EP0624717B1 - Moteur à combustion interne avec dispositif de déphasage de l'entraînement des arbres à cames - Google Patents

Moteur à combustion interne avec dispositif de déphasage de l'entraînement des arbres à cames Download PDF

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Publication number
EP0624717B1
EP0624717B1 EP94102216A EP94102216A EP0624717B1 EP 0624717 B1 EP0624717 B1 EP 0624717B1 EP 94102216 A EP94102216 A EP 94102216A EP 94102216 A EP94102216 A EP 94102216A EP 0624717 B1 EP0624717 B1 EP 0624717B1
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EP
European Patent Office
Prior art keywords
drive
camshaft
adjustment unit
camshafts
unit
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
EP94102216A
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German (de)
English (en)
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EP0624717A1 (fr
Inventor
Uwe Hoyer
Franz Kreil
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.)
Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication date
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Publication of EP0624717A1 publication Critical patent/EP0624717A1/fr
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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
    • 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
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/024—Belt drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F01L1/34406—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley
    • 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
    • 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
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/08—Endless member is a chain
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the invention relates to an internal combustion engine with at least two camshafts arranged spatially separate from one another and a camshaft drive adjustment unit driven by the internal combustion engine crankshaft, with the aid of which the phase angles of at least two camshafts with respect to the crankshaft can be varied in different ways.
  • a camshaft drive adjustment unit is shown, for example, in DE 40 27 312 A1.
  • DE 40 27 312 Al proposes a common, summarized camshaft drive adjustment unit which is located centrally between the camshafts is arranged and makes use of the known adjustment principle via helical gears.
  • the intake camshaft and the exhaust camshaft can be adjusted simultaneously, but differently, by moving the two helical gear wheels together longitudinally.
  • the drive adjustment unit which serves both, is spatially separated from the at least two to drive camshafts arranged from each other, as well as to adjust these camshafts differently with respect to the crankshaft driving them, designed as a pre-assembly unit.
  • this preassembly unit can simply be flanged onto the internal combustion engine housing.
  • the connection to at least one of the camshafts takes place via an endless traction mechanism, for example a chain or a toothed belt, which is already included in the preassembly scope and can be placed on the other associated wheels after the drive adjustment unit has been flanged on.
  • the connection between the crankshaft and the drive adjustment unit is preferably also established via such an endless traction mechanism transmission.
  • an endless traction mechanism transmission can also be provided between the drive adjustment unit and the second camshaft.
  • the drive adjustment unit in such a way that it can be plugged onto one of the two or more camshafts, which of course are provided with a corresponding receptacle for this purpose. Then one of the two or more camshafts is driven directly by the drive adjustment unit, so that a so-called dome drive is present between these elements.
  • an endless traction mechanism preferably leads to the other camshaft and to the crankshaft.
  • the drive adjustment unit can of course also be plugged onto the appropriately designed crankshaft. Then an endless traction mechanism leads to the camshafts to be driven and adjusted. Regardless of the selected arrangement, these measures generally allow the drive adjustment unit to be designed essentially in its entirety as a preassembly unit and to be easily flanged to the internal combustion engine housing, after which only the respective endless traction devices have to be put on.
  • An arrangement or design according to the invention is particularly advantageous in a V-type internal combustion engine or a boxer machine. If at least one intake camshaft and one exhaust camshaft are provided for each cylinder bank, it is advisable to arrange the common drive adjustment unit for the intake camshafts and the exhaust camshaft essentially between these cylinder banks. Starting from the drive adjustment unit, a first traction mechanism can then lead to the two intake camshafts and a second traction mechanism can lead to the two exhaust camshafts. With a single drive adjustment unit, which can also be referred to as a tandem unit, it is thus possible to adjust four camshafts, two camshafts being connected in pairs, but the phase cam angle of the two camshaft pairs can be varied differently from one another .
  • the drive adjustment unit is simple and compact - also with regard to the ability to be preassembled - if support bearing units are provided in this adjustment unit.
  • Essential elements of the drive adjustment unit are supported on these support bearing units, for example the wheels of the camshaft drives and / or a phase angle adjustment element.
  • the support bearing units in turn are then supported on the internal combustion engine housing.
  • a support bearing unit can be mounted directly in a centering receptacle of the internal combustion engine housing, but another or both or all or all support bearing units can also be flange-mounted on the internal combustion engine housing by means of stud bolts or the like.
  • each drive adjustment unit serves to drive and to adjust at least two camshafts which are arranged spatially separated from one another.
  • Two output gears are therefore required for these camshafts, said camshaft drive not only being able to take place via an endless traction mechanism or a spur gear transmission, but such an output gear can also be directly and positively connected to the camshaft to be driven.
  • an output gear assigned to a camshaft can be inserted into an end recess of this camshaft.
  • This embodiment is also referred to as a dome drive. Since at least two driven wheels are thus present and two support bearing units are also part of a drive adjustment unit, it makes sense to assign such a support bearing unit to each driven wheel of a camshaft drive.
  • a drive wheel driven by the internal combustion engine crankshaft for the drive adjustment unit can be supported on the driven wheels.
  • the rotational movement of which is transmitted in a suitable manner to the driven wheels, and the driven wheels, there is of course still the phase angle adjusting element, with the aid of which the phase angles between the driven wheels and the drive wheel can be varied in different ways.
  • a space-saving arrangement results if this toothed sleeve is mounted concentrically within the driven wheel and the drive wheel, while the hydraulic cylinder can again be supported on the support bearing unit.
  • two toothed sockets with associated hydraulic pistons are required. In simple cases, however, it may be sufficient to have a fixed functional relationship between the adjustment angles of the two camshafts to be adjusted. For example, it may be sufficient to twist one of the camshafts by twice the angular amount and in the opposite direction as the other camshaft. For this application, only a single longitudinally displaceable toothing sleeve is required, the helical teeth interacting with the driven wheels being designed differently in a corresponding manner.
  • reference number 50 denotes a crankcase and reference number 51 a cylinder head of an internal combustion engine.
  • a symbolically represented crankshaft bears the reference number 52, a first camshaft or, in the case of V-type internal combustion engines, a first camshaft pair is designated 53, a second camshaft / a second camshaft pair 54.
  • reference number 55 is a camshaft according to the invention -Assigned drive adjustment unit, from which two spatially separated camshafts (pairs) 53, 54 are driven and by means of which the phase angles of these camshafts (pairs) 53, 54 can be changed in different ways with respect to the crankshaft 52.
  • the movement transmission between the individual moving elements described so far takes place largely via endless traction mechanisms with the reference number 56.
  • a conventional multi-cylinder in-line internal combustion engine which has two overhead camshafts 53, 54, which actuate the intake valves and the exhaust valves.
  • the drive adjustment unit 55 is arranged centrally below the two camshafts 53, 54. This is driven by the crankshaft 52 via the endless traction mechanism gear 56 and in turn drives the two camshafts 53, 54 via endless traction mechanism gear 56, wherein in this drive adjustment unit 55 a phase angle adjustment between the driven wheels, the movement of which directly onto the camshafts 53 via endless traction mechanism gear 56 , 54 is transmitted and the drive wheel, which is driven by the crankshaft 52, is adjustable.
  • FIG. 1a phase angle adjustment between the driven wheels the movement of which directly onto the camshafts 53 via endless traction mechanism gear 56 , 54 is transmitted and the drive wheel, which is driven by the crankshaft 52, is adjustable.
  • this drive adjusting unit 55 is plugged onto the crankshaft 52, in the exemplary embodiment according to FIG. 1c the drive adjusting unit 55 is plugged onto the first camshaft 53.
  • an endless traction mechanism gear 56 is less necessary than in the variant 1a, but in the variant 1a, a smaller construction space can result from a suitable construction.
  • 1d, 1e show a boxer internal combustion engine with the elements already explained, which are only shown in principle. While in variant 1d the drive adjustment unit 55 is plugged onto the crankshaft 52, in variant 1e the drive adjustment unit 55 is placed separately.
  • 1f, 1g, 1h show internal combustion engines of the V type.
  • the drive adjustment unit 55 is plugged onto the crankshaft 52, in variant 1h on a camshaft of the first camshaft pair 53.
  • the drive adjustment unit 55 in variant 1f is arranged particularly favorably, since the partially unused V-space is used for this purpose is to accommodate the drive adjustment unit 55 in a space-saving manner and not to increase the overall length of the internal combustion engine.
  • FIG. 1f This principle variant according to FIG. 1f is shown again in somewhat more detail in FIGS. 2, 3. Shown are two possible courses of the endless traction mechanism gear 56 of an internal combustion engine of the V type with a camshaft drive adjusting unit 55 according to the invention arranged centrally in the V space. As can be seen, this drive adjusting unit 55 is fastened to the housing of the internal combustion engine via three stud screws 57. It is thus possible to design this drive adjustment unit 55, by means of which the phase angles of the two camshaft pairs 53, 54 can be changed differently from one another with respect to the crankshaft 52, as a preassembly unit and to flange-mount the end face of the internal combustion engine housing 58.
  • the camshaft drive adjusting unit 55 is driven by the crankshaft 52 via a first endless traction mechanism 56 and in turn drives the two pairs of camshafts 53, 54 via two further endless traction mechanisms 56, the first pair of camshafts 53, for example, the intake valves each Cylinder bank 51a, 51b and the second pair of camshafts 54 actuated the exhaust valves per cylinder bank 51a, 51b.
  • the drive adjustment unit 55 which is designed as a preassembly unit, first to the internal combustion engine housing and then to the one already included in the preassembly scope contained endless traction mechanism 56 completely hang up, which overall is an extremely simple manufacture.
  • FIGS. 4, 5, 6 Three different exemplary embodiments of a camshaft drive adjustment unit 55 according to the invention are each shown in section in FIGS. 4, 5, 6. The same components are identified by the same reference numbers.
  • the drive adjustment unit 55 is designed as a preassembly unit. Therefore, this preassembly unit has to have a housing that is made up of several parts and takes over storage function for the individual components of the drive adjustment unit 55. This storage function is formed in two parts, thus two support bearing units 1, 2 are provided. These support bearing units 1, 2 are flanged to the internal combustion engine housing 58 by means of the stud screws 57. In the exemplary embodiments according to FIGS. 4 and 6, the support bearing unit 1 is additionally mounted in a centering receptacle 59 of the internal combustion engine housing 58.
  • Each support bearing 1, 2 carries an output gear 3, 4 of a camshaft drive.
  • the two camshafts or camshaft pairs 53, 54 are thus driven via these driven wheels 3, 4.
  • the driven wheel 3 is designed as a chain wheel; in the exemplary embodiments according to FIGS. 4, 6, the driven wheel 4 is also a chain wheel for an endless traction mechanism 56.
  • the driven wheel 4 is directly in an end-side recess inserted in the camshaft 54. Instead of a traction mechanism is in this embodiment a so-called dome drive is thus provided for the camshaft 54.
  • a drive wheel 5 is also required, which - as shown in FIGS. 1 to 3 - is driven by the crankshaft 52 and in turn sets the driven wheels 3, 4 in rotation. Since this drive wheel 5 of the drive adjustment unit 55 must cooperate with the two driven wheels 3, 4, this drive wheel 5 can also be supported on these two driven wheels 3, 4 for the sake of simplicity, as is shown in all the exemplary embodiments according to FIGS. 4-6.
  • the rotational movement of the drive wheel 5 should not be transmitted unchanged to the driven wheels 3, 4; rather, as already explained, a phase angle adjustment should be possible, the phase angles of the two driven wheels 3, 4 being to be changeable in different ways relative to the drive wheel 5.
  • the known adjustment principle via helical gears is used here, for which purpose at least one longitudinally displaceable, that is to say displaceable in or against the direction of arrow 6 toothed sleeve 7 is provided.
  • a single toothed sleeve 7 is mounted longitudinally displaceable concentrically within the driven wheels 3, 4 and within the drive wheel 5; in the embodiment according to FIG.
  • each toothed sleeve 7 is connected to the drive wheel 5 via a preferably straight longitudinal toothing 8 (can also be a helical toothing) in order to be longitudinally displaceable in the direction of the arrow 6 to manufacture.
  • the toothed sleeve 7 or 7a is connected to the first drive wheel 3 via a first helical toothing 9a, while a second helical toothing 9b is provided between the toothed sleeve 7 or 7b and the second driven wheel 4.
  • a single toothed sleeve 7 the two helical teeth 9a, 9b are different from each other, in the embodiment of FIG. 6 with two toothed sleeves 7a, 7b, the two helical teeth 9a, 9b can be quite the same.
  • the two helical gears 9a, 9b in the exemplary embodiments according to FIGS. 4, 5 have different pitches, different phase angle adjustment values naturally also result for the two driven wheels 3, 4.
  • the two gear sleeves 7a, 7b can also work together by a different one Amount to be moved in or against arrow direction 6.
  • the displacement movement of the toothed sleeves 7, 7a, 7b is initiated via hydraulic pistons 10, which are connected to the associated toothed sleeve 7 or 7a, 7b via a so-called axial bearing package 11, which prevents rotation transmission - this is described in DE 36 16 234 A1.
  • the hydraulic piston 10 in turn is guided in a hydraulic cylinder 12, which in turn is mounted in a support bearing unit 1 (or 2 in the case of FIG. 6).
  • the hydraulic cylinder 12 is supplied via two hydraulic channels 13a, 13b, which allow hydraulic piston 10 to be acted upon on both sides, so that depending on the respective pressure level in individual hydraulic channels 13a, 13b, hydraulic piston 10 and thus also toothing sleeve 7 can be positioned as desired.
  • the different pressure levels in the hydraulic channels 13a, 13b are generated via a solenoid valve 14, whereby in the exemplary embodiment according to FIG. 6 two such solenoid valves are of course required in order to be able to supply the two hydraulic cylinders 12, which are arranged independently and separately, but coaxially.
  • the high pressure applied in front of the solenoid valve 14 is generated by a piston pump, designated in its entirety by 15, which is also part of the drive adjustment unit 55.
  • the revolving part of the piston pump 15 is integrated into the driven wheel 3, in which - as can be seen - a plurality of pistons 16, which can be moved axially, ie in or against the direction of the arrow 6, are mounted.
  • the wheels 3, 5 and the associated endless traction mechanism transmission can be lubricated via a spray oil channel 21 branching off from the storage space 19.
  • This channel 21 also serves to lower the pressure in the reservoir 19 so that the hydraulic pump can suck.
  • the hydraulic channel 13a running in the region of the support bearing unit 2 is supplied with hydraulic medium from the lower piston 16 of the piston pump 15 via the bore for the stud screw 57 shown.
  • this as well as details can be designed otherwise without leaving the content of the claims.

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

Claims (9)

  1. Moteur à combustion interne ayant au moins deux arbres à cames (53, 54) séparés dans l'espace, ainsi qu'une unité de réglage d'entraînement d'arbres à cames (55) entraînée par le vilebrequin (52) du moteur à combustion interne, pour modifier différemment la phase d'au moins deux arbres à cames (53, 54) par rapport au vilebrequin (52),
    caractérisé en ce qu'
    au moins l'un des arbres à cames (53, 54) est relié par un moyen de transmission en traction sans fin (56) à l'unité de réglage d'entraînement (55) réalisée sous la forme d'un ensemble préassemblé, et qui comporte une unité de palier d'appui (2) fonctionnant comme partie de boîtier pour un pignon (4) de l'entraînement par arbres à cames et l'unité de réglage d'entraînement (55) est fixée par bride par l'unité de palier d'appui (2) contre la face du corps (58) du moteur à combustion interne.
  2. Moteur à combustion interne selon la revendication 1 comprenant deux ensembles de cylindres (51a, 51b) ayant chaque fois un arbre à cames d'admission (53) et un arbre à cames d'échappement (54),
    caractérisé en ce que
    l'unité de réglage d'entraînement (55) est montée essentiellement entre les ensembles de cylindres (51a, 51b) et partant de l'unité de réglage d'entraînement (55), une première transmission à moyen de traction (56) est reliée aux deux arbres à cames d'admission (53) et une seconde transmission à moyen de traction (56) est reliée aux deux arbres à cames de sortie (54).
  3. Moteur à combustion interne selon les revendications 1 ou 2,
    caractérisé en ce que
    l'unité de réglage d'entraînement (55) comporte deux unités de palier d'appui (1, 2) pour les pignons (3, 4, 5) de l'entraînement par arbres à cames (transmission à moyen de traction (56), entraînement couplé) ainsi qu'un ou des organes de réglage de phase, au moins l'unité de palier d'appui (2), écartée du boîtier (58) du moteur à combustion interne étant fixée à ce boîtier (58) par des goujons filetés (57).
  4. Moteur à combustion interne selon la revendication 3,
    caractérisé en ce que
    l'unité de palier d'appui (1) tournée vers le boîtier (58) du moteur à combustion interne est montée directement dans un logement de centrage (59) du boîtier (58).
  5. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    chaque unité de palier d'appui (1, 2) porte un pignon de sortie (3, 4) d'un entraînement d'arbres à cames (transmission à moyen de traction 56, entraînement couplé) et un pignon (5) entraîné par le vilebrequin (52) de l'unité de réglage d'entraînement (55) s'appuie sur les pignons de sortie (3, 4).
  6. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'organe de réglage de la phase comprend au moins un manchon denté (7, 7a, 7b) monté coulissant longitudinalement dans la roue de sortie (3, 4) et le pignon d'entraînement (5), avec au moins une denture en biais (9a, 9b) sur laquelle agit un piston hydraulique (10) guidé dans un cylindre hydraulique (12) s'appuyant contre l'unité de palier d'appui (1, 2).
  7. Moteur à combustion interne selon la revendication 6,
    caractérisé par
    deux manchons d'entrée (7a, 7b) coaxiaux auxquels sont associés des pistons hydrauliques (10) et des cylindres hydrauliques (12), et coopérant avec chaque fois un pignon de sortie (3, 4).
  8. Moteur à combustion interne selon la revendication 6,
    caractérisé par
    un manchon denté (7) coopérant avec deux pignons de sortie (3, 4) par des dentures en biais (9a, 9b) différentes l'une de l'autre.
  9. Moteur à combustion interne selon quelconque des revendications précédentes,
    caractérisé en ce que
    l'unité de réglage d'entraînement (55) comporte une pompe à pistons (15) pour fournir le fluide hydraulique nécessaire aux pistons hydrauliques (10)/cylindres hydrauliques (12).
EP94102216A 1993-03-03 1994-02-14 Moteur à combustion interne avec dispositif de déphasage de l'entraînement des arbres à cames Expired - Lifetime EP0624717B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4306604 1993-03-03
DE4306604 1993-03-03

Publications (2)

Publication Number Publication Date
EP0624717A1 EP0624717A1 (fr) 1994-11-17
EP0624717B1 true EP0624717B1 (fr) 1997-06-04

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EP (1) EP0624717B1 (fr)
DE (1) DE59402976D1 (fr)

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JPH1061414A (ja) * 1996-08-22 1998-03-03 Fuji Heavy Ind Ltd オーバヘッドカム型エンジンのカム軸駆動装置
JP4040779B2 (ja) * 1998-12-25 2008-01-30 ヤマハ発動機株式会社 エンジンのバルブタイミング制御装置およびバルブタイミング制御方法
JP3922913B2 (ja) * 2001-11-20 2007-05-30 ヤマハマリン株式会社 船外機用ｖ型４サイクルエンジン
DE10308072A1 (de) 2003-02-26 2004-09-09 Hydraulik-Ring Gmbh Nockenwellenverstelleinrichtung für Brennkraftmaschinen von Kraftfahrzeugen
DE102004018947A1 (de) * 2004-04-20 2005-11-17 Daimlerchrysler Ag Verstellgetriebe für eine Nockenwellenanordnung
JP4606240B2 (ja) * 2005-04-28 2011-01-05 ヤマハ発動機株式会社 内燃機関
FR2898385B1 (fr) * 2006-03-13 2013-02-08 Peugeot Citroen Automobiles Sa Dispositif de pilotage d'une distribution d'un moteur a combustion interne et moteur a combustion interne comportant un tel dispositif

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CA1327150C (fr) * 1988-12-28 1994-02-22 Christian Fabi Mecanisme a dephasage progressif d'un arbre a cames dans un moteur a combustion interne
JPH03107511A (ja) * 1989-09-21 1991-05-07 Yamaha Motor Co Ltd バルブタイミング遅角装置
US4974560A (en) * 1990-03-21 1990-12-04 King Brian T Mechanism for varying valve duration in an internal combustion engine
DE4133408C2 (de) * 1991-10-09 2000-09-14 Schaeffler Waelzlager Ohg Vorrichtung zum Relativverstellen einer Nockenwelle zu einem sie antreibenden Antriebsrad

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