EP0048321B1 - Moteur polycylindrique à piston et à soupapes commandées - Google Patents
Moteur polycylindrique à piston et à soupapes commandées Download PDFInfo
- 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
- Authority
- 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
Links
Images
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)
Claims (16)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3035244 | 1980-09-18 | ||
DE19803035244 DE3035244C2 (de) | 1980-09-18 | 1980-09-18 | Ventilgesteuerte Hubkolben-Brennkraftmaschine |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0048321A2 EP0048321A2 (fr) | 1982-03-31 |
EP0048321A3 EP0048321A3 (en) | 1982-09-08 |
EP0048321B1 true EP0048321B1 (fr) | 1984-10-24 |
Family
ID=6112300
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19810105583 Expired EP0048321B1 (fr) | 1980-09-18 | 1981-07-16 | Moteur polycylindrique à piston et à soupapes commandées |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP0048321B1 (fr) |
JP (1) | JPS5786501A (fr) |
DE (1) | DE3035244C2 (fr) |
DK (1) | DK148811C (fr) |
ES (1) | ES505223A0 (fr) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2778141B2 (ja) * | 1989-07-28 | 1998-07-23 | ブラザー工業株式会社 | ミシン |
DE19755618A1 (de) * | 1997-12-13 | 1999-06-17 | Motoren Werke Mannheim Ag | Umkehr der Motordrehrichtung |
CN100420833C (zh) * | 2004-12-24 | 2008-09-24 | 曼B与W狄赛尔公司 | 具有单列10缸的两冲程涡轮增压内燃机 |
DE102008034725A1 (de) * | 2008-07-25 | 2010-01-28 | Man Diesel Se | Brennkraftmaschine |
DE102013005837B3 (de) * | 2013-04-04 | 2013-10-31 | Gert Fischer | Verbrennungsmotor mit Variation der Zündfolge |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR553930A (fr) * | 1923-06-01 | |||
FR379677A (fr) * | 1906-07-13 | 1907-11-15 | Thomas Veitch | Dispositif de changement de marche pour machines à combustion interne |
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 (de) * | 1954-04-18 | 1956-08-02 | Nordwestdeutscher Rundfunk Ans | Verfahren zur Kompensation von Nachlaufimpulsen |
DE1810937A1 (de) * | 1968-03-22 | 1969-10-16 | Dieselmotorenwerk Veb | Getriebe fuer Einhebelbedienstand von umsteuerbaren Verbrennungskraftmaschinen |
US3738338A (en) * | 1971-04-23 | 1973-06-12 | Amf Inc | Internal combustion engines |
CS170026B1 (fr) * | 1974-01-24 | 1976-08-27 |
-
1980
- 1980-09-18 DE DE19803035244 patent/DE3035244C2/de not_active Expired
-
1981
- 1981-07-16 EP EP19810105583 patent/EP0048321B1/fr not_active Expired
- 1981-09-04 ES ES505223A patent/ES505223A0/es active Granted
- 1981-09-08 DK DK395681A patent/DK148811C/da not_active IP Right Cessation
- 1981-09-18 JP JP14645181A patent/JPS5786501A/ja active Pending
Also Published As
Publication number | Publication date |
---|---|
ES8205935A1 (es) | 1982-08-16 |
DE3035244A1 (de) | 1982-03-25 |
DE3035244C2 (de) | 1986-12-11 |
ES505223A0 (es) | 1982-08-16 |
JPS5786501A (en) | 1982-05-29 |
DK148811C (da) | 1986-03-17 |
DK148811B (da) | 1985-10-07 |
EP0048321A3 (en) | 1982-09-08 |
EP0048321A2 (fr) | 1982-03-31 |
DK395681A (da) | 1982-03-19 |
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