EP0048321B1 - Multi-cylinder piston engine with controlled valves - Google Patents

Multi-cylinder piston engine with controlled valves Download PDF

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Publication number
EP0048321B1
EP0048321B1 EP19810105583 EP81105583A EP0048321B1 EP 0048321 B1 EP0048321 B1 EP 0048321B1 EP 19810105583 EP19810105583 EP 19810105583 EP 81105583 A EP81105583 A EP 81105583A EP 0048321 B1 EP0048321 B1 EP 0048321B1
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EP
European Patent Office
Prior art keywords
crankshaft
rotation
combustion engine
gear wheel
intermediate gear
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.)
Expired
Application number
EP19810105583
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German (de)
French (fr)
Other versions
EP0048321A2 (en
EP0048321A3 (en
Inventor
Ernst Pfleiderer
Fritz Wöhrle
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MAN AG
Original Assignee
MAN Maschinenfabrik Augsburg Nuernberg AG
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Publication date
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Publication of EP0048321A2 publication Critical patent/EP0048321A2/en
Publication of EP0048321A3 publication Critical patent/EP0048321A3/en
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Publication of EP0048321B1 publication Critical patent/EP0048321B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/02—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for reversing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines

Definitions

  • the invention relates to multi-cylinder, valve-controlled reciprocating internal combustion engines, a first according to the preamble of claim 1, a second according to the preamble of claim 2 and a third according to the preamble of claim 3.
  • the control drive usually consists of a drive wheel attached to the crankshaft, to which two non-intermeshing idler gears are coupled, each of which with underlying camshafts directly or with overhead camshafts via an intermediate gear train with a drive wheel seated on a camshaft.
  • both camshafts always rotate in the same direction.
  • the cam geometry on both camshafts is different.
  • a certain crankshaft (main) direction of rotation is thus assigned to two different camshafts.
  • control drive of this engine is formed by a gear through which the two camshafts are driven in opposite directions.
  • this known engine could give an indication that this principle, which is only claimed for two-cylinder V-engines, could also be applied to other engines having more cylinders.
  • valve-controlled internal combustion engines which operate according to ignition sequences customary in engine construction and have crankshafts, the inertial forces of which are largely balanced due to the corresponding symmetrical arrangement of their crankings.
  • These can be valve-controlled 2-stroke reciprocating piston internal combustion engines or - as shown in the drawing - 4-stroke reciprocating piston internal combustion engines, which can also be designed to be non-reversible as well as reversible.
  • camshafts are required to control the gas exchange valves and fuel delivery or injection pumps and, if necessary, further machine units whose cams are angularly offset from one another according to a selected firing sequence and according to the position of the machine elements to be controlled by them - such as tappets or rocker arms for the Actuation of the gas exchange valves and pump pistons - are spatially spaced apart.
  • the cams themselves have an asymmetrical drain geometry. For reasons of clarity, however, only the cam arrangement for a control function, namely that for the control of the fuel delivery or injection pumps, is shown in FIGS. 1, 3, 7, 10, 13 and 15.
  • the associated internal combustion engine can have any construction within its generic type.
  • FIGS. 1 and 3 The arrangement according to FIGS. 1 and 3 is assigned to the following genus of internal combustion engines, namely a multi-cylinder valve-controlled reciprocating piston internal combustion engine with a V-arrangement of its cylinders and an even number of cylinders per row of cylinders.
  • An arrangement for a 16-cylinder internal combustion engine is shown, in which a camshaft is assigned to each row of cylinders. 1 and 3, the camshaft assigned to the left row of cylinders is designated 9 and the camshaft assigned to the right row of cylinders is designated 10.
  • Numbers 1 to 8 encircled in circles are assigned to the cams on a camshaft 9 and 10, respectively, which are angularly offset one behind the other and are each assigned to a cylinder and, with respect to this, perform the same control function, for example the control of the fuel feed pumps.
  • cams 1 to 8 are arranged on camshafts 9 and 10 according to the regularities of an ignition sequence 1-3-5-7-8-6-4-2. The resulting angular misalignment of the cams 2 to 8 with respect to the cam 1 is marked in FIGS.
  • crankshaft of the internal combustion engine is designated by 12, from which the two camshafts 9 and 10 can be driven at half the speed via a control drive 13, which is indicated by dash-dotted lines in FIGS. 1 and 3.
  • the eight crankings of crankshaft 12 are also in circles for the sake of clarity the numbers 1 to 8 are assigned.
  • the cranking sequence can be seen from the drawing; it follows the laws of the firing sequence 1-3-5-7-8-6-4-2 already described with reference to camshaft 9.
  • the cam arrangement on the camshaft 10 of the second row of cylinders is now identical to the cam arrangement on the camshaft 9 of the first row of cylinders in the aforementioned type of internal combustion engine; furthermore, the camshaft 10 of the second row of cylinders is arranged on the internal combustion engine rotated longitudinally by 180 ° relative to that of the first row of cylinders; the latter can be seen from the drawing by the reversed position of the axial end regions of the two camshafts 9, 10, designated a and b; in addition, the control drive 13 is formed by a gearbox - see FIGS. 2, 4, 5 and 6 - through which the two camshafts 9 and 10 can be driven in opposite directions of rotation.
  • control drive 13 has an intermediate gear 14 which is variable in such a way that the directions of rotation of the two camshafts 9 and 10, which are predetermined on the cam arrangement side and on the ignition sequence side, are retained with each crankshaft direction of rotation - clockwise or counterclockwise rotation.
  • the intermediate gear 14 consists of two fixedly mounted on the internal combustion engine, intermeshing intermediate gears 16 and 17 and a third, variable intermediate gear 18.
  • variable variable intermediate gear 18 two different, spaced apart bearing points 19 and 20 are present on the internal combustion engine, in which one the intermediate wheel 18 is inserted, depending on the direction of rotation of the camshafts 9, 10 and the crankshaft direction of rotation specified on the ignition sequence side and the cam arrangement.
  • the locally variable intermediate wheel 18 is connected on the drive side to a drive wheel 21 seated on the crankshaft 12 and on the output side to one of the two intermediate wheels 16 and 17, respectively.
  • camshafts 9, 10 located below, which, as shown in FIGS. 2 and 4, act with their cams on tappets 22 and 23 for actuating machine parts, not shown in detail, the drive connection from the intermediate gear 14 to one each on a camshaft 9 or 10 fastened drive wheel 24 or 25 by direct engagement of these wheels 24 or 25 in one of the two fixed intermediate wheels 16 or 17.
  • the axial end regions, designated a and b, of both camshafts are of identical design in order to enable the drive wheels 24 and 25 to be attached to each of the camshafts 9 and 10 on both sides.
  • the gear connection from the crankshaft 12 to the camshaft 9 is based on the drive wheel 21 seated on the crankshaft 12 via the intermediate gear 18, the intermediate gear 17, the intermediate gear 16 to the drive gear 24 on the camshaft 9, and the drive connection to the camshaft 10 is based on the the crankshaft 12 seated drive wheel 21 via the intermediate wheel 18 and the intermediate wheel 17 to the drive wheel 25.
  • crankshaft 12 rotating in the opposite direction, as indicated by arrow 29, then this is the case, as in FIG. 3, taken into account in accordance with the invention in that the crankshaft 12 is installed in the internal combustion engine rotated longitudinally by 180 ° with respect to the installation position shown in FIG. 1.
  • the firing sequence 1-3-5-7-8-6-4-2 results again for its counterclockwise rotation.
  • the axial end regions 30 and 31 of the crankshaft 12 are of identical design.
  • crankshaft 12 has been taken into account in accordance with the invention in that the locally variable intermediate wheel 18 of the intermediate gear 14 for this If necessary, as shown in FIGS. 4 and 6, is stored in the bearing 19.
  • the crankshaft 12 runs counterclockwise, the drive connection from the drive wheel 21 to the camshaft 9 via the intermediate wheel 18 and the intermediate wheel 16 of the intermediate gear 14 to the drive wheel 24 on the camshaft 9, the drive connection to the camshaft 10, on the other hand, from the drive wheel 21 via the intermediate wheel 18, the intermediate wheel 16 and the intermediate gear 17 of the intermediate gear 14 to the drive gear 25 on the camshaft 10.
  • One or the other crankshaft direction of rotation is therefore taken into account in a simple manner.
  • FIG. 7 is a multi-cylinder valve-controlled series reciprocating piston internal combustion engine with an even-numbered cylinder number, eight in the case shown.
  • the representation in FIG. 7 differs from that in FIG. 1 only in the absence of the camshaft 10 and the associated branch of the control drive 13; otherwise the representation in FIG. 7 is the same as in FIG. 1; the same applies to the illustration in FIG. 10 compared to the illustration in FIG. 3.
  • the single camshaft is denoted by 32 and the crankshaft by 33.
  • the numbers 1 to 8 enclosed in circles are also assigned here to the cams on the camshaft 32 that serve a control function and to the eight crankings on the crankshaft 33.
  • crankshaft 33 is configured identically at its axial end regions, which are designated here as 34 and 35, in order to ensure that a drive wheel 36 (FIGS. 8, 9, 11, 12) to be fastened on both sides is possible.
  • the latter like a drive wheel 37 attached to the camshaft 32, is part of a control drive 38, shown in detail in FIGS. 8, 9, 11 and 12, for the control drive 38 driven here at half the crankshaft speed in FIGS. 7 and 10 Camshaft 32.
  • an intermediate gear 39 is connected between the two drive wheels 36 and 37 on the camshaft 32 and the crankshaft 33 as a further part of the control drive 38, which is variable in such a way that the firing sequence and the direction of rotation defined thereafter on the cam arrangement side the camshaft 32 is maintained with every crankshaft direction of rotation (clockwise or anti-clockwise rotation).
  • the intermediate gear 39 has a stationary intermediate gear 40, which is geared to the drive wheel 37 fastened to the camshaft 32.
  • the gear wheel 40 is directly connected to the drive wheel 37 fastened to the camshaft 32.
  • FIGS. 8 and 11 In the case of an in-line internal combustion engine with overhead camshaft 32, as shown in FIGS.
  • the gear connection from the gear wheel 40 to the drive wheel 37 fastened to the camshaft 32 is established via a gear train 41 symbolized by a dash-dotted line.
  • the camshaft 32 shown in FIGS. 7 and 10 is designed for clockwise rotation, which is symbolized by an arrow 42, and has a cam arrangement which, like the camshaft 9 shown in FIG. 1, complies with the laws of an ignition sequence 1-3-5- 7-8-6-4-2 follows.
  • the crankshaft 33 is clockwise, which is symbolized by an arrow 43 indicating the direction of rotation. Because of this cam arrangement, camshaft rotation direction and speed, as well as the crankshaft rotation direction - clockwise rotation - the crank sequence 33 shown in FIG.
  • crankshaft 33 is installed in the internal combustion engine pivoted longitudinally by 180 ° relative to the position shown in FIG. 7. This pivoting of the crankshaft 33 by 180 ° results in a position of the crankings which also follows the firing sequence 1-3-5-7-8-6-4-2 specified on the camshaft side when the crankshaft 33 runs counterclockwise.
  • control drive 38 is converted, in such a way - see FIGS. 11 and 12 - that the intermediate gear 44 is mounted in the bearing 47 in this case, so that the drive connection from the drive gear 36 fastened to the crankshaft 33 to the drive gear 37 on the camshaft 32 in 11 only via two intermediate wheels, namely the intermediate wheel 44 and the gear wheel 40, in the case according to FIG. 12 it is additionally produced via the intermediate gear train.
  • the intermediate gear 45 is not required in this case; the associated bearing bore 48, like the bearing point 46, is therefore not occupied during operation of the internal combustion engine.
  • FIGS. 13 to 16 are assigned to a multi-cylinder valve-controlled reciprocating piston internal combustion engine with a V arrangement of its cylinders and an odd number of cylinders - here seven - per cylinder row.
  • the camshaft assigned to the left row of cylinders is designated by 50
  • the camshaft assigned to the right row of cylinders by 51 is designated 52 here.
  • Both camshafts 50, 51 can be driven from the crankshaft 52 at half speed via a control drive 53 symbolized by dash-dotted lines.
  • 13 to 16 are the in Circles framed numbers 1 to 7 assigned the individual cams of each camshaft 50 and 51 for a control function and the crankings of crankshaft 52.
  • the control drive is also formed in this type of internal combustion engine by a gear, through which the two camshafts 50 and 51 with the opposite direction of rotation “right” of the camshaft 50 are indicated by an arrow 54, the direction of rotation “left” of the camshaft 51 by an arrow 55.
  • the crankshaft 52 is clockwise in the exemplary embodiment according to FIGS. 13 and 14, which is indicated by an arrow 56.
  • crankshaft crankings and cams are arranged such that they are angularly offset with respect to one another on the crankshaft 52 or the two camshafts 50 and 51 in such a way that an ignition sequence 1-2-4-6-7-5 when the crankshaft 52 rotates to the right -3 is given - the latter can be clearly seen from FIG. 14 -.
  • the cams 1 to 7 located on the camshaft 51 of the second row of cylinders are arranged at the same distance and in the same mutual angular assignment as those cams 1 to 7 on the camshaft 50 of the first row of cylinders, but are arranged opposite to them in the opposite direction.
  • both camshafts 50 and 51 are in a first installation position of a first crankshaft direction of rotation and a first firing sequence - as shown in FIGS. 13, 14 - and in a second installation position - see FIGS. 15, 16 - in which both are 180 in length ° rotated and interchanged, assigned to the opposite direction of crankshaft rotation; the opposite direction of rotation of the crankshaft compared to FIGS. 13 and 14, namely its counterclockwise rotation, is indicated in FIGS. 15 and 16 with an arrow 57 indicating the direction of rotation. Due to this opposite direction of rotation of the crankshaft 52 compared to the arrangement according to FIG.
  • both camshafts 50 and 51 are designed identically on their front and rear axial end regions, designated a or b or c or d, for attachment of a drive wheel on both sides.
  • control drive 53 has, according to the invention, an intermediate gear which is variable in such a way that the counter-rotation of the two camshafts 50 and 51 and their directions of rotation predetermined on the ignition sequence side and on the cam arrangement side are retained with each crankshaft direction of rotation.
  • the control drive 53 with the intermediate gear according to the invention in the internal combustion engine type on which FIGS. 13 and 15 are based is the same as that which is assigned to the type on which FIGS. 1 and 3 are based.
  • 13 with a right-handed crankshaft 52 is thus assigned a control drive with the position of its individual wheels, as shown in FIG. 2 or 5.
  • 15 with a counterclockwise crankshaft 52 is associated with a control drive as shown in FIG. 4 or 6. What has been said about the control drive 13 with reference to FIGS. 2, 4, 5 and 6 in connection with FIGS. 1 and 3 therefore also applies in full to the control drive 53, so that to avoid repetition reference is made to the relevant parts of the description.
  • the control drive 13 or 38 or 53 is preferably arranged on the clutch side of the respectively assigned type of internal combustion engine; However, it can of course also be attached on the opposite side of the coupling.
  • the variable-position intermediate gear 18 (FIGS. 2, 4, 5, 6) or 44 (FIGS. 8, 9, 11, 12) of the intermediate gear according to the invention has two toothings with different pitch circle diameters, the toothing with the larger pitch circle diameter being 18/1 or 44/1 and the toothing with the smaller pitch circle diameter is designated with 18/2 or 44/2.
  • the gear 18 or 44 with its toothing 18/2 or 44/2 that is, the one with the smaller pitch circle diameter, with the secondary intermediate gear of the intermediate gear, with its toothing 18/1 or 44/1, on the other hand, is always with the toothing of the drive wheel 21 or 36 fastened on the crankshaft.
  • the gear ratios of these intermeshing wheels are determined such that the gear wheels 16, 17, 24 and 25 in the control drive 13 according to FIGS. 2, 6, and also the wheels of the gear trains in the control drive 13 according to FIGS. 5 and 6 26 and 27 are interchangeable.
  • each camshaft can be determined independently of the direction of rotation of the crankshaft. This enables an optimal design of the cams in terms of their run-off geometry and an optimal adaptation to the structural and load-related conditions of the machine elements to be controlled by them.
  • the free choice of the crankshaft direction of rotation brings an advantage for the engine manufacturer, since the latter can offer the customer of the machine the latter with a left or right-hand crankshaft, thus variable machine direction of rotation.
  • the camshafts rotate in the same direction in every direction of crankshaft rotation, they can also auxiliary units driven by the respective camshaft, such as pumps, must be the same for a right-hand or left-hand rotation machine. Further advantages are due to the enormous cost savings.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)

Description

Die Erfindung betrifft mehrzylindrige, ventilgesteuerte Hubkolben-Brennkraftmaschinen, eine erste entsprechend dem Oberbegriff des Anspruches 1, eine zweite entsprechend dem Oberbegriff des Anspruches 2 und eine dritte entsprechend dem Oberbegriff des Anspruches 3.The invention relates to multi-cylinder, valve-controlled reciprocating internal combustion engines, a first according to the preamble of claim 1, a second according to the preamble of claim 2 and a third according to the preamble of claim 3.

Bei mehrzylindrigen, umsteuerbaren oder nichtumsteuerbaren Hubkolben-Brennkraftmaschinen mit V-Anordnung ihrer Zylinder und geradzahliger oder ungeradzahliger Zylinderanzahl sowie einer Nockenwelle je Reihe besteht der Steuerungsantrieb üblicherweise aus einem an der Kurbelwelle befestigten Antriebsrad, an das zwei nicht miteinander kämmende Zwischenräder angekoppelt sind, von denen jedes bei untenliegenden Nokkenwellen direkt oder bei obenliegenden Nockenwellen über einen zwischengeschalteten Getriebezug mit einem auf einer Nockenwelle sitzenden Antriebsrad in Eingriff steht. Infolge dieser getrieblichen Verbindung drehen beide Nockenwellen immer im gleichen Drehsinn. Die Ablaufgeometrie der Nocken an beiden Nockenwellen ist unterschiedlich. Einer bestimmten Kurbelwellen-(Haupt-) Drehrichtung sind somit zwei verschiedene Nockenwellen zugeordnet. Wünscht jedoch beispielsweise der Motorenabnehmer eine entgegengesetzte Maschinenhauptdrehrichtung, mithin eine Maschine mit in entgegengesetzter (Haupt-) Richtung drehender Kurbelwelle, so ist dieser auch je Zylinderreihe eine andere Nockenwelle mit anderer Ablaufgeometrie der Nocken zuzuordnen. Um jeder gewünschten Kurbelwellen-(Haupt-) Drehrichtung Rechnung zu tragen, sind somit beim Motorenhersteller die Fertigung und Lagerhaltung von vier verschiedenen Nockenwellentypen erforderlich. Bei Reihenmaschinen mit geradzahliger Zylinderanzahl sind zwei verschiedene Nockenwellen erforderlich, um zwei möglichen Kurbelwellen- (Haupt-) Drehrichtungen Rechnung zu tragen. Von der Fertigungsseite, der Kostenseite und Logistik her gesehen ist der Aufwand im Bereich der Nockenwellen ersichtlicherweise somit enorm hoch.In multi-cylinder, reversible or non-reversible reciprocating internal combustion engines with V-arrangement of their cylinders and even or odd number of cylinders and one camshaft per row, the control drive usually consists of a drive wheel attached to the crankshaft, to which two non-intermeshing idler gears are coupled, each of which with underlying camshafts directly or with overhead camshafts via an intermediate gear train with a drive wheel seated on a camshaft. As a result of this gear connection, both camshafts always rotate in the same direction. The cam geometry on both camshafts is different. A certain crankshaft (main) direction of rotation is thus assigned to two different camshafts. However, if, for example, the engine purchaser wishes an opposite machine main direction of rotation, i.e. a machine with a crankshaft rotating in the opposite (main) direction, then another camshaft with a different outlet geometry of the cams must also be assigned to each cylinder row. In order to take account of any desired crankshaft (main) direction of rotation, the engine manufacturer therefore needs to manufacture and stock four different types of camshafts. In line machines with an even number of cylinders, two different camshafts are required to take account of two possible crankshaft (main) directions of rotation. From the manufacturing side, the cost side and logistics, the effort in the area of the camshafts is obviously enormously high.

Es ist daher Aufgabe der Erfindung, Brennkraftmaschinen der in den Oberbegriffen der Ansprüche 1 bis 3 angegebenen Art derart auszubilden, dass unabhängig von der Drehrichtung deren Kurbelwellen eine erheblich reduzierte Anzahl von Nockenwellentypen erforderlich ist.It is therefore an object of the invention to design internal combustion engines of the type specified in the preambles of claims 1 to 3 such that a significantly reduced number of camshaft types is required regardless of the direction of rotation of their crankshafts.

Diese Aufgabe ist bei Brennkraftmaschinen der in den Oberbegriffen der Ansprüche 1 bis 3 angegebenen Art durch die jeweils zugehörigen kennzeichnenden Merkmale gelöst. Vorteilhafte Ausgestaltungen dieser Lösungen sind in den Unteransprüchen beschrieben.This object is achieved in internal combustion engines of the type specified in the preambles of claims 1 to 3 by the respectively associated characteristic features. Advantageous embodiments of these solutions are described in the subclaims.

Es ist, bezugnehmend auf die Lösung gemäss Anspruch 1, zwar aus der US-A- 3738338 schon ein Zwei-Zylinder-Motor bekannt, bei dem beide Zylinder in V-Form und beide Zylinderköpfe insgesamt, das heisst einschliesslich der Gaswechselventile, der Kipphebel und der Nockenwelle, gleich ausgebildet sowie um 180° gegeneinander verdreht auf den beiden Zylindern angeordnet sind. Die Nokkenanordnung an der Nockenwelle des einen Zylinders ist mithin gleich der Nockenanordnung an der dem anderen Zylinder zugeordneten Nockenwelle; ausserdem ist mithin aufgrund dieses Prinzips auch die Nockenwelle des einen Zylinders gegenüber jener des anderen Zylinders der Länge nach um 180° gedreht an der Brennkraftmaschine angeordnet. Darüber hinaus ist der Steuerungsantrieb dieses Motors durch ein Getriebe gebildet, durch das die beiden Nockenwellen gegenläufig angetrieben sind. Es ist in der Beschreibung dieses bekannten Motors jedoch nichts zu finden, was einen Hinweis darauf geben könnte, dass dieses ausschliesslich für Zwei-Zylinder-V-Motoren beanspruchte Prinzip auch bei anderen mehr Zylinder aufweisenden Motoren anzuwenden wäre. Ausserdem fehlt jeglicher Hinweis auf eine entsprechende Aufgabenstellung und deren Realisierung.It is, with reference to the solution according to claim 1, already known from US-A-3738338 a two-cylinder engine in which both cylinders in V-shape and both cylinder heads as a whole, that is to say including the gas exchange valves, the rocker arms and the camshaft, the same design and rotated by 180 ° against each other are arranged on the two cylinders. The cam arrangement on the camshaft of one cylinder is therefore the same as the cam arrangement on the camshaft assigned to the other cylinder; in addition, on the basis of this principle, the camshaft of one cylinder is therefore arranged on the internal combustion engine rotated longitudinally by 180 ° relative to that of the other cylinder. In addition, the control drive of this engine is formed by a gear through which the two camshafts are driven in opposite directions. However, there is nothing to be found in the description of this known engine which could give an indication that this principle, which is only claimed for two-cylinder V-engines, could also be applied to other engines having more cylinders. In addition, there is no reference to a corresponding task and its implementation.

Nachstehend sind mehrere Ausführungsbeispiele der Erfindung sowie deren Vorteile anhand der Zeichnung näher beschrieben. In der Zeichnung zeigen:

  • Fig. 1 in stark schematisierter Darstellung die erfindungsgemässe Nockenwellenanordnung einer 16-zylindrigen V-Hubkolben-Brennkraftmaschine mit rechtsdrehender Kurbelwelle;
  • Fig. 2 in schematischer Darstellung einen Steuerungsantrieb nach der Erfindung für die Nockenwellenanordnung und Kurbelwellendrehrichtung gemäss Fig. 1 und 13 bei untenliegenden Nockenwellen;
  • Fig. 3 die Nockenwellenanordnung der Brennkraftmaschine gemäss Fig. 1 bei linksdrehender Kurbelwelle;
  • Fig. 4 in schematischer Darstellung einen Steuerungsantrieb nach der Erfindung für die Nockenwellenanordnung und Kurbelwellendrehrichtung gemäss Fig. 3 und 15 bei untenliegenden Nockenwellen;
  • Fig. 5 in schematischer Darstellung den erfindungsgemässen Steuerungsantrieb für die Nokkenwellenanordnung und Kurbelwellendrehrichtung gemäss Fig. 1 und 13 für den Fall obenliegender Nockenwellen;
  • Fig. 6 in schematischer Darstellung den erfindungsgemässen Steuerungsantrieb für die Nokkenwellenanordnung und Kurbelwellendrehrichtung gemäss Fig. 3 und 15 für den Fall obenliegender Nockenwellen;
  • Fig. 7 in stark schematischer Darstellung die erfindungsgemässe Nockenwellenanordnung einer 8-zylindrigen Reihen-Hubkolben-Brennkraftmaschine mit rechtsdrehender Kurbelwelle;
  • Fig. 8 in schematischer Darstellung den erfindungsgemässen Steuerungsantrieb für die Nokkenwellenanordnung und Kurbelwellendrehrichtung gemäss Fig. 7 bei untenliegender Nockenwelle;
  • Fig. 9 in schematischer Darstellung den erfindungsgemässen Steuerungsantrieb für die Nokkenwellenanordnung und Kurbelwellendrehrichtung gemäss Fig. 7 für den Fall einer obenliegenden Nockenwelle;
  • Fig. 10 die Nockenwellenanordnung der Brennkraftmaschine gemäss Fig. 7 mit linksdrehender Kurbelwelle;
  • Fig. 11 in schematischer Darstellung den erfindungsgemässen Steuerungsantrieb für die Nokkenwellenanordnung und Kurbelwellendrehrichtung gemäss Fig. 10 bei untenliegender Nockenwelle;
  • Fig. 12 in schematischer Darstellung den erfindungsgemässen Steuerungsantrieb für die Nokkenwellenanordnung und Kurbelwellendrehrichtung gemäss Fig. 10 für den Fall einer obenliegenden Nockenwelle;
  • Fig. 13 in stark schematischer Darstellung die erfindungsgemässe Nockenwellenanordnung einer 14-zylindrigen V-Hubkolben-Brennkraftmaschine bei rechtsdrehender Kurbelwelle;
  • Fig. 14 in schematischer Darstellung die winkelmässigen Lagen der Nocken der Nockenwellen und der Kröpfungen der Kurbelwelle der Brennkraftmaschine nach Fig. 13;
  • Fig. 15 die Nockenwellenanordnung der Brennkraftmaschine gemäss Fig. 13 bei linksdrehender Kurbelwelle;
  • Fig. 16 in schematischer Darstellung die winkelmässigen Lagen der Nocken der Nockenwellen und der Kröpfungen der Kurbelwelle der Anordnung gemäss Fig. 15.
Several exemplary embodiments of the invention and their advantages are described in more detail below with reference to the drawing. The drawing shows:
  • 1 shows a highly schematic representation of the camshaft arrangement according to the invention of a 16-cylinder V-reciprocating piston internal combustion engine with a clockwise rotating crankshaft;
  • 2 shows a schematic representation of a control drive according to the invention for the camshaft arrangement and crankshaft rotation direction according to FIGS. 1 and 13 with the camshafts located below;
  • 3 shows the camshaft arrangement of the internal combustion engine according to FIG. 1 with the crankshaft rotating to the left;
  • 4 shows a schematic representation of a control drive according to the invention for the camshaft arrangement and crankshaft direction of rotation according to FIGS. 3 and 15 with camshafts located below;
  • 5 shows a schematic representation of the control drive according to the invention for the camshaft arrangement and crankshaft direction of rotation according to FIGS. 1 and 13 for the case of overhead camshafts;
  • 6 shows a schematic representation of the control drive according to the invention for the camshaft arrangement and crankshaft direction of rotation according to FIGS. 3 and 15 for the case of overhead camshafts;
  • 7 shows a highly schematic illustration of the camshaft arrangement according to the invention of an 8-cylinder in-line reciprocating piston internal combustion engine with a clockwise rotating crankshaft;
  • 8 shows a schematic representation of the control drive according to the invention for the camshaft arrangement and crankshaft direction of rotation according to FIG. 7 with the camshaft underneath;
  • 9 shows a schematic representation of the control drive according to the invention for the camshaft arrangement and crankshaft direction of rotation according to FIG. 7 for the case of an overhead camshaft;
  • 10 shows the camshaft arrangement of the internal combustion engine according to FIG. 7 with the crankshaft rotating to the left;
  • 11 shows a schematic representation of the control drive according to the invention for the camshaft arrangement and crankshaft direction of rotation according to FIG. 10 with the camshaft located below;
  • 12 shows a schematic representation of the control drive according to the invention for the camshaft arrangement and crankshaft rotation direction according to FIG. 10 for the case of an overhead camshaft;
  • 13 shows a highly schematic illustration of the camshaft arrangement according to the invention of a 14-cylinder V-reciprocating piston internal combustion engine with a clockwise rotating crankshaft;
  • 14 shows a schematic illustration of the angular positions of the cams of the camshafts and the crankings of the crankshaft of the internal combustion engine according to FIG. 13;
  • 15 shows the camshaft arrangement of the internal combustion engine according to FIG. 13 with the crankshaft rotating to the left;
  • 16 shows a schematic illustration of the angular positions of the cams of the camshafts and the crankings of the crankshaft of the arrangement according to FIG. 15.

Den Darstellungen in den Fig. 1, 3, 7, 10, 13 und 15 sind ventilgesteuerte Brennkraftmaschinen zugeordnet, die nach im Motorenbau üblichen Zündfolgen arbeiten und Kurbelwellen besitzen, deren Massenkräfte infolge entsprechender symmetrischer Anordnung ihrer Kröpfungen weitestgehend ausgeglichen sind. Dabei kann es sich um ventilgesteuerte 2-Takt-Hubkolben-Brennkraftmaschinen oder - wie in der Zeichnung gezeigt - um 4-Takt-Hubkoiben-Brennkraftmaschinen handeln, die ausserdem sowohl nicht umsteuerbar als auch umsteuerbar ausgebildet sein können. Bei ventilgesteuerten Hubkolben-Brennkraftmaschinen sind Nockenwellen zur Steuerung der Gaswechselventile und Brennstofförder- bzw. -einspritzpumpen und gegebenenfalls weitere Maschinenaggregate erforderlich, deren Nocken nach einer gewählten Zündfolge gegeneinander winkelmässig versetzt und entsprechend der Lage der von ihnen zu steuernden Maschinenelemente - wie Stössel oder Kipphebel für die Betätigung der Gaswechselventile und Pumpenkolben - räumlich voneinander beabstandet sind. Die Nocken selbst besitzen eine unsymmetrische Ablaufgeometrie. Aus Gründen der Übersichtlichkeit ist jedoch in den Fig. 1, 3, 7, 10, 13 und 15 jeweils nur die Nockenanordnung für eine Steuerfunktion, nämlich jene für die Steuerung der Brennstofförder- bzw. -einspritzpumpen, dargestellt.1, 3, 7, 10, 13 and 15 are associated with valve-controlled internal combustion engines which operate according to ignition sequences customary in engine construction and have crankshafts, the inertial forces of which are largely balanced due to the corresponding symmetrical arrangement of their crankings. These can be valve-controlled 2-stroke reciprocating piston internal combustion engines or - as shown in the drawing - 4-stroke reciprocating piston internal combustion engines, which can also be designed to be non-reversible as well as reversible. In valve-controlled reciprocating internal combustion engines, camshafts are required to control the gas exchange valves and fuel delivery or injection pumps and, if necessary, further machine units whose cams are angularly offset from one another according to a selected firing sequence and according to the position of the machine elements to be controlled by them - such as tappets or rocker arms for the Actuation of the gas exchange valves and pump pistons - are spatially spaced apart. The cams themselves have an asymmetrical drain geometry. For reasons of clarity, however, only the cam arrangement for a control function, namely that for the control of the fuel delivery or injection pumps, is shown in FIGS. 1, 3, 7, 10, 13 and 15.

Als Beispiele seien für eine mehrzylindrige Hubkolben-Brennkraftmaschine mit Reihen- oder V-Anordnung ihrer Zylinder und 8 Zylindern je Reihe

  • - mithin einer 16-zylindrigen V-Brennkraftmaschine oder 8-zylindrigen Reihen-Brennkraftmaschine
  • - folgende im Motorenbau übliche und bei Realisierung der Erfindung bei diesen Brennkraftmaschinengattungen anwendbare Zündfolgen genannt: a) 1-2-4-6-8-7-5-3
    • b) 1-3-2-4-8-6-7-5
    • c) 1-3-5-2-8-6-4-7
    • d) 1-3-5-7-8-6-4-2
    • e) 1-3-7-5-8-6-2-4
    • f) 1-4-6-2-8-5-3-7
    • g) 1-4-7-3-8-5-2-6
    • h) 1-5-7-3-8-4-2-6
    • i) 1-5-7-6-8-4-2-3
    • j) 1-6-2-4-8-3-7-5
    • k) 1-6-2-5-8-3-7-4
    • 1) 1-6-4-2-8-3-5-7
    • m) 1-7-3-5-8-2-6-4
    • n) 1-7-4-6-8-2-5-3
    • o) 1-7-5-3-8-2-4-6
Examples are a multi-cylinder reciprocating piston internal combustion engine with a row or V arrangement of its cylinders and 8 cylinders per row
  • - hence a 16-cylinder V-internal combustion engine or 8-cylinder in-line internal combustion engine
  • - The following ignition sequences, which are common in engine construction and can be used when realizing the invention in these types of internal combustion engines: a) 1-2-4-6-8-7-5-3
    • b) 1-3-2-4-8-6-7-5
    • c) 1-3-5-2-8-6-4-7
    • d) 1-3-5-7-8-6-4-2
    • e) 1-3-7-5-8-6-2-4
    • f) 1-4-6-2-8-5-3-7
    • g) 1-4-7-3-8-5-2-6
    • h) 1-5-7-3-8-4-2-6
    • i) 1-5-7-6-8-4-2-3
    • j) 1-6-2-4-8-3-7-5
    • k) 1-6-2-5-8-3-7-4
    • 1) 1-6-4-2-8-3-5-7
    • m) 1-7-3-5-8-2-6-4
    • n) 1-7-4-6-8-2-5-3
    • o) 1-7-5-3-8-2-4-6

Im übrigen sei darauf hingewiesen, dass über die erfindungsgemässe Ausbildung und Anordnung der Nockenwellen, des Steuerungsantriebs sowie der Kurbelwellen hinaus die zugehörige Brennkraftmaschine innerhalb ihrer gattungsgemässen Art eine beliebige Konstruktion aufweisen kann.In addition, it should be pointed out that in addition to the design and arrangement of the camshafts, the control drive and the crankshafts according to the invention, the associated internal combustion engine can have any construction within its generic type.

Nachstehend ist im einzelnen näher zu den gezeigten Ausführungsbeispielen Stellung genommen.The following takes a closer look at the exemplary embodiments shown.

Die Anordnung gemäss Fig. 1 und 3 ist folgender Gattung von Brennkraftmaschinen zugeordnet, nämlich einer mehrzylindrigen ventilgesteuerten Hubkolben-Brennkraftmaschine mit V-Anordnung ihrer Zylinder und geradzahliger Zylinderzahl je Zylinderreihe. Gezeigt ist eine Anordnung für eine 16-zylindrige Brennkraftmaschine, bei der jeder Zylinderreihe eine Nockenwelle zugeordnet ist. In den Fig. 1 und 3 ist die der linken Zylinderreihe zugeordnete Nockenwelle mit 9 und die der rechten Zylinderreihe zugeordnete Nokkenwelle mit 10 bezeichnet. Die in Kreisen eingefassten Ziffern 1 bis 8 sind den Nocken an jeweils einer Nockenwelle 9 bzw. 10 zugeordnet, die an dieser jeweils hintereinander winkelmässig versetzt angeordnet und jeweils einem Zylinder zugeordnet sind sowie bezüglich diesem die gleiche Steuerfunktion, beispielsweise die Steuerung der Brennstofförderpumpen erfüllen. Hinsichtlich der Anordnung der anderen, nicht dargestellten Nokken für die weiteren Steuerfunktionen verweisen wir auf die Ausführungen eingangs der Beschreibung. Die Nocken 1 bis 8 sind beim Ausführungsbeispiel gemäss den Fig. 1 und 3 nach den Gesetzmässigkeiten einer Zündfolge 1-3-5-7-8-6-4-2 an der Nockenwelle 9 bzw. 10 angeordnet. Der hieraus resultierende winkelmässige Versatz der Nokken 2 bis 8 gegenüber der Nocke 1 ist in den Fig. 1 und 3, bezogen auf die durch einen Pfeil 11 markierte Drehrichtung der Nockenwelle 9, durch Hilfslinien und kreisbogenförmige, den Versatzwinkel einschliessende Pfeile markiert. Mit 12 ist die Kurbelwelle der Brennkraftmaschine bezeichnet, von der aus die beiden Nockenwellen 9 und 10 über einen Steuerungsantrieb 13, der in den Fig. 1 und 3 durch strichpunktierte Linien angedeutet ist, mit halber Geschwindigkeit antreibbar sind. Den acht Kröpfungen der Kurbelwelle 12 sind der Übersichtlichkeit halber ebenfalls in Kreisen eingefasst die Ziffern 1 bis 8 zugewiesen. Die Kröpfungsfolge ist aus der Zeichnung ersichtlich; sie folgt den Gesetzmässigkeiten der bereits anhand der Nockenwelle 9 beschriebenen Zündfolge 1-3-5-7-8-6-4-2.The arrangement according to FIGS. 1 and 3 is assigned to the following genus of internal combustion engines, namely a multi-cylinder valve-controlled reciprocating piston internal combustion engine with a V-arrangement of its cylinders and an even number of cylinders per row of cylinders. An arrangement for a 16-cylinder internal combustion engine is shown, in which a camshaft is assigned to each row of cylinders. 1 and 3, the camshaft assigned to the left row of cylinders is designated 9 and the camshaft assigned to the right row of cylinders is designated 10. Numbers 1 to 8 encircled in circles are assigned to the cams on a camshaft 9 and 10, respectively, which are angularly offset one behind the other and are each assigned to a cylinder and, with respect to this, perform the same control function, for example the control of the fuel feed pumps. With regard to the arrangement of the other cams, not shown, for the further control functions, we refer to the explanations at the beginning of the description. In the exemplary embodiment according to FIGS. 1 and 3, cams 1 to 8 are arranged on camshafts 9 and 10 according to the regularities of an ignition sequence 1-3-5-7-8-6-4-2. The resulting angular misalignment of the cams 2 to 8 with respect to the cam 1 is marked in FIGS. 1 and 3, with reference to the direction of rotation of the camshaft 9 marked by an arrow 11, by auxiliary lines and circular arrows which include the offset angle. The crankshaft of the internal combustion engine is designated by 12, from which the two camshafts 9 and 10 can be driven at half the speed via a control drive 13, which is indicated by dash-dotted lines in FIGS. 1 and 3. The eight crankings of crankshaft 12 are also in circles for the sake of clarity the numbers 1 to 8 are assigned. The cranking sequence can be seen from the drawing; it follows the laws of the firing sequence 1-3-5-7-8-6-4-2 already described with reference to camshaft 9.

Erfindungsgemäss ist nun bei der besagten Gattung von Brennkraftmaschinen die Nockenanordnung an der Nockenwelle 10 der zweiten Zylinderreihe identisch mit der Nockenanordnung an der Nockenwelle 9 der ersten Zylinderreihe; ferner ist die Nockenwelle 10 der zweiten Zylinderreihe gegenüber jener 9 der ersten Zylinderreihe der Länge nach um 180° gedreht an der Brennkraftmaschine angeordnet; letzteres ist aus der Zeichnung durch die vertauschte Lage der mit a und b bezeichneten axialen Endbereiche der beiden Nokkenwellen 9, 10 ersichtlich; ausserdem ist der Steuerungsantrieb 13 durch ein Getriebe gebildet - siehe Fig. 2, 4, 5 und 6 - durch das die beiden Nockenwellen 9 und 10 mit gegenläufiger Drehrichtung antreibbar sind. Die gegenüber der durch den Pfeil 11 angedeuteten Drehrichtung der Nokkenwelle 9 gegenläufige Drehrichtung der Nokkenwelle 10 ist durch einen Pfeil 15 markiert. Darüber hinaus weist der Steuerungsantrieb 13 erfindungsgemäss ein Zwischengetriebe 14 auf, das derart variabel ist, dass die nockenanordnungsseitig und zündfolgeseitig vorgegebenen Drehrichtungen der beiden Nockenwellen 9 und 10 bei jeder Kurbelwellendrehrichtung - Rechts- oder Linkslauf - erhalten bleiben. Das Zwischengetriebe 14 besteht dabei aus zwei ortsfest an der Brennkraftmaschine gelagerten, miteinander in Eingriff stehenden Zwischenrädern 16 und 17 sowie einem dritten, ortsvariablen Zwischenrad 18. Für das ortsvariable Zwischenrad 18 sind zwei verschiedene, räumlich voneinander beabstandete Lagerstellen 19 und 20 an der Brennkraftmaschine vorhanden, in welch einer derselben das Zwischenrad 18 je nach zündfolgeseitig und nokkenanordnungsseitig vorgegebener Drehrichtung der Nockenwellen 9, 10 und der Kurbelwellendrehrichtung eingesetzt ist. Das ortsvariable Zwischenrad 18 steht dabei antriebsseitig mit einem auf der Kurbelwelle 12 sitzenden Antriebsrad 21 und abtriebsseitig mit einem der beiden Zwischenräder 16 bzw. 17 in Verbindung.According to the invention, the cam arrangement on the camshaft 10 of the second row of cylinders is now identical to the cam arrangement on the camshaft 9 of the first row of cylinders in the aforementioned type of internal combustion engine; furthermore, the camshaft 10 of the second row of cylinders is arranged on the internal combustion engine rotated longitudinally by 180 ° relative to that of the first row of cylinders; the latter can be seen from the drawing by the reversed position of the axial end regions of the two camshafts 9, 10, designated a and b; in addition, the control drive 13 is formed by a gearbox - see FIGS. 2, 4, 5 and 6 - through which the two camshafts 9 and 10 can be driven in opposite directions of rotation. The opposite direction of rotation of the camshaft 9 as indicated by the arrow 11 is marked by an arrow 15. In addition, the control drive 13 according to the invention has an intermediate gear 14 which is variable in such a way that the directions of rotation of the two camshafts 9 and 10, which are predetermined on the cam arrangement side and on the ignition sequence side, are retained with each crankshaft direction of rotation - clockwise or counterclockwise rotation. The intermediate gear 14 consists of two fixedly mounted on the internal combustion engine, intermeshing intermediate gears 16 and 17 and a third, variable intermediate gear 18. For the variable variable intermediate gear 18, two different, spaced apart bearing points 19 and 20 are present on the internal combustion engine, in which one the intermediate wheel 18 is inserted, depending on the direction of rotation of the camshafts 9, 10 and the crankshaft direction of rotation specified on the ignition sequence side and the cam arrangement. The locally variable intermediate wheel 18 is connected on the drive side to a drive wheel 21 seated on the crankshaft 12 and on the output side to one of the two intermediate wheels 16 and 17, respectively.

Im Falle untenliegender Nockenwellen 9, 10, die, wie in den Fig. 2 und 4 gezeigt, mit ihren Nocken auf Stössel 22 und 23 zur Betätigung im einzelnen nicht dargestellter Maschinenteile einwirken, ist die Antriebsverbindung vom Zwischengetriebe 14 zu je einem auf einer Nockenwelle 9 bzw. 10 befestigten Antriebsrad 24 bzw. 25 durch direkten Eingriff dieser Räder 24 bzw. 25 in eines der beiden ortsfesten Zwischenräder 16 bzw. 17 hergestellt. Es sei an dieser Stelle darauf hingewiesen, dass die mit a und b bezeichneten axialen Endbereiche beider Nockenwellen gleich ausgebildet sind, um eine beidseitige Anbringung der Antriebsräder 24 bzw. 25 an jeder der Nockenwellen 9 bzw. 10 zu ermöglichen.In the case of camshafts 9, 10 located below, which, as shown in FIGS. 2 and 4, act with their cams on tappets 22 and 23 for actuating machine parts, not shown in detail, the drive connection from the intermediate gear 14 to one each on a camshaft 9 or 10 fastened drive wheel 24 or 25 by direct engagement of these wheels 24 or 25 in one of the two fixed intermediate wheels 16 or 17. At this point, it should be pointed out that the axial end regions, designated a and b, of both camshafts are of identical design in order to enable the drive wheels 24 and 25 to be attached to each of the camshafts 9 and 10 on both sides.

Im Falle obenliegender Nockenwellen 9 und 10 -wie in den Fig. 5 und 6 gezeigt- ist zwischen das auf der Nockenwelle 9 befestigte Antriebsrad 24 und das Zwischenrad 16 sowie zwischen das auf der Nockenwelle 10 befestigte Antriebsrad 25 und das Zwischenrad 17 jeweils ein durch eine strichpunktierte Linie angedeuteter Getriebezug 26 bzw. 27 eingeschaltet.In the case of overhead camshafts 9 and 10 - as shown in FIGS. 5 and 6 - between the drive wheel 24 fastened on the camshaft 9 and the intermediate wheel 16 and between the drive wheel 25 fastened on the camshaft 10 and the intermediate wheel 17 each by one dash-dotted line indicated gear train 26 and 27 turned on.

Bei einer Nockenanordnung an den Nockenwellen 9 und 10 wie in Fig. 1 gezeigt und der hierdurch zündfolgeseitig vorgegebenen Nockenwellendrehrichtung - Nockenwelle 9 rechtsdrehend gemäss Pfeil 11, Nockenwelle 10 linksdrehend gemäss Pfeil 15 - und einer, wie durch Pfeil 28 angedeutet, rechtsdrehenden Kurbelwelle 12, ist das Zwischenrad 18 des Zwischengetriebes 14 - wie in den Fig. 2 und 5 gezeigt- in der Lagerstelle 20 gelagert. Die getriebliche Verbindung von der Kurbelwelle 12 zur Nockenwelle 9 ist dabei ausgehend vom auf der Kurbelwelle 12 sitzenden Antriebsrad 21 über das Zwischenrad 18, das Zwischenrad 17, das Zwischenrad 16 zum Antriebsrad 24 an der Nockenwelle 9, die Antriebsverbindung zur Nockenwelle 10 dagegen ausgehend vom auf der Kurbelwelle 12 sitzenden Antriebsrad 21 über das Zwischenrad 18 und das Zwischenrad 17 zum Antriebsrad 25 hergestellt.In the case of a cam arrangement on the camshafts 9 and 10 as shown in FIG. 1 and the camshaft direction of rotation predetermined thereby on the ignition side - camshaft 9 clockwise according to arrow 11, camshaft 10 counterclockwise according to arrow 15 - and, as indicated by arrow 28, clockwise crankshaft 12 the intermediate wheel 18 of the intermediate gear 14 - as shown in FIGS. 2 and 5 - stored in the bearing 20. The gear connection from the crankshaft 12 to the camshaft 9 is based on the drive wheel 21 seated on the crankshaft 12 via the intermediate gear 18, the intermediate gear 17, the intermediate gear 16 to the drive gear 24 on the camshaft 9, and the drive connection to the camshaft 10 is based on the the crankshaft 12 seated drive wheel 21 via the intermediate wheel 18 and the intermediate wheel 17 to the drive wheel 25.

Wenn nun bei gleicher Nockenwellenanordnung sowie gleicher Drehrichtung der Nockenwellen 9 und 10, wie in Fig. 1 gezeigt, die Brennkraftmaschine eine in entgegengesetzter Richtung, mithin wie durch Pfeil 29 angedeutet, linksdrehende Kurbelwelle 12 besitzen soll, so ist diesem Fall, wie in Fig. 3 gezeigt, erfindungsgemäss dadurch Rechnung getragen, dass die Kurbelwelle 12 gegenüber der in Fig. 1 gezeigten Einbaulage um 180° der Länge nach gedreht in der Brennkraftmaschine eingebaut ist. Durch das Schwenken der Kurbelwelle 12 um 180° ergibt sich für deren Linkslauf wieder die nockenwellenseitig vorgegebene Zündfolge 1-3-5-7-8-6-4-2. Um die Anbringung des Antriebsrades 21 an beiden Enden der Kurbelwelle 12 zu ermöglichen, sind die axialen Endbereiche 30 bzw. 31 der Kurbelwelle 12 gleich ausgebildet. Der gegenüber Fig. 1 entgegengesetzten Drehrichtung der Kurbelwelle 12 ist, wie in Fig. 3 gezeigt, um die gegenläufige und zündfolgeseitig vorgegebene Drehrichtung der beiden Nokkenwellen 9 und 10 zu erhalten, erfindungsgemäss dadurch Rechnung getragen, dass das ortsvariable Zwischenrad 18 des Zwischengetriebes 14 für diesen Bedarfsfall, wie in den Fig. 4 und 6 gezeigt, in der Lagerstelle 19 gelagert ist. Bei linkslaufender Kurbelwelle 12 ist somit die Antriebsverbindung von dessen Antriebsrad 21 zur Nokkenwelle 9 über das Zwischenrad 18 und das Zwischenrad 16 des Zwischengetriebes 14 zum Antriebsrad 24 an der Nockenwelle 9, die Antriebsverbindung zur Nockenwelle 10 dagegen vom Antriebsrad 21 über das Zwischenrad 18, das Zwischenrad 16 und das Zwischenrad 17 des Zwischengetriebes 14 zum Antriebsrad 25 an der Nokkenwelle 10 hergestellt. Der einen oder anderen Kurbelwellendrehrichtung ist daher in einfacher Weise Rechnung getragen.If, with the same camshaft arrangement and the same direction of rotation of the camshafts 9 and 10, as shown in FIG. 1, the internal combustion engine is to have a crankshaft 12 rotating in the opposite direction, as indicated by arrow 29, then this is the case, as in FIG. 3, taken into account in accordance with the invention in that the crankshaft 12 is installed in the internal combustion engine rotated longitudinally by 180 ° with respect to the installation position shown in FIG. 1. By pivoting the crankshaft 12 by 180 °, the firing sequence 1-3-5-7-8-6-4-2 results again for its counterclockwise rotation. In order to enable the drive wheel 21 to be attached to both ends of the crankshaft 12, the axial end regions 30 and 31 of the crankshaft 12 are of identical design. The opposite direction of rotation of the crankshaft 12, as shown in FIG. 3, in order to obtain the opposite and predetermined direction of rotation of the two camshafts 9 and 10, has been taken into account in accordance with the invention in that the locally variable intermediate wheel 18 of the intermediate gear 14 for this If necessary, as shown in FIGS. 4 and 6, is stored in the bearing 19. When the crankshaft 12 runs counterclockwise, the drive connection from the drive wheel 21 to the camshaft 9 via the intermediate wheel 18 and the intermediate wheel 16 of the intermediate gear 14 to the drive wheel 24 on the camshaft 9, the drive connection to the camshaft 10, on the other hand, from the drive wheel 21 via the intermediate wheel 18, the intermediate wheel 16 and the intermediate gear 17 of the intermediate gear 14 to the drive gear 25 on the camshaft 10. One or the other crankshaft direction of rotation is therefore taken into account in a simple manner.

Die Darstellung gemäss Fig. 7 ist einer mehrzylindrigen ventilgesteuerten Reihen-Hubkolben-Brennkraftmaschine mit geradzahliger Zylinderzahl, im gezeigten Falle acht, zugeordnet. Die Darstellung in Fig. 7 unterscheidet sich von jener in Fig. 1 lediglich durch das Fehlen der Nockenwelle 10 und des zugehörigen Zweiges des Steuerungsantriebes 13; ansonsten ist die Darstellung in Fig. 7 gleich wie in Fig. 1; entsprechendes gilt für die Darstellung in Fig. 10 gegenüber der Darstellung von Fig. 3. In den Fig. 7 bis 12 ist die einzige Nockenwelle mit 32 sowie die Kurbelwelle mit 33 bezeichnet. Die in Kreisen eingeschlossenen Ziffern 1 bis 8 sind auch hier den einer Steuerfunktion dienenden Nocken an der Nockenwelle 32 sowie den acht Kröpfungen an der Kurbelwelle 33 zugewiesen. Hinsichtlich der weiteren Nockenanordnungen für die anderen Steuerfunktionen gilt das eingangs der Beschreibung Gesagte entsprechend. Die Kurbelwelle 33 ist auch in diesem Fall an ihren hier mit 34 und 35 bezeichneten axialen Endbereichen gleich ausgebildet, um eine beidseitig mögliche Anbringung eines auf ihr zu befestigenden Antriebsrades 36 (Fig. 8, 9, 11, 12) zu gewährleisten. Letzteres ist ebenso wie ein an der Nockenwelle 32 befestigtes Antriebsrad 37 Teil eines in den Fig. 7 und 10 durch eine strichpunktierte Linie symbolisch, in den Fig. 8, 9, 11 und 12 im Detail gezeigten Steuerungsantriebes 38 für die hier mit halber Kurbelwellendrehzahl angetriebene Nockenwelle 32. Des weiteren ist zwischen die beiden Antriebsräder 36 und 37 an der Nokkenwelle 32 bzw. der Kurbelwelle 33 als weiteres Teil des Steuerungsantriebes 38 erfindungsgemäss ein Zwischengetriebe 39 eingeschaltet, das derart variabel ist, dass die Zündfolge und die danach ausgerichtete, nockenanordnungsseitig festgelegte Drehrichtung der Nockenwelle 32 bei jeder Kurbelwellendrehrichtung (Rechts- oder Linkslauf) erhalten bleibt. Das Zwischengetriebe 39 weist dabei ein ortsfest angeordnetes, getrieblich mit dem an der Nockenwelle 32 befestigten Antriebsrad 37 in Verbindung stehendes Zwischenrad 40 auf. Im Falle einer Reihenbrennkraftmaschine mit untenliegender Nockenwelle 32, wie in den Fig. 8 und 11 gezeigt, steht das Getrieberad 40 direkt mit dem an der Nockenwelle 32 befestigten Antriebsrad 37 in Verbindung. Im Falle einer Reihen-Brennkraftmaschine mit obenliegender Nockenwelle 32, wie in den Fig. 9 und 12 gezeigt, ist die getriebliche Verbindung vom Getrieberad 40 zum an der Nockenwelle 32 befestigten Antriebsrad 37 über einen durch eine strichpunktierte Linie symbolisierten Getriebezug 41 hergestellt. Die in den Fig. 7 und 10 gezeigte Nockenwelle 32 ist für Rechtslauf ausgebildet, was durch einen Drehrichtungspfeil 42 symbolisiert ist, und besitzt eine Nockenanordnung, die ebenso wie die in Fig. 1 dargestellte Nockenwelle 9 den Gesetzmässigkeiten einer Zündfolge 1-3-5-7-8-6-4-2 folgt. Bei der Anordnung gemäss Fig. 7 ist die Kurbelwelle 33 rechtsläufig, was durch einen Drehrichtungspfeil 43 symbolisiert ist. Aufgrund dieser zündfolgeseitig vorgegebenen Nockenanordnung, Nokkenwellendrehrichtung und -geschwindigkeit sowie der Kurbelwellendrehrichtung - Rechtslauf - ergibt sich die aus Fig. 7 ersichtliche Kröpfungsfolge an der Kurbelwelle 33. Um nun bei rechtsläufiger Kurbelwelle 33 einen Rechtslauf der Nockenwelle 32 zu gewährleisten, sind zwischen das an der Kurbelwelle 33 befestigte Antriebsrad 36 und das Getrieberad 40 als weitere Teile des erfindungsgemässen Zwischengetriebes 39 zwei weitere Zwischenräder 44 und 45 eingeschaltet. Für das Zwischenrad 44 sind am Gestell der Brennkraftmaschine zwei Lagerstellen 46 und 47 vorhanden, in denen es wahlweise zur Herstellung einer Verbindung mit dem Getrieberad 40 oder dem Zwischenrad 45 lagerbar ist. Bei dem Fall, der der Anordnung nach Fig. 7 mit rechtsdrehender Kurbelwelle 33 zugeordnet ist, nämlich wie in den Fig. 8 und 9 gezeigt, ist das Getrieberad 44 in der Lagerstelle 46 gelagert und steht einerseits mit dem an der Kurbelwelle 33 befestigten Antriebsrad 36 sowie andererseits mit dem zweiten Zwischenrad 45 in Antriebsverbindung. Das zweite Zwischenrad wiederum steht mit dem Getrieberad 40 in Antriebsverbindung und ist in einer Lagerstelle 48 am Gestell der Brennkraftmaschine gelagert.7 is a multi-cylinder valve-controlled series reciprocating piston internal combustion engine with an even-numbered cylinder number, eight in the case shown. The representation in FIG. 7 differs from that in FIG. 1 only in the absence of the camshaft 10 and the associated branch of the control drive 13; otherwise the representation in FIG. 7 is the same as in FIG. 1; the same applies to the illustration in FIG. 10 compared to the illustration in FIG. 3. In FIGS. 7 to 12, the single camshaft is denoted by 32 and the crankshaft by 33. The numbers 1 to 8 enclosed in circles are also assigned here to the cams on the camshaft 32 that serve a control function and to the eight crankings on the crankshaft 33. With regard to the further cam arrangements for the other control functions, what was said at the beginning of the description applies accordingly. In this case too, the crankshaft 33 is configured identically at its axial end regions, which are designated here as 34 and 35, in order to ensure that a drive wheel 36 (FIGS. 8, 9, 11, 12) to be fastened on both sides is possible. The latter, like a drive wheel 37 attached to the camshaft 32, is part of a control drive 38, shown in detail in FIGS. 8, 9, 11 and 12, for the control drive 38 driven here at half the crankshaft speed in FIGS. 7 and 10 Camshaft 32. Furthermore, an intermediate gear 39 is connected between the two drive wheels 36 and 37 on the camshaft 32 and the crankshaft 33 as a further part of the control drive 38, which is variable in such a way that the firing sequence and the direction of rotation defined thereafter on the cam arrangement side the camshaft 32 is maintained with every crankshaft direction of rotation (clockwise or anti-clockwise rotation). The intermediate gear 39 has a stationary intermediate gear 40, which is geared to the drive wheel 37 fastened to the camshaft 32. In the case of an in-line internal combustion engine with an underlying camshaft 32, as shown in FIGS. 8 and 11, the gear wheel 40 is directly connected to the drive wheel 37 fastened to the camshaft 32. In the case of an in-line internal combustion engine with overhead camshaft 32, as shown in FIGS. 9 and 12, the gear connection from the gear wheel 40 to the drive wheel 37 fastened to the camshaft 32 is established via a gear train 41 symbolized by a dash-dotted line. The camshaft 32 shown in FIGS. 7 and 10 is designed for clockwise rotation, which is symbolized by an arrow 42, and has a cam arrangement which, like the camshaft 9 shown in FIG. 1, complies with the laws of an ignition sequence 1-3-5- 7-8-6-4-2 follows. In the arrangement according to FIG. 7, the crankshaft 33 is clockwise, which is symbolized by an arrow 43 indicating the direction of rotation. Because of this cam arrangement, camshaft rotation direction and speed, as well as the crankshaft rotation direction - clockwise rotation - the crank sequence 33 shown in FIG. 7 results on the crankshaft 33 33 attached drive wheel 36 and the gear wheel 40 as further parts of the intermediate gear 39 according to the invention two further intermediate wheels 44 and 45 switched on. For the intermediate wheel 44, two bearing points 46 and 47 are provided on the frame of the internal combustion engine, in which it can be optionally supported for establishing a connection with the gear wheel 40 or the intermediate wheel 45. In the case that is assigned to the arrangement according to FIG. 7 with a clockwise rotating crankshaft 33, namely as shown in FIGS. 8 and 9, the gearwheel 44 is mounted in the bearing 46 and stands on the one hand with the drive wheel 36 attached to the crankshaft 33 and on the other hand with the second intermediate wheel 45 in drive connection. The second intermediate wheel in turn is in drive connection with the gear wheel 40 and is mounted in a bearing 48 on the frame of the internal combustion engine.

Um nun die gleiche Nockenwelle 32 wie bei Fig. 7 mit gleicher Drehrichtung auch bei linksdrehender Kurbelwelle - wie in Fig. 10 durch den Drehrichtungspfeil 49 symbolisiert - verwenden zu können, sind an der Brennkraftmaschine erfindungsgemäss folgende Massnahmen getroffen. Das Antriebsrad 36 ist am gegenüberliegenden Endbereich 35 der Kurbelwelle 33 befestigt. Ausserdem ist die Kurbelwelle 33 gegenüber der in Fig. 7 gezeigten Lage der Länge nach um 180° geschwenkt in der Brennkraftmaschine eingebaut. Durch dieses Schwenken der Kurbelwelle 33 um 180° ergibt sich eine Lage der Kröpfungen, die auch beim Linkslauf der Kurbelwelle 33 der nokkenwellenseitig vorgegebenen Zündfolge 1-3-5-7-8-6-4-2 folgt. Ausserdem ist der Steuerungsantrieb 38 umgebaut, dergestalt - siehe Fig. 11 und 12- dass das Zwischenrad 44 in diesem Fall in der Lagerstelle 47 gelagert ist, so dass die Antriebsverbindung vom an der Kurbelwelle 33 befestigten Antriebsrad 36 zum Antriebsrad 37 an der Nockenwelle 32 im Fall gemäss Fig. 11 lediglich über zwei zwischengeschaltete Räder, nämlich das Zwischenrad 44 und das Getrieberad 40, im Fall gemäss Fig. 12 zusätzlich noch über den zwischengeschalteten Getriebezug hergestellt ist. Das Zwischenrad 45 ist in diesem Fall nicht erforderlich; die zugehörige Lagerbohrung 48 ist daher ebenso wie die Lagerstelle 46 im Betrieb der Brennkraftmaschine nicht belegt.In order to be able to use the same camshaft 32 as in FIG. 7 with the same direction of rotation even with the crankshaft rotating to the left - as symbolized in FIG. 10 by the direction of rotation arrow 49 - the following measures are taken on the internal combustion engine according to the invention. The drive wheel 36 is fastened to the opposite end region 35 of the crankshaft 33. In addition, the crankshaft 33 is installed in the internal combustion engine pivoted longitudinally by 180 ° relative to the position shown in FIG. 7. This pivoting of the crankshaft 33 by 180 ° results in a position of the crankings which also follows the firing sequence 1-3-5-7-8-6-4-2 specified on the camshaft side when the crankshaft 33 runs counterclockwise. In addition, the control drive 38 is converted, in such a way - see FIGS. 11 and 12 - that the intermediate gear 44 is mounted in the bearing 47 in this case, so that the drive connection from the drive gear 36 fastened to the crankshaft 33 to the drive gear 37 on the camshaft 32 in 11 only via two intermediate wheels, namely the intermediate wheel 44 and the gear wheel 40, in the case according to FIG. 12 it is additionally produced via the intermediate gear train. The intermediate gear 45 is not required in this case; the associated bearing bore 48, like the bearing point 46, is therefore not occupied during operation of the internal combustion engine.

Die Darstellungen in den Fig. 13 bis 16 sind einer mehrzylindrigen ventilgesteuerten Hubkolben-Brennkraftmaschine mit V-Anordnung ihrer Zylinder und ungeradzahliger Zylinderanzahl - hier sieben - je Zylinderreihe zugeordnet. Die der linken Zylinderreihe zugeordnete Nockenwelle ist mit 50, die der rechten Zylinderreihe zugeordnete Nockenwelle mit 51 bezeichnet. Die Kurbelwelle ist hier mit 52 bezeichnet. Beide Nockenwellen 50, 51 sind von der Kurbelwelle 52 ausgehend über einen durch strichpunktierte Linien symbolisierten Steuerungsantrieb 53 mit halber Geschwindigkeit antreibbar. Auch in den Fig. 13 bis 16 sind den in Kreisen eingefassten Ziffern 1 bis 7 die einzelnen Nocken jeder Nockenwelle 50 bzw. 51 für eine Steuerfunktion sowie die Kröpfungen der Kurbelwelle 52 zugeordnet. Hinsichtlich der nicht dargestellten Nocken und deren Lage für weitere Steuerfunktionen gilt das diesbezüglich eingangs der Beschreibung Gesagte entsprechend. Der Steuerungsantrieb ist auch bei dieser Brennkraftmaschinengattung durch ein Getriebe gebildet, durch das die beiden Nockenwellen 50 und 51 mit gegenläufiger Drehrichtung «Rechts» der Nockenwelle 50 durch einen Drehrichtungspfeil 54, die Drehrichtung «Links» der Nockenwelle 51 durch einen Pfeil 55 angedeutet. Die Kurbelwelle 52 ist beim Ausführungsbeispiel gemäss Fig. 13 und 14 rechtsläufig, was durch einen Pfeil 56 angedeutet ist. Die mit in Kreisen eingefassten Ziffern 1 bis 7 bezeichneten Kurbelwellenkröpfungen sowie Nocken sind derart winkelmässig versetzt zueinander an der Kurbelwelle 52 bzw. den beiden Nockenwellen 50 und 51 angeordnet, dass bei rechtsläufiger Kurbelwelle 52 eine Zündfolge 1-2-4-6-7-5-3 gegeben ist - letzteres ist deutlich aus Fig. 14 entnehmbar -. Dabei sind erfindungsgemäss die an der Nockenwelle 51 der zweiten Zylinderreihe befindlichen Nocken 1 bis 7 mit gleichem Abstand und in gleicher gegenseitiger winkelmässiger Zuordnung wie jene Nocken 1 bis 7 an der Nockenwelle 50 der ersten Zylinderreihe, diesen gegenüber jedoch im entgegengesetzten Drehsinn angeordnet. Ferner sind beide Nockenwellen 50 und 51 erfindungsgemäss in einer ersten Einbaulage einer ersten Kurbelwellendrehrichtung sowie einer ersten Zündfolge - wie in Fig. 13, 14 gezeigt- und in einer zweiten Einbaulage - siehe Fig. 15, 16 - in der beide der Länge nach um 180° gedreht sowie reihenvertauscht sind, der entgegengesetzten Kurbelwellendrehrichtung zugeordnet; die gegenüber Fig. 13 und 14 entgegengesetzte Drehrichtung der Kurbelwelle, nämlich deren Linkslauf, ist in den Fig. 15 und 16 mit einem Drehrichtunspfeil 57 angedeutet. Durch diese gegenüber der Anordnung nach Fig. 13 entgegengesetzte Drehrichtung der Kurbelwelle 52 sowie die genannte Vertauschung und Schwenkung der Nockenwellen 50 und 51 gegenüber der in Fig. 13 gezeigten Anordnung ergibt sich zwangsläufig auch eine Änderung in der Zündfolge, nämlich dahingehend, dass diese bei linksgrehender Kurbelwelle 52 mit 1-3-5-7-6-4-2 gegeben ist. Um ihre lagemässige Vertauschung zu ermöglichen, sind beide Nockenwellen 50 und 51 an ihrem vorderen und hinteren, mit a bzw. b bzw. c bzw. d bezeichneten axialen Endbereichen für eine beidseitig mögliche Anbringung eines Antriebsrades gleich ausgebildet. Ferner weist der Steuerungsantrieb 53 erfindungsgemäss ein Zwischengetriebe auf, das derart variabel ist, dass die Gegenläufigkeit der beiden Nockenwellen 50 und 51 und deren zündfolgeseitig sowie nockenanordnungsseitig vorgegebene Drehrichtungen bei jeder Kurbelwellendrehrichtung erhalten bleiben. Der Steuerungsantrieb 53 mit dem erfindungsgemässen Zwischengetriebe ist bei der den Fig. 13 und 15 zugrundeliegenden Brennkraftmaschinengattung gleich wie jener, der der Fig. 1 und 3 zugrundeliegenden Art zugeordnet ist. Der Darstellung gemäss Fig. 13 mit rechtsläufiger Kurbelwelle 52 ist somit ein Steuerungsantrieb mit der Lage seiner einzelnen Räder zugeordnet, wie er in Fig. 2 oder 5 gezeigt ist. Der Darstellung gemäss Fig. 15 mit linkslaufender Kurbelwelle 52 ist dagegen ein Steuerungsantrieb zugeordnet, wie er in Fig. 4 oder 6 gezeigt ist. Das zum Steuerungsantrieb 13 anhand der Fig. 2, 4, 5 und 6 in Verbindung mit den Fig. 1 und 3 Gesagte gilt mithin vollinhaltlich auch für den Steuerungsantrieb 53, so dass zur Vermeidung von Wiederholungen auf die diesbezüglichen Beschreibungsteile verwiesen wird.The representations in FIGS. 13 to 16 are assigned to a multi-cylinder valve-controlled reciprocating piston internal combustion engine with a V arrangement of its cylinders and an odd number of cylinders - here seven - per cylinder row. The camshaft assigned to the left row of cylinders is designated by 50, the camshaft assigned to the right row of cylinders by 51. The crankshaft is designated 52 here. Both camshafts 50, 51 can be driven from the crankshaft 52 at half speed via a control drive 53 symbolized by dash-dotted lines. 13 to 16 are the in Circles framed numbers 1 to 7 assigned the individual cams of each camshaft 50 and 51 for a control function and the crankings of crankshaft 52. With regard to the cams (not shown) and their position for further control functions, what has been said in this regard at the beginning of the description applies accordingly. The control drive is also formed in this type of internal combustion engine by a gear, through which the two camshafts 50 and 51 with the opposite direction of rotation “right” of the camshaft 50 are indicated by an arrow 54, the direction of rotation “left” of the camshaft 51 by an arrow 55. The crankshaft 52 is clockwise in the exemplary embodiment according to FIGS. 13 and 14, which is indicated by an arrow 56. The crankshaft crankings and cams, denoted by numbers 1 to 7 enclosed in circles, are arranged such that they are angularly offset with respect to one another on the crankshaft 52 or the two camshafts 50 and 51 in such a way that an ignition sequence 1-2-4-6-7-5 when the crankshaft 52 rotates to the right -3 is given - the latter can be clearly seen from FIG. 14 -. According to the invention, the cams 1 to 7 located on the camshaft 51 of the second row of cylinders are arranged at the same distance and in the same mutual angular assignment as those cams 1 to 7 on the camshaft 50 of the first row of cylinders, but are arranged opposite to them in the opposite direction. Furthermore, according to the invention, both camshafts 50 and 51 are in a first installation position of a first crankshaft direction of rotation and a first firing sequence - as shown in FIGS. 13, 14 - and in a second installation position - see FIGS. 15, 16 - in which both are 180 in length ° rotated and interchanged, assigned to the opposite direction of crankshaft rotation; the opposite direction of rotation of the crankshaft compared to FIGS. 13 and 14, namely its counterclockwise rotation, is indicated in FIGS. 15 and 16 with an arrow 57 indicating the direction of rotation. Due to this opposite direction of rotation of the crankshaft 52 compared to the arrangement according to FIG. 13 and the above-mentioned interchanging and pivoting of the camshafts 50 and 51 compared to the arrangement shown in FIG. 13, there is inevitably also a change in the firing sequence, namely in that it turns counterclockwise Crankshaft 52 with 1-3-5-7-6-4-2 is given. In order to enable their positional interchanging, both camshafts 50 and 51 are designed identically on their front and rear axial end regions, designated a or b or c or d, for attachment of a drive wheel on both sides. Furthermore, the control drive 53 has, according to the invention, an intermediate gear which is variable in such a way that the counter-rotation of the two camshafts 50 and 51 and their directions of rotation predetermined on the ignition sequence side and on the cam arrangement side are retained with each crankshaft direction of rotation. The control drive 53 with the intermediate gear according to the invention in the internal combustion engine type on which FIGS. 13 and 15 are based is the same as that which is assigned to the type on which FIGS. 1 and 3 are based. 13 with a right-handed crankshaft 52 is thus assigned a control drive with the position of its individual wheels, as shown in FIG. 2 or 5. 15 with a counterclockwise crankshaft 52, on the other hand, is associated with a control drive as shown in FIG. 4 or 6. What has been said about the control drive 13 with reference to FIGS. 2, 4, 5 and 6 in connection with FIGS. 1 and 3 therefore also applies in full to the control drive 53, so that to avoid repetition reference is made to the relevant parts of the description.

Nachstehend sind einige Details beschrieben, die allen in der Zeichnung gezeigten Ausführungsbeispielen gemeinsam sind.Some details are described below that are common to all of the exemplary embodiments shown in the drawing.

Der Steuerungsantrieb 13 bzw. 38 bzw. 53 ist vorzugsweise an der Kupplungsseite der jeweils zugeordneten Brennkraftmaschinenart angeordnet; er kann jedoch selbstverständlich auch kupplungsgegenseitig angebracht sein. Das lagevariable Zwischenrad 18 (Fig. 2, 4, 5, 6) bzw. 44 (Fig. 8, 9, 11, 12) des erfindungsgemässen Zwischengetriebes besitzt zwei Verzahnungen mit verschiedenen Teilkreisdurchmessern, wobei die Verzahnung mit dem grösseren Teilkreisdurchmesser mit 18/1 bzw. 44/1 und die Verzahnung mit dem kleineren Teilkreisdurchmesser mit 18/2 bzw. 44/2 bezeichnet ist. Dabei steht das Getrieberad 18 bzw. 44 mit seiner Verzahnung 18/2 bzw. 44/2, also jener mit dem kleineren Teilkreisdurchmesser, mit dem nachgeordneten Zwischenrad des Zwischengetriebes, mit seiner Verzahnung 18/1 bzw. 44/1 dagegen immer mit der Verzahnung des auf der Kurbelwelle befestigten Antriebsrades 21 bzw. 36 in Eingriff. Darüber hinaus sind die Übersetzungsverhältnisse dieser miteinander in Eingriff stehenden Räder derart festgelegt, dass beim Steuerungsantrieb 13 gemäss Fig. 2, 6 die Getrieberäder 16, 17, 24 und 25, beim Steuerungsantrieb 13 gemäss Fig. 5 und 6 darüber hinaus auch die Räder der Getriebezüge 26 und 27 untereinander austauschbar sind. Entsprechendes gilt für den Steuerungsantrieb 38 gemäss den Fig. 8, 9, 11 und 12. Letzteres vereinfacht in besonderem Masse die Herstellung und Lagerhaltung dieser Teile.The control drive 13 or 38 or 53 is preferably arranged on the clutch side of the respectively assigned type of internal combustion engine; However, it can of course also be attached on the opposite side of the coupling. The variable-position intermediate gear 18 (FIGS. 2, 4, 5, 6) or 44 (FIGS. 8, 9, 11, 12) of the intermediate gear according to the invention has two toothings with different pitch circle diameters, the toothing with the larger pitch circle diameter being 18/1 or 44/1 and the toothing with the smaller pitch circle diameter is designated with 18/2 or 44/2. The gear 18 or 44 with its toothing 18/2 or 44/2, that is, the one with the smaller pitch circle diameter, with the secondary intermediate gear of the intermediate gear, with its toothing 18/1 or 44/1, on the other hand, is always with the toothing of the drive wheel 21 or 36 fastened on the crankshaft. In addition, the gear ratios of these intermeshing wheels are determined such that the gear wheels 16, 17, 24 and 25 in the control drive 13 according to FIGS. 2, 6, and also the wheels of the gear trains in the control drive 13 according to FIGS. 5 and 6 26 and 27 are interchangeable. The same applies to the control drive 38 according to FIGS. 8, 9, 11 and 12. The latter particularly simplifies the manufacture and storage of these parts.

Nachstehend sind weitere Vorteile der Erfindung beschrieben.Further advantages of the invention are described below.

Es ist vorteilhaft, dass die Drehrichtung jeder Nockenwelle unabhängig von der Drehrichtung der Kurbelwelle festlegbar ist. Dies ermöglicht eine optimale Ausgestaltung der Nocken von deren Ablaufgeometrie her gesehen sowie eine optimale Anpassung an die konstruktiven und belastungsseitigen Gegebenheiten der von ihnen zu steuernden Maschinenelemente. Darüber hinaus bringt auch die freie Wahl der Kurbelwellendrehrichtung für sich schon für den Motorenhersteller einen Vorteil, da dieser dem Abnehmer der Maschine letztere wahlweise mit links- oder rechtsdrehender Kurbelwelle, damit variabler Maschinendrehrichtung, anbieten kann. Da ausserdem die Nockenwellen bei jeder Kurbelwellendrehrichtung in gleicher Richtung drehen, können auch die von der jeweiligen Nockenwelle aus angetriebenen Hilfsaggregate, wie Pumpen, bei rechts- oder linksdrehender Maschine gleich sein. Weitere Vorteile sind in der enormen Kostenersparnis begründet. Bei einer Brennkraftmaschine der Art nach dem Oberbegriff des Anspruches 1 ist gegenüber der bisher erforderlichen Herstellung von vier unterschiedlichen Nockenwellentypen nur mehr die Herstellung eines einzigen Nockenwellentyps erforderlich. Bei Brennkraftmaschinen der Art nach dem Oberbegriff des Anspruches 2 ist gegenüber der bisher erforderlichen Herstellung zweier verschiedener Nockenwellentypen nurmehr die Herstellung eines einzigen Nockenwellentyps erforderlich. Bei Brennkraftmaschinen der Art nach dem Oberbegriff des Anspruches 3 ist gegenüber der bisher notwendigen Herstellung von vier verschiedenen Nockenwellentypen nurmehr die Herstellung zweier verschiedener Nockenwellenarten erforderlich.It is advantageous that the direction of rotation of each camshaft can be determined independently of the direction of rotation of the crankshaft. This enables an optimal design of the cams in terms of their run-off geometry and an optimal adaptation to the structural and load-related conditions of the machine elements to be controlled by them. In addition, the free choice of the crankshaft direction of rotation brings an advantage for the engine manufacturer, since the latter can offer the customer of the machine the latter with a left or right-hand crankshaft, thus variable machine direction of rotation. In addition, since the camshafts rotate in the same direction in every direction of crankshaft rotation, they can also auxiliary units driven by the respective camshaft, such as pumps, must be the same for a right-hand or left-hand rotation machine. Further advantages are due to the enormous cost savings. In an internal combustion engine of the type according to the preamble of claim 1, compared to the previously required production of four different types of camshafts, only the production of a single type of camshaft is required. In internal combustion engines of the type according to the preamble of claim 2, compared to the previously required production of two different types of camshafts, only the production of a single type of camshaft is required. In internal combustion engines of the type according to the preamble of claim 3, compared to the previously necessary production of four different types of camshafts, only the production of two different types of camshafts is required.

Diese Standardisierung im Bereich der Nockenwellen ermöglicht eine serienmässige Anfertigung derselben und vereinfacht ausserdem deren Lagerhaltung sowohl beim Hersteller als auch beim Betreiber der Motoren. Diesen hieraus resultierenden enormen Kosteneinsparungen stehen zwar Mehraufwendungen im Bereich des Steuerungsantriebes gegenüber, die den erzielbaren Kostenvorteil insgesamt gesehen jedoch nur relativ gering beeinflussen.This standardization in the area of camshafts enables them to be mass-produced and also simplifies their storage, both for the manufacturer and for the operator of the engines. These enormous cost savings resulting from this are offset by additional expenses in the area of the control drive, which, however, affect the achievable cost advantage overall only relatively little.

Claims (16)

1. Multi-cylinder piston engine with controlled valves, with a V-arrangement of its cylinders, in addition with an even number of cylinders and a cam shaft for each row of cylinders to control gas exchange valves and other engine units, like fuel pumps, which cam shafts can be driven by the crankshaft by means of a control drive, characterised by the following features,
- the cam arrangement on the cam shaft (10) of one row of cylinders is identical to the cam arrangement on the cam shaft (9) associated with the other row of cylinders,
- the cam shaft (10) of one row of cylinders is arranged on the internal-combustion engine turned by 180° lengthways with respect to that (9) of the other row of cylinders,
- the crankshaft (12) - dependent on the firing order predetermined on the cam shafts (9, 10) - is arranged in the internal-combustion engine for running in one direction of rotation (28) in a first fitting position and for running in the opposite direction of rotation (29) in a second fitting position rotated by 180° lengthways with respect to the first fitting position,
- the control drive (13) is constituted by gears through which the two cam shafts (9, 10) can be driven with opposite direction of rotation (11, 15),
-the control drive (13) further has an intermediate gear (14) which is variable in such a way that the directions of rotation (11, 15) of both cam shafts (9, 10), predetermined on the part of the cam arrangement and on the part of the firing order, are preserved with each crankshaft rotation direction - right hand run or left hand run (28, 29), with which in the case of a reversible internal-combustion engine it is the crankshaft main direction of rotation.
2. Multi-cylinder piston engine with controlled valves with an even number of cylinders and a cam shaft used for controlling gas exchange valves and other engine units, like fuel pumps, which cam shaft can be driven by the crankshaft by means of a control drive, characterised by the following features,
- the crankshaft (33) - dependent on the firing order predetermined on the cam shaft (32) - is arranged in the internal-combusting engine for running in one direction of rotation (43) in a first fitting position and for running in the opposite direction of rotation (49) in a second fitting position turned by 180° lengthways with respect to the first,
- the control drive (38) is constituted by gears and has as a part of it an intermediate gear (39) which is variable in such a way that the firing order and the direction of rotation (42) of the cam shaft (32) adjusted according to this and fixed on the cam arrangement side, is preserved with each crankshaft rotation direction - right hand or left hand run (43, 49) with which in the case of a reversible internal-combustion engine it is the crankshaft main direction of rotation.
3. Multi-cylinder piston engine with controlled valves with a V-arrangement of its cylinders, and also with an odd number of cylinders and a cam shaft for each row of cylinders for controlling gas exchange valves and other engine units, like fuel pumps, which cam shafts can be driven by the crankshaft by means of a control drive, characterised by the following features,
- the cams located on the cam shaft (51) of one row of cylinders are arranged in the opposite direction of rotation with respect to those on the cam shaft (50) of the other row of cylinders with an otherwise similar arrangement,
- both cam shafts (50, 51), in a first fitting position, are associated with a first crankshaft direction of rotation (56) and a first firing order, but on the other hand, in a second fitting position, in which both are arranged lengthways turned by 180° and in transposed rows, are associated with the opposite direction of rotation (57) of the crankshaft and a changed firing order,
- the control drive (53) is constituted by gearing through which the two cam shafts (50, 51) can be driven with opposite direction of rotation,
- the control drive (53) additionally has an intermediate gear (14) which is variable in such a way that the directions of rotation (54, 55) of both cam shafts (50, 51), predetermined on the cam arrangement side and the firing order side, are preserved with each direction of rotation of the crankshaft - right hand or left hand run (56, 57), with which in the case of a reversible internal-combustion engine it is a matter of the crankshaft main direction of rotation.
4. Internal-combustion engine according to claim 1, characterised in that both cam shafts (9, 10) and the crankshaft (12) are respectively similarly constructed at their front and rear axial end areas (a, b or 30,31) for a possible mutual fitting of a drive gear wheel (24,25,21), which is part of the control drive (13).
5. Internal-combustion engine according to claim 2, characterised in that the crankshaft (33) is constructed similarly at its front and rear axial end areas (34, 35) for a possible mutual fitting of a drive gear wheel (36) which is part of the control drive (38).
6. Internal-combustion engine according to claim 3, characterised in that both cam shafts (50, 51) are constructed similarly at their front and rear axial end regions (a, b, c, d) for a possible mutual fitting of a drive gear wheel (24 or 25) which is part of the control drive (53).
7. Internal-combustion engine according to claim 1, 2 or 3, characterised in that the control drive (13, 38, 53) is arranged at its coupling-side end.
8. Internal-combustion engine according to claim 1, 2 or 3, characterised in that the control drive (13, 38, 53) is arranged at its end opposite the coupling side.
9. Internal-combustion engine according to claim 1 or 3, characterised in that the intermediate gearing (14) consists of two intermediate gear wheels (16, 17) meshing together and mounted fixedly on the internal-combustion engine, each one of which is connected gearingly to a drive gear wheel (24 or 25) on a cam shaft (9, 10 or 50, 51), and also of a movable intermediate gear wheel (18) which again is connected on the drive side to a drive gear wheel (21) located on the crankshaft (12, 52) and on the power take-off side to one of the two fixed intermediate gear wheels (16 or 17), in that in addition for the movable intermediate gear wheel (18) of the intermediate gearing (14) two different bearings (19 or 20) are provided, in one of which the movable intermediate gear wheel (18) is inserted according to the direction of rotation of the cam shafts (9, 10 or 50, 51) predetermined on the part of the firing order and on the part of the cam arrangement, and the direction of rotation of the crankshaft.
10. Internal-combustion engine according to claim 2, characterised in that the intermediate gear (39) consists of an intermediate gear wheel (40), fixedly arranged and connected gearingly to a drive gear wheel (37) on the cam shaft (32), and of a movable intermediate gear wheel (44) in engagement with a drive gear wheel (36) located on the crankshaft (33) and - according to the type of usage - is completed by a third intermediate gear wheel (45) whereby for the latter there is provided one single bearing (48) but on the other hand for the movable intermediate gear wheel (44) two different bearings (46 or 47) are provided on the internal-combustion engine, in such a way that respectively according to the direction of rotation of the cam shaft (32) predetermined on the part of the firing order and on the part of the cam arrangement, and the freely determinable direction of rotation of the crankshaft, the connection from the drive gear wheel (36) on the crankshaft (33) to the above-mentioned intermediate gear wheel (40) is produced either directly via the movable intermediate gear wheel (44) inserted in one (47) of the two bearings (46 or 47) or otherwise via the movable intermediate gear wheel (44) then inserted in the other (46) of the two bearings (46 or 47) and the above-mentioned third intermediate gear wheel (45).
11. Internal-combustion engine according to claims 9 and 10, with an arrangement of the one or more than one cam shaft lying below, characterised in that the gear connection of the intermediate gear (14 or 39) to the cam shaft (9, 10; 32; 50, 51) is produced by direct engagement of the drive gear wheel (24, 25, 37) located on it into the associated intermediate gear wheel (16, 17, 40) of the intermediate gear.
12. Internal-combustion engine according to claims 9 and 10, with an arrangement of the one or more than one cam shaft lying above, characterised in that the gear connection of the intermediate gear (14 or 39) to the drive gear wheel (24, 25, 37) located on the cam shaft (9, 10, 32, 50, 51) is respectively produced by an intermediately connected train of gears (26, 27, 41
13. Internal-combustion engine according to claims 9 and 10, characterised in that the movable intermediate gear wheel (18 or 44) has two gear- ings with different diametrical pitches, namely a gearing (18/1 or 44/1) with a large diametrical pitch and a gearing (18/2 or 44/2) with a smaller diametrical pitch, and with its gearing (18/2 or 44/ 2) is in engagement with the associated intermediate gear wheel (16 or 17; 40 or 45) of the intermediate gearing (14 or 39) and also with its gearing (18/1 or 44/1) is in engagement with the gearing of the drive gear wheel (21 or 36) located on the crankshaft (12 or 33 or 52).
14. Internal-combustion engine according to one or several of the preceding claims, characterised in that the transmission gear ratios inside the control drive are determined in such a way that with the exception of the movable intermediate gear wheel (18 or 44) of the intermediate gear and the drive gear wheel (21 or 36) located on the crankshaft, all the other wheels are interchangeable with one another.
15. Internal-combustion engine according to claim 1, in a construction as a 16 cylinder internal-combustion engine with 8 cylinders per row, characterised in that the cams (1 to 8) on the cam shafts (9, 10), and the cranks (1 to 8) on the crankshaft (12) can be arranged according to the mathematical interrelationships of each of the firing orders listed below, namely:
a) 1-2-4-6-8-7-5-3
b) 1-3-2-4-8-6-7-5
c) 1-3-5-2-8-6-4-7
d) 1-3-5-7-8-6-4-2
e) 1-3-7-5-8-6-2-4
f) 1-4-6-2-8-5-3-7
g) 1-4-7-3-8-5-2-6
h) 1-5-7-3-8-4-2-6
i) 1-5-7-6-8-4-2-3
j) 1-6-2-4-8-3-7-5
k) 1-6-2-5-8-3-7-4
I) 1-6-4-2-8-3-5-7
m) 1-7-3-5-8-2-6-4
n) 1-7-4-6-8-2-5-3
o) 1-7-5-3-8-2-4-6
16. Internal-combustion engine according to claim 2, in a construction as an 8 cylinder row internal-combustion engine, characterised in that the cams (1 to 8) on the cam shaft (32) and the cranks (1 to 8) on the crankshaft (33) can be arranged according to the mathematical interrelationships of each of the firing orders listed below, namely:
a) 1-2-4-6-8-7-5-3
b) 1-3-2-4-8-6-7-5
c) 1-3-5-2-8-6-4-7
d) 1-3-5-7-8-6-4-2
e) 1-3-5-7-8-6-2-4
f) 1-4-6-2-8-5-3-7
g) 1-4-7-3-8-5-2-6
h) 1-5-7-3-8-4-2-6
i) 1-5-7-6-8-4-2-3
j) 1-6-2-4-8-3-7-5
k) 1-6-2-5-8-3-7-4
I) 1-6-4-2-8-3-5-7
m) 1-7-3-5-8-2-6-4
n) 1-7-4-6-8-2-5-3
o) 1-7-5-3-8-2-4-6
EP19810105583 1980-09-18 1981-07-16 Multi-cylinder piston engine with controlled valves Expired EP0048321B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3035244 1980-09-18
DE19803035244 DE3035244C2 (en) 1980-09-18 1980-09-18 Valve-controlled reciprocating internal combustion engine

Publications (3)

Publication Number Publication Date
EP0048321A2 EP0048321A2 (en) 1982-03-31
EP0048321A3 EP0048321A3 (en) 1982-09-08
EP0048321B1 true EP0048321B1 (en) 1984-10-24

Family

ID=6112300

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19810105583 Expired EP0048321B1 (en) 1980-09-18 1981-07-16 Multi-cylinder piston engine with controlled valves

Country Status (5)

Country Link
EP (1) EP0048321B1 (en)
JP (1) JPS5786501A (en)
DE (1) DE3035244C2 (en)
DK (1) DK148811C (en)
ES (1) ES8205935A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2778141B2 (en) * 1989-07-28 1998-07-23 ブラザー工業株式会社 sewing machine
DE19755618A1 (en) * 1997-12-13 1999-06-17 Motoren Werke Mannheim Ag Reversing the direction of motor rotation
CN100420833C (en) * 2004-12-24 2008-09-24 曼B与W狄赛尔公司 Two-stroke turbocharged I.C. engine having in-line ten cylinders
DE102008034725A1 (en) * 2008-07-25 2010-01-28 Man Diesel Se Internal combustion engine i.e. ship diesel engine, has control drive with housing, which is designed as separate component with respect to cylinder crank housing and is divided into two sections such as base plate and cover
DE102013005837B3 (en) * 2013-04-04 2013-10-31 Gert Fischer Combustion engine for vehicle, has two shafts propelled by crankshaft, where combustion is disrupted during first compression while operations analogous to non-switched cylinder is carried-out in second compression

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR553930A (en) * 1923-06-01
FR379677A (en) * 1906-07-13 1907-11-15 Thomas Veitch Gear shifting device for internal combustion machines
US1426575A (en) * 1920-06-10 1922-08-22 Robert F Lanham Reversing mechanism
GB231166A (en) * 1924-03-21 1925-08-13 Giulio Cesare Cappa Improvements in valve gear shafts for internal combustion engines
DE946456C (en) * 1954-04-18 1956-08-02 Nordwestdeutscher Rundfunk Ans Method for compensating for lag pulses
DE1810937A1 (en) * 1968-03-22 1969-10-16 Dieselmotorenwerk Veb Gear for single lever control of reversible internal combustion engines
US3738338A (en) * 1971-04-23 1973-06-12 Amf Inc Internal combustion engines
CS170026B1 (en) * 1974-01-24 1976-08-27

Also Published As

Publication number Publication date
DK395681A (en) 1982-03-19
EP0048321A2 (en) 1982-03-31
EP0048321A3 (en) 1982-09-08
DK148811B (en) 1985-10-07
ES505223A0 (en) 1982-08-16
DE3035244A1 (en) 1982-03-25
DE3035244C2 (en) 1986-12-11
JPS5786501A (en) 1982-05-29
ES8205935A1 (en) 1982-08-16
DK148811C (en) 1986-03-17

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