlled by a multi-way oil control valve, illustrated herein as valve spool 26 together with camshaft phaser attachment bolt 25. Valve spool 26 is disposed within a valve bore 68 of camshaft phaser attachment bolt 25 such that valve spool 26 is displaced along axis 16 by an actuator 70 and a valve spring 72. Movement of valve spool 26 opens and closes passages between an oil supply (not shown) which is typically the lubrication system for internal combustion engine 10, a drain (not shown), advance oil passages 64, and retard oil passages 66 in appropriate combinations to either advance rotor 20 relative to stator 18, retard rotor 20 relative to stator 18, or hold the position of rotor 20 relative to stator 18. More specifically, valve spool 26 can be positioned to 1) supply oil to advance chambers 48 while simultaneously draining oil from retard chambers 50 in order to advance rotor 20 relative to stator 18, 2) supply oil to retard chambers 50 while simultaneously draining oil from advance chambers 48 in order to retard rotor 20 relative to stator 18, or 3) maintain the volume of oil in advance chambers 48 and retard chambers 50 in order to hold the position of rotor 20 relative to stator 18. Various arrangements are well known in the art for supplying and venting oil in camshaft phasers, and consequently further details will not be discussed herein. However, further details are provided in United States Patent Application Publication No. US 2012/0255509 A1 to Lichti et al. which is incorporated herein by reference in its entirety. Alternatively, the multi-way oil control valve may be located external to camshaft phaser 12 as is known in the art, for example as shown in United States Patent Application Publication No. US 2010/0288215 A1 to Takemura et al. which is incorporated herein by reference in its entirety. In this way, rotor 20 rotates within stator 18 between a maximum advance position and a maximum retard position as determined by the space available for vanes 44 to move within radial chambers 32.

[0021] By utilizing compression limiters 62 which pass through stator flange apertures 36, stator 18 can be designed to place cover bolts 54 in appropriate quantity and locations in order to achieve an adequate clamp load on back cover 22 and front cover 24 to maintain sealing between back cover 22 and stator 18 and between front cover 24 and stator 18. Utilizing compression limiters 62 which pass through stator flange apertures 36 also allows stator 18 to be made lighter in weight compared to stators that utilize radially extending ribs between the inner stator wall and the outer stator wall. In fact, the Inventors have realized a 25% reduction in weight of stator 18 with compression limiters 62 compared to a design which utilizes radially extending ribs between the inner stator wall and the outer stator wall. Furthermore, stator 18 with stator flange apertures 36 is more favorable to manufacturing stator 18 using powder medal process and stator 18 can also accommodate error proofing, i.e. Poka Yoke, features which could not be accommodated at all, or could not be accommodated without adding significant weight, in stator designs having radially extending ribs between the inner stator wall and the outer stator wall.

[0022] It should be noted that camshaft phaser 12 has been described herein in simplified form, and may include additional features that are known in the camshaft phaser art, such as, by way of non-limiting example only, a bias spring which biases rotor 20 to a predetermined position relative to stator 18 and one or more lock pins which mechanically lock rotor 20 in a predetermined position relative to stator 18. Further features that may be used in camshaft phaser 12 are described in U.S. Pat. No. 8,056,519 to Cuatt et al. which is hereby incorporated herein by reference in its entirety.

[0023] While this invention has been described in terms of preferred embodiments thereof, it is not intended to be so limited.