EP0585568B1 - Dispositif d'entrainement de soupape pour un moteur à combustion interne - Google Patents

Dispositif d'entrainement de soupape pour un moteur à combustion interne Download PDF

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Publication number
EP0585568B1
EP0585568B1 EP93110921A EP93110921A EP0585568B1 EP 0585568 B1 EP0585568 B1 EP 0585568B1 EP 93110921 A EP93110921 A EP 93110921A EP 93110921 A EP93110921 A EP 93110921A EP 0585568 B1 EP0585568 B1 EP 0585568B1
Authority
EP
European Patent Office
Prior art keywords
cam
valve
operating device
fixed
cams
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 - Lifetime
Application number
EP93110921A
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German (de)
English (en)
Other versions
EP0585568A1 (fr
Inventor
Winfried Krebs
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0585568A1 publication Critical patent/EP0585568A1/fr
Application granted granted Critical
Publication of EP0585568B1 publication Critical patent/EP0585568B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0475—Hollow camshafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2101—Cams
    • Y10T74/2102—Adjustable

Definitions

  • the invention relates to a valve drive arrangement for an internal combustion engine according to the preamble of patent claim 1.
  • EP-0 267 687 B1 discloses a valve drive in which two inlet valves are actuated by a camshaft provided with different cams with the interposition of transmission elements designed as rocker arms. Axially displaceable pistons are mounted within the rocker arms and, depending on their position, couple the rocker arms to one another in a form-fitting manner. When the piston is extended, a cam with a large valve lift actuates the valves via two outer rocker arms, which are coupled to a central one.
  • the invention has for its object to simplify a generic arrangement to save space.
  • cams are designed as transmission elements in a valve drive, one cam being arranged in a rotationally fixed manner and another rotatably on the camshaft, then a compact design in which the cams are directly connected to the Actuate the valves, depending on the position of the pistons, the rotatably arranged cam or the positively coupled, rotatable cam act on the valves. Due to the design of the cams, which also serve as transmission elements, no rocker arm shafts and the like are required. Of the Installation space corresponds to a conventional valve drive, in which the cams act directly on the valves.
  • An arrangement of three cams with an identical stroke, but different profile profiles makes it possible, for example, to provide a switching cam arranged in the center with an optimal valve stroke profile for the partial load range.
  • the switch cam can run onto a roller integrated in the tappet.
  • the central arrangement of a fixed cam with a smaller stroke enables a position of the switch cams that are activated at high speeds, which is advantageous for the tappet.
  • a camshaft 1 In a cylinder head, not shown, of an internal combustion engine, a camshaft 1 is held in bearings 2 and driven by a crankshaft, not shown, via a chain wheel 3.
  • the camshaft 1 carries a plurality of cams, which serve as transmission elements between the camshaft 1 and intake valves 4 with the interposition of a tappet 5.
  • the camshaft 1 has a central bore 6, in which a section 8 is delimited by plugs 7.
  • a groove 9 is inserted into a bearing 2 located within section 8, which is fed via a pressure oil line 11 and is connected to the central bore 6 via a radial bore 10.
  • a radial bore 12 In the area of the cams, a radial bore 12 is arranged which intersects the central bore 6 and opens into a cylindrical hydraulic chamber 13 of a cam.
  • a first middle cam designed as a switching cam 14 is rotatably mounted on the camshaft 1, while on both sides a second or third cam designed as a fixed cam 15 or 16 is arranged in a rotationally fixed manner.
  • the switching cam 14 has in the area of its maximum elevation a through hole 17 in which a piston 18 is axially displaceably mounted.
  • Both fixed cams 15, 16 have bores 19, 20 corresponding to the through bore 17.
  • the radial bore 12 opens into bore 19 and a further, displaceable piston 21 is supported in it.
  • Bore 20 has a spring-loaded hollow piston 22, the spring 23 of which is supported on a bottom 24 of the bore 20.
  • the bores 19 and 20 and the through bore 17 are at the same distance H from the longitudinal axis AA of the camshaft 1 and the pistons 18, 21 and the hollow piston 22 have an identical diameter D.
  • the maximum stroke of the fixed cams 15, 16 is less than that of the switching cam 14.
  • Each valve 4 is assigned a conventional valve spring 25 and a hydraulic valve lash compensation element 26 integrated in the tappet 5.
  • a check valve 29 is arranged in the pressure oil line 11 and is opened or blocked by an electronic control 31 via a line 30.
  • This control 31 takes, inter alia, Signals corresponding to the current values of the oil temperature T and the engine speed N.
  • the pressure oil line 11 is connected to a distributor line 32 which is connected to all cylinders of the internal combustion engine via further pressure oil lines 11 and is supplied with pressure oil via an inlet 33.
  • the shut-off valve 29 In the part-load operation of the internal combustion engine, the shut-off valve 29 is closed, and there is no oil pressure in the hydraulic chamber 13. Because of this, the spring 23 of the hollow piston 22 pushes the pistons 18 and 21 completely into the associated switching cam 14 or fixed cam 15. The switching cam 14 is decoupled and the camshaft 1 rotates freely in this cam 14. The fixed cams 15 and 16 run synchronously on the plunger 5 and actuate the inlet valves 4 with a relatively small stroke. When a certain load state of the internal combustion engine is exceeded, the shut-off valve 29 is opened and the annular groove 9 is continuously fed from the pressure oil line 11 via the bore 10. The oil pressure acting on the piston 21 pushes it against the switching cam 14.
  • the switching cam is only coupled via a fixed cam 15 by means of the piston 21.
  • the plunger 5 is designed as a roller plunger and is not explained in detail here, since it is described in DE-40 39 256 A1.
  • the middle cam is provided for the part-load range of the internal combustion engine with a different profile than the fixed cams 15, 16 and actuates the plunger 5 with low friction via a roller 35, with the check valve 29 being open. All cams have an identical stroke.
  • this embodiment corresponds to that shown in FIG.
  • a third embodiment of the invention according to FIG. 3 has a central cam designed as a fixed cam 40 and on both sides thereof a cam designed as a switching cam 41 or 42.
  • the radial bore 12 extends centrally in the fixed cam 40 and opens centrally into the hydraulic chamber 13 formed between two opposed pistons 43 and the through bore 19.
  • the switching cams 41 and 42 each have a spring-loaded hollow piston 22.
  • groove 9 is formed in the shape of a segment of a circle and all cylinders are assigned only one common check valve 29 in inlet 33.
  • the middle cam is provided with a smaller stroke and assigned to the part-load range, while with increased load and open shut-off valve 29, the switching cams 41, 42, which are coupled with a larger stroke, actuate the plunger 5 in a form-fitting manner.
  • both switching cams 41, 42 have an entry ramp 34.
  • the controller 31 additionally processes a signal corresponding to the current throttle valve angle K.
  • the switching cams are coupled or uncoupled at least as a function of the engine speed N.
  • other parameters such as the throttle valve angle K
  • the controller 31 can also be designed adaptively. In this case, according to FIG. 1, for example, a signal about the change in the throttle valve angle K over time is recorded as a measure of the dynamics of the driving operation of a motor vehicle equipped with this valve drive via a further input 43.
  • a consciously calm driving style without dynamic jumps shifts the switching of the cams equipped with a larger stroke into the economic speed ranges of the internal combustion engine.
  • shifting is shifted to areas that deliver optimum values for power and torque.
  • a manually operated switch 44 can be provided, which allows a switchover between an economical and a sporty driving style in accordance with defined characteristic diagrams stored in the controller 31. Values for switching the switching cams as a function of the speed N are read from these characteristic maps.
  • a hydraulically operated locking device 45 with a piston 46 is used to fix the uncoupled switching cams 14 and 41, 42. 6, this is guided in a housing 47 held in the cylinder head and is passed via a pressure line 48 when the switching cam 14; 41, 42 extended. A defined position is thus given when the pistons are retracted into the inlet ramp 34 and there is a sufficiently long period of time for positive connection. The position is chosen so that the switching cam runs with its green circle 49 on the plunger 5 during connection.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (13)

  1. Dispositif d'entraînement de soupape pour un moteur à combustion interne, comportant au moins un arbre à cames ainsi qu'au moins deux cames placées sur celui-ci avec des profils différents pour l'actionnement de soupapes d'échange de gaz, ces soupapes étant actionnées au choix par l'une ou l'autre came, en ce que des éléments de transmission, placés entre l'arbre à cames et les soupapes d'échange de gaz, sont accouplés entre eux par concordance de forme, au moyen de pistons montés dans ceux-ci, coulissant axialement, caractérisé en ce que les éléments de transmission sont formés par les cames, un came au moins étant reliée fixe en rotation, en tant que came fixe (15, 16 ; 40) avec l'arbre à cames (1) et l'autre came étant montée tournante en tant que came de commutation (14 ; 41, 42), sur l'arbre à cames (1).
  2. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon la revendication 1, caractérisé en ce qu'une came fixe (15 ; 40) est placée directement au voisinage d'une came de commutation (14 ; 41) sur l'arbre à cames (1) , un piston (21 ; 43), monté dans une chambre hydraulique (13) de la came fixe (15 ; 40), coulissant par concordance de forme, au moyen d'une pression d'huile, dans un alésage débouchant (17) de la came de commutation (14 ; 41).
  3. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon la revendication 2, caractérisé en ce que la came de commutation (14 ; 41) ou la came fixe (15 ; 40) actionne, par un poussoir commun (5), des soupapes d'échange de gaz, conçues en tant que soupapes d'admission (4).
  4. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon la revendication 1, caractérisé en ce qu'entre deux cames fixes (15, 16) est placée une came de commutation (40), dont la course maximale est supérieure à celle des cames fixes (15, 16).
  5. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon la revendication 4, caractérisé en ce que dans un alésage (20) d'une came fixe (16) est placé un piston creux (22) soumis à l'action d'un ressort, qui, lorsque la pression d'huile est coupée, déplace un piston (18) dans un alésage débouchant (17) de la came de commutation (14) et celui-ci déplace à son tour un piston (21) dans un alésage (19) de l'autre came fixe (15).
  6. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon la revendication 3, caractérisé en ce que la came de commutation (14) agit, par un galet (35) relié au poussoir (5), sur les soupapes d'échange de gaz.
  7. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon la revendication 2, caractérisé en ce que directement au voisinage de la came de commutation (14) est placé sur l'arbre à cames (1), une autre came fixe (16) de telle sorte que la came de commutation (14) se trouve au milieu entre les cames fixes (15 et 16).
  8. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon la revendication 2, caractérisé en ce que directement au voisinage de la came fixe (40) est placée sur l'arbre à cames (1), une autre came de commutation (42), de telle sorte que la came fixe (40) se trouve au milieu entre les cames de commutation (41 et 42).
  9. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon les revendications 2 ou 7, caractérisé en ce que toutes les cames sont pourvues d'une course identique sur un poussoir (5) commun.
  10. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon les revendications 2 ou 8, caractérisé en ce que la came fixe (40) est pourvue d'une course inférieure à la came de commutation (41, 42).
  11. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon une ou plusieurs des revendications précédentes 2 à 10, caractérisé en ce que la chambre hydraulique (13) communique, par un alésage central (6) s'étendant dans l'arbre à cames (1), avec une conduite d'huile sous pression (11), qui coopère avec une soupape de blocage (29), actionnée par une commande électronique (31).
  12. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon la revendication 11, caractérisé en ce qu'un commutateur (44) à actionner manuellement, est relié à la commande (31), ce commutateur (44) permettant de sélectionner des courbes caractéristiques mémorisées dans la commande (31), qui commandent la soupape de blocage (29).
  13. Dispositif d'entraînement de soupape pour un moteur à combustion interne, selon une ou plusieurs des revendications 2 à 12 précédentes, caractérisé en ce que lorsque la soupape de blocage (29) est bloquée, les cames de commutation (14 ; 41, 42) sont fixées au moyen d'un organe de blocage (45) hydraulique, présentant un piston (46) pouvant être extrait.
EP93110921A 1992-08-29 1993-07-08 Dispositif d'entrainement de soupape pour un moteur à combustion interne Expired - Lifetime EP0585568B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4228796 1992-08-29
DE4228796A DE4228796A1 (de) 1992-08-29 1992-08-29 Ventilantriebsanordnung für eine Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0585568A1 EP0585568A1 (fr) 1994-03-09
EP0585568B1 true EP0585568B1 (fr) 1995-12-06

Family

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Family Applications (1)

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EP93110921A Expired - Lifetime EP0585568B1 (fr) 1992-08-29 1993-07-08 Dispositif d'entrainement de soupape pour un moteur à combustion interne

Country Status (5)

Country Link
US (1) US5345898A (fr)
EP (1) EP0585568B1 (fr)
JP (1) JPH06200713A (fr)
KR (1) KR940004177A (fr)
DE (2) DE4228796A1 (fr)

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JP2924777B2 (ja) * 1996-04-08 1999-07-26 トヨタ自動車株式会社 内燃機関のバルブタイミング可変機構
DE19702389B4 (de) * 1997-01-24 2004-05-27 Audi Ag Ventiltrieb für eine Brennkraftmaschine
JP4396024B2 (ja) * 2000-03-13 2010-01-13 マツダ株式会社 シリンダヘッド構造
DE102006012385B3 (de) * 2006-03-15 2007-10-11 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Ventiltriebsanordnung für eine Brennkraftmaschine
DE102006012386B3 (de) * 2006-03-15 2007-08-30 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Ventiltrieb für eine Brennkraftmaschine
DE102008035935A1 (de) * 2008-07-31 2010-02-11 Audi Ag Zahnwellenverbindung und Ventiltrieb mit Zahnwellenverbindung zwischen einer Nockenwelle und verschiebbaren Nockenträgern
US8807102B2 (en) * 2009-09-14 2014-08-19 Honda Motor Co., Ltd Variable valve operating device for internal combustion engine
KR101209733B1 (ko) * 2010-09-01 2012-12-07 현대자동차주식회사 가변 밸브 리프트 장치
CN106837466B (zh) * 2016-12-13 2018-12-21 大连理工大学 一种集约型锁定式多模式四杆式可变气门驱动系统
CN106640253B (zh) * 2016-12-13 2018-12-25 大连理工大学 一种集约型锁定式多模式液压可变气门驱动系统
CN106640251B (zh) * 2016-12-13 2018-12-21 大连理工大学 一种集约型锁定式多模式可变气门驱动系统
CN106762011B (zh) * 2016-12-13 2018-12-25 大连理工大学 一种紧凑型多模式可变气门驱动系统
CN106545380B (zh) * 2016-12-13 2018-10-19 大连理工大学 一种锁定式多模式杠杆式可变气门驱动系统

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Also Published As

Publication number Publication date
KR940004177A (ko) 1994-03-14
JPH06200713A (ja) 1994-07-19
DE59301091D1 (de) 1996-01-18
EP0585568A1 (fr) 1994-03-09
US5345898A (en) 1994-09-13
DE4228796A1 (de) 1994-03-03

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