EP0704605B1 - Moteur à combustion interne avec dispositif de variation de la phase de l'arbre à cames - Google Patents

Moteur à combustion interne avec dispositif de variation de la phase de l'arbre à cames Download PDF

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Publication number
EP0704605B1
EP0704605B1 EP19950115427 EP95115427A EP0704605B1 EP 0704605 B1 EP0704605 B1 EP 0704605B1 EP 19950115427 EP19950115427 EP 19950115427 EP 95115427 A EP95115427 A EP 95115427A EP 0704605 B1 EP0704605 B1 EP 0704605B1
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EP
European Patent Office
Prior art keywords
camshaft
cylinder head
combustion engine
internal combustion
oil
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
EP19950115427
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German (de)
English (en)
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EP0704605A2 (fr
EP0704605A3 (fr
Inventor
Shigenobu c/o Yamaha Hatsudoki K.K. Uchiyama
Masaaki C/O Yamaha Hatsudoki K.K. Yoshikawa
Hironao c/o Yamaha Hatsudoki K.K. Takahashi
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Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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Publication date
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Publication of EP0704605A2 publication Critical patent/EP0704605A2/fr
Publication of EP0704605A3 publication Critical patent/EP0704605A3/fr
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Publication of EP0704605B1 publication Critical patent/EP0704605B1/fr
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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
    • F01L1/26—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
    • F01L1/265—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 peculiar to machines or engines with three or more intake valves per cylinder
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02—Arrangements of lubricant conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/102—Lubrication of valve gear or auxiliaries of camshaft bearings
    • 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
    • F01L1/3442—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 hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/34433—Location oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/108—Lubrication of valve gear or auxiliaries of auxiliaries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/006—Camshaft or pushrod housings
    • F02F2007/0063—Head bolts; Arrangements of cylinder head bolts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/006—Camshaft or pushrod housings

Definitions

  • the present invention relates to an internal combustion engine according to the preamble of claim 1.
  • Such an internal combustion engine is known from WO-93/24737 or US-5,333,577.
  • Those prior art documents disclose an internal combustion engine comprising a so-called cam phase variation apparatus (VVT) for changing the valve timing based upon the operational state of the engine.
  • VVT cam phase variation apparatus
  • the cam phase variation apparatus is operated with hydraulic oil which is supplied from passages within a cylinder head wall of the cylinder head unit to a solenoid valve and from said solenoid valve to an operating mechanism of said cam phase variation apparatus.
  • the respective fluid passages are recessed in a cover plate likewise providing a seat for the movable part of the solenoid valve. Accordingly, the cover plate is a part of rather complex design.
  • Another internal combustion engine comprising a cam phase angle variation apparatus is for example know from Japanese Utility Patent Hei 6-12240 (1994)).
  • the integral assembly of the solenoid valve and the oil transport unit is attached from the front of the engine by the attachment bracket through the opening present by the front end wall of the cylinder head and the attachment bracket, thereby mounting the cam phase angle variation apparatus, including the solenoid valve, to the engine unit.
  • the entire cam phase angle variation apparatus including the solenoid valve, is affixed to the engine unit, thereby greatly reducing the number of parts required to mount the device by relying on just a single attachment bracket; further, the use of such an attachment bracket contributes to the high durability attachment of the cam phase angle variation apparatus to the engine unit.
  • the need for two separate passages to be present in the cylinder head namely one oil passage serving the solenoid valve and the other to provide lubricating oil to the camshaft, is eliminated; rather, the number of oil passages in the cylinder head is reduced while still allowing the provision of appropriate amounts of oil to the solenoid valve and the camshaft bearings.
  • Figure 1 shows a view from the front (in the crankshaft direction) of a multicylinder four-cycle engine equipped with a twin cam valve system and an upper and lower two-stage chain.
  • a front cover 7 covers the front surface of the cylinder block 4 and the crankcase 5.
  • an oil cooler 9 mounted on the bottom surface of the crankcase 5 of the engine 1, in an area outside the oil pan 6, is an oil cooler 9 that is rigidly attached to a filter.
  • the water pump 10 is part of the cylinder block 4 and the front cover 7, while the auxiliary equipment, consisting of the alternator 11, the power steering pump 12, the air conditioning compressor 13, etc., is mounted around the periphery of the engine 1.
  • Pulleys 18, 19, 20 and 21 are attached, respectively, to the ends of the input shafts 14, 15, 16 and 17 of the water pump 10 and the various auxiliary equipment 11, 12 and 13.
  • a pulley 23 is affixed to the end of the output shaft 22 that extends to the outside the front cover 7 from the crankshaft of the engine.
  • the rotation of the output shaft 22 is transmitted to the input shafts of the water pump and the various auxiliary equipment input shafts 14,15,16 and 17 by a belt 24 that drives this auxiliary equipment, the belt 24 additionally spans a tensioner 25 composed of the tension pulley 28, the arm member 27, and a spring damper unit 26.
  • one end of the spring damper 26 is pivotably affixed to the crankcase 5 by means of a shaft 26a while a pivot unit 29 in the center of the arm 27 is pivotably affixed to the alternator support 4a of the cylinder block 4, the other end of the spring damper 26 and one end of the arm 27 being rotatably connected by a shaft 26b, and the tension pulley 28 is rotatably attached to the other end of the arm 27 so that the force applied by the spring in the spring damper 26 keeps the tension pulley 28 constantly pushing against the belt 24 by means of the arm 27.
  • the belt 24 and the arm 27 intersect between the pivot area 29 and the tension pulley 28 and between the pivot area 29 and the spring damper unit 26, so that the pivot area 29, which is in the center of the arm 27, is positioned inside the serpentine belt 24, while the arm 27 is located in front of the belt 24, so that, when viewed from the front (in the crankshaft direction) the respective center lines of the belt 24 and the spring damper unit 26 are in line, thereby entailing a structure that realizes a lighter weight for arm 27, even while improving strength.
  • the tensioner pulley 28 is located near the center of the engine unit 1 in the transverse direction (the cylindrical axis X shown in Figure 2), the tensioner can be very effectively located with respect to the belt 24 that spans the pulleys of the various auxiliary equipment, and the tension pulley can be compactly located beneath the mounting bracket 30.
  • a mounting bracket 30 for attaching the engine to the vehicle and spanning both the cylinder head 3 and the cylinder block 4; it is affixed by bolts in attachment areas 31, 32, 33.
  • An attachment area 30a is formed on this mounting bracket 30 for attaching it to the vehicle, and the top of the alternator 2 is attached to the attachment area 34 by a bolt.
  • the camshaft drive mechanism includes an intermediate shaft 46 which is coupled to the camshafts via a transmission means including a cam chain for driving said camshafts.
  • Figure 2 shows the configuration of the cam chan with respect to the engine unit 1, said chains driving the valve system of this twin cam (not shown) 5-valve engine with three air intake valves and two exhaust valves located at the top of the engine for each cylinder.
  • the cam chains consist of an upper and lower 2-stage chain system composed of an upper chain 43 engaging the air intake cam sprocket 41 attached to the camshaft 38 for the air intake valves and the exhaust cam sprocket 42 attached to the camshaft 39 for the exhaust valves, and a lower cam chain 43 which engages a sprocket 44 attached to the end of the output shaft 22 of the crankshaft and intermediate sprockets 48, 49 attached to intermediate rotating shaft 46.
  • the intermediate rotating shaft 46 is offset to one side with respect to the cylindrical axis X, located roughly at the center of the engine in the transverse direction and it is rotatably attached to the cylinder head 3.
  • the upper chain 43 spans the intermediate sprocket 47 attached to the intermediate rotating shaft 46, the air intake side cam sprocket 41 and the exhaust side cam sprocket 43, while the lower chain 45 spans the intermediate sprocket 48, and the sprocket 44 attached to the output end of the crankshaft.
  • An upper chain tensioner 49 is present between the intermediate sprocket 47 and the air intake side cam sprocket 41 and is designed to take up any slack in the upper chain 43.
  • the tension arm 49a of the upper tensioner 49 is pivotally supported at a pivot area 49b affixed to the cylinder head 3, while a rod cylinder 49c housing a push rod pressing on the tension arm 49a is affixed to an attachment hole through a projection 3a from the cylinder head 3 to enable it to be externally serviceable.
  • the attachment area 32 which is the attachment area of the mounting bracket 30 that is located close to the center of the engine in the transverse direction (near the cylindrical axis X), is positioned over the pivot area 49b for the upper chain tensioner 49, so that the hole 32a in the front of the pivot area 49b on the cylinder head 3 also functions as the attachment hole 32a for the mounting bracket 30, a blind plug 32b to close hole 32a holding an attachment bolt to attach the mounting bracket 30 to the cylinder head 3.
  • a lower chain tensioner 50 is located between the output sprocket 44 and the intermediate sprocket 48 to take up any slack in the lower chain 45.
  • the tension arm 50a of the lower chain tensioner 50 is pivotally supported at the pivot area 50b affixed to the cylinder block 4, and a rod cylinder 50c which contains a push rod to apply pressure upon the tension arm 50a is affixed in a hole that passes through the lower part of the alternator support 4a of the cylinder block 4 to make it externally serviceable.
  • the alternator support 4a of the cylinder block 4 is rigidly joined to the cylinder block 4 and projects from it to form a lower support for the alternator 11, the alternator 11 is attached at the bottom to support 4a by a bolt to an attachement area 35.
  • Figure 3 shows the location of the water pump, oil pump, oil cooler and their related members installed on the engine.
  • the water pump 10, oil pump 52 and oil cooler 9 that are installed in various areas of the engine unit 1 are all positioned on the front face side of the engine unit 1. As is shown in Figure 3, the water pump 10, which is installed above the cylinder block 3, and the oil pump 52, which is located inside the oil pan 6 beneath it that runs the length of the crankcase, lie approximately opposite to each other on either side of the output shaft 22 of the crankshaft.
  • the inlets for the coolant and for the oil to the oil cooler 9 lie in the approximate vertical center between the water pump and the oil pump, and are positioned at the apex of a triangle with a line connecting the water pump 10 and the oil pump 52 as its base.
  • the pump housing for the water pump 10 is formed by the stock in the cylinder block 4, the front cover 7 that covers the front face of the cylinder block 4 and the crankcase 5, and an outer cover that covers the front face of the front cover, and the impeller is situated inside this pump housing.
  • the rotating input shaft 14 of the impeller of the water pump extends outside the front cover 7, and a pulley 18 is attached to its end so that the coolant water that is pumped by the water pump 10, is transported from the opening 66 to the water jacket in the cylinder block to the inside of the cylinder block 4, and additionally, through a coolant passage (not shown in the Figures) present in the front cover 7, to the oil cooler 9, after which it is returned, through a coolant passage present in the cylinder block 4, from the oil cooler 9 to the water pump 10.
  • the oil pump 52 is driven by the rotation of the output shaft 22 of the crankshaft by a chain 54 engaging the oil pump output sprocket 53 along with the output sprocket 44 (shown in Figure 2) on the output shaft 22 of the crankshaft.
  • the drive to the oil pump 52 causes the lubricating oil stored in the oil pan 6 to be drawn up through the strainer 55 and be supplied to the oil cooler 9 through the oil conduit pipe 56.
  • an internal cooler element 9a and a filter element 9b which, as shown in Figure 1, are attached to the bottom surface of the crankcase adjacent to an indent area in the side surface of the oil pan 6.
  • the cam phase angle variation apparatus situated at the top of the engine varies the phase angle between the air intake side camshaft 38 and the cam sprocket 48 by using the oil that is supplied to the cylinder head 3 through the oil passage 59, and this feature varies the valve timing for the air intake valves (not shown) according to the operational state of the engine.
  • this cam phase angle variation apparatus is composed of a hydraulic actuation means including a valve means such as a solenoid valve 81 controlling the oil pressure, an oil transfer unit 82 which is an oil passage to supply oil from the solenoid valve, an operating control device 84 which applies oil pressure to vary the phase angle of the camshaft 38 and cam sprocket 41, and a cover member 83 that covers the front of the operating control device 84.
  • a valve means such as a solenoid valve 81 controlling the oil pressure
  • an oil transfer unit 82 which is an oil passage to supply oil from the solenoid valve
  • an operating control device 84 which applies oil pressure to vary the phase angle of the camshaft 38 and cam sprocket 41
  • cover member 83 that covers the front of the operating control device 84.
  • the solenoid valve 81, the oil transfer unit 82 and the cover 83 are pre-assembled into a single unit prior to the installation of the cam phase angle variation apparatus on the engine, and the operating control device 84, which utilizes the oil pressure to vary the phase angle of the cam shaft 38 and the cam sprocket 41, is attached to the front end of the camshaft 38 by a bolt 85.
  • the attachment area on the engine unit 1 for the mounting of a cam phase angle variation apparatus such as previously described is accomplished by an attachment bracket 70 that is rigidly fastened by bolts 74 from above through to the front end wall 3c of the cylinder head 3, which covers the front of the chain chamber 3b that is formed in the space where the timing chain 43 is located in the cylinder head, thereby creating an opening 71 on the front face of the engine unit 1 which is of adequate diameter to allow the operating control device 84 of the cam phase angle variation apparatus 8 to pass through.
  • a semi-circular indent area 3d is present on the front end wall 3c of the cylinder head just under the mating surface with the attachment bracket 70, while an upper semicircular area 70a is formed in the attachment bracket 70 above its mating surface with the front end wall 3c.
  • the attachment bracket is affixed to the top surface of the front end wall 3c to form the opening 71, which is of adequate diameter to allow the operating control device 84 of the cam phase angle variation apparatus 8 to pass through.
  • the operating control device 84 of this cam phase angle variation apparatus 8 passes through this opening 71 and is attached to the front end of the camshaft 38 by a bolt 85. Then, the assembly of the solenoid valve 81, of oil transfer unit 82 and the cover 83 is positioned in front of the opening 71, and next, with the indent 84a located in front of the bolt 85 of the operating control unit 84 connected to the rearward projecting area 82a of the oil transfer unit 82, the bolts are tightened on the cover member 83, thereby affixing it to the attachment areas 75 on the front end wall of the cylinder head 3 and the attachment bracket 70, and thereby achieving attachment of the cam phase angle variation apparatus, including the solenoid valve 81, to the front face of the engine unit 1.
  • a connection hole 61a in the front face of the cylinder head 3 connects the solenoid valve 81 to oil passage 61 for its oil supply, and a drain hole 73 drains the oil expelled from the solenoid valve 81, so that by attaching the foregoing unit, as shown in Figure 4, the connections are made to the oil inlet opening 81a and the oil drain opening 81b for the solenoid valve 81.
  • the oil drawn up from the oil pan by the oil pump 52 passes through the oil cooler 9 and then to the main hole 58; and a branch oil passage 60 present in the cylinder head 3 that continues the oil passage 59 from the main hole 58 supplies the oil to the cylinder head 3.
  • an oil passage 60 connects with the oil passage 59 in the cylinder block, and, as shown in Figures 7 and 9, it comprises branches, namely an oil Passage 61 which supplies oil to the solenoid valve 81 and oil passage 62 which supplies oil to lubricate the camshafts 38, 39.
  • the end 61a of the oil passage 61 supplying oil to the solenoid valve terminates in the front face of the front end wall of the cylinder head 3 where the opening to the solenoid valve 81 is located.
  • the oil passage 62 for lubricating the cam shafts branches into constricted branches 63, 64 which open at the bearings 3e, 3f of the camshafts 38, 39.
  • These constrictions 63, 64 allow the provision of an appropriate amount of oil to the bearings 3e, 3f of the camshafts 38, 39.
  • 91 represents the head bolt holes, 92 the cam cap bolt holes, and 93 the spark plug holes.
  • cam phase angle variation apparatus 8 on an engine is implemented by the end wall 3c of the cylinder head 3 and an attachment bracket 70, whereby the cam phase angle variation apparatus, including the solenoid valve 81, can be very durably attached to the engine unit 1, while greatly reducing the number of parts over those conventionally required for the mounting of the cam phase angle variation apparatus 8.
  • the assembly composed of the solenoid valve 81, the oil transfer unit 82 and the cover 83 is connected to the operating control device 84 and the oil transfer unit 82 through the opening 71, so that the mere mounting of the unit to the front wall 3c of the cylinder head and the attachment bracket 70 allows mounting the entire cam phase angle variation apparatus 8, including the solenoid valve 81, to be vastly simplified because it is possible to assemble the solenoid and the oil transfer unit to the operating control device 84 attached to the front end of ther camshaft 38.
  • the oil passage 60 in the cylinder head 3 connects with the oil passage 59 in the cylinder block 4, and midway, it branches the oil passage 61 to the solenoid valve and oil passage 62 that supplies lubrication for the camshafts. Because of the constricted areas 63, 64 in the branch passage 62 for the camshafts, it is possible to supply appropriate amounts of oil to the bearing areas 3e, 3f of the camshafts 38, 38 and to the solenoid valve 81 without the need for two separate oil passage systems in the cylinder head, thereby reducing the number of oil passages required in the cylinder head.
  • the mounting structure for cam phase angle variation apparatus to engines in this invention enables reduction in the number of parts required for mounting the entire apparatus to the engine and simplifies the mounting operation to reduce costs.
  • the structure specified in the foregoing allows high durability mounting of the cam phase angle variation apparatus by an attachment bracket; furthermore, the connection between the solenoid valve and the oil passage in the cylinder head is simplified; moreover, the number of oil passages present in the cylinder head can be reduced; according to the structure described in the foregoing the connection between the solenoid valve and the oil drain hole is simplified; and all the above simplify the assembly or machining operations to bring costs down.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (10)

  1. Un moteur à combustion interne, comprenant un bloc-moteur, incluant une unité de culasse (2, 3) fixée à un bloc-cylindre (4),
       un mécanisme d'actionnement de soupape, incluant au moins un arbre à cames (38, 39) supporté à rotation dans ladite unité de culasse (2, 3), un mécanisme d'entraínement d'arbre à cames (43, 45, 46, 47, 48) incluant un pignon à chaíne de came (41) associé à l'arbre à cames (38), et un dispositif de variation de la phase de came (8), pour faire varier la relation angulaire entre ledit arbre à cames (38) et ledit pignon à chaíne de came (41),
       ledit dispositif de variation de la phase de came (8) comprenant
       un mécanisme d'actionnement (84) monté sur l'arbre à cames (38) et des moyens d'actionnement hydraulique (81, 82), incluant une électrovanne (81) et reliés audit mécanisme d'actionnement (84) par au moins un passage de fluide, alimenté en fluide pressurisé depuis une pompe à fluide (52), par une ouverture (61a) d'un agencement de passage à fluide (59, 60, 61) formé dans le bloc-cylindre (4), lesdits moyens d'actionnement hydraulique (81, 82) communiquant en outre avec un trou de drain (73), dans lequel à la fois ladite ouverture (61a) et ledit trou de drain (73) sont munis d'une paroi de culasse (3c) de l'unité de culasse (3),
       comprenant en outre
       un ensemble de composants pré-assemblés incluant ladite électrovanne (81), une unité de transfert de fluide (82) comprenant ledit au moins un passage de fluide et s'étendant entre ledit mécanisme d'actionnement (84) et dadite électrovanne (81), et un organe de couverture (83) couvrant l'avant dudit mécanisme d'actionnement (84),
       caractérisé en ce qu'un support de fixation (70) est prévu, pour fixer les moyens d'actionnement hydraulique (81, 82), ledit support de fixation (70) étant fixé à une surface supérieure de l'unité de culasse (2, 3).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que lesdits moyens d'actionnement hydraulique (81, 82) sont disposés et fixés sur l'unité de culasse (2, 3) sensiblement à l'opposé d'une extrémité de l'arbre à cames (38).
  3. Moteur à combustion interne selon la revendication 1, caractérisé en ce que ladite unité de transfert hydraulique (82) comprend une partie en saillie (82a) s'étendant à travers une ouverture (71) ménagée dans une paroi de culasse (3c) de l'unité de culasse (3) tournée vers l'extrémité de l'arbre à cames (38) et entourant ladite partie en saillie (82a), ladite partie en saillie (82a) étant en liaison avec ledit mécanisme d'actionnement (84).
  4. Moteur à combustion interne selon la revendication 1 ou 3, caractérisé en ce que ledit organe de couverture (83) couvre ladite ouverture (71) par ladite partie en saillie (82a) s'étendant à travers elle.
  5. Moteur à combustion interne selon la revendication 1, caractérisé en ce que ledit agencement de passage de fluide (59, 60) fait partie du système de lubrification de l'arbre à cames.
  6. Moteur à combustion interne selon les revendications 1 à 5, caractérisé en ce que l'agencement de passage de fluide comprend un passage de fluide (59), formé dans le bloc-cylindre (4) et mis en communication avec le passage de fluide (60) formé dans l'unité de culasse (3) et avec ladite pompe à fluide (52).
  7. Moteur à combustion interne selon au moins l'une des revendications 1 à 6, caractérisé en ce que ledit agencement de passage de fluide comprend un passage de ramification (62, 63, 64) mis en communication avec les paliers d'arbre à cames, et ledit fluide pressurisé est un lubrifiant.
  8. Moteur à combustion interne selon la revendication 7, caractérisé en ce que ledit passage de ramification (62) et le passage de fluide (61) mis en communication avec les moyens de soupape (81) sont mis en communication avec un passage d'alimentation en fluide (60) commun, formé dans l'unité de culasse (3).
  9. Moteur à combustion interne selon au moins l'une des revendications 1 à 8, caractérisé en ce que ledit mécanisme d'entraínement d'arbre à cames comprend un arbre intermédiaire (46) supporté à rotation dans l'unité de culasse (3), ledit arbre intermédiaire étant couplé à l'arbre à cames (38) via des moyens de transmission (43) pour entraíner ledit arbre à cames (38).
  10. Moteur à combustion interne selon au moins l'une des revendications 1 à 9, caractérisé en ce que ledit mécanisme d'actionnement de soupape comprend un arbre à cames d'admission (38) et un arbre à cames d'échappement (39) qui sont supportés à rotation dans ladite unité de culasse (3) pour actionner trois soupapes d'admission et une paire de soupapes d'échappement par cylindre, ledit dispositif de variation de la phase de came (8) étant associé audit arbre à cames d'admission (38).
EP19950115427 1994-09-30 1995-09-29 Moteur à combustion interne avec dispositif de variation de la phase de l'arbre à cames Expired - Lifetime EP0704605B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP261826/94 1994-09-30
JP26182694 1994-09-30
JP26182694A JPH08100611A (ja) 1994-09-30 1994-09-30 エンジンにおけるカム位相角度可変装置の取付構造

Publications (3)

Publication Number Publication Date
EP0704605A2 EP0704605A2 (fr) 1996-04-03
EP0704605A3 EP0704605A3 (fr) 1996-11-27
EP0704605B1 true EP0704605B1 (fr) 2003-06-04

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Application Number Title Priority Date Filing Date
EP19950115427 Expired - Lifetime EP0704605B1 (fr) 1994-09-30 1995-09-29 Moteur à combustion interne avec dispositif de variation de la phase de l'arbre à cames

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EP (1) EP0704605B1 (fr)
JP (1) JPH08100611A (fr)
DE (1) DE69530962T2 (fr)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2329675A (en) * 1997-09-27 1999-03-31 Mechadyne Ltd I.c. engine front cover with oil supply passages
GB2332730A (en) * 1997-11-03 1999-06-30 Mechadyne Int Plc Phase change mechanism
JP3856070B2 (ja) 1998-12-29 2006-12-13 スズキ株式会社 内燃機関のオイル通路構造
JP3859046B2 (ja) 1998-12-29 2006-12-20 スズキ株式会社 内燃機関のオイル通路
JP3778404B2 (ja) * 1998-12-29 2006-05-24 スズキ株式会社 エンジンの油圧制御弁取付構造
US6435154B1 (en) * 2001-06-21 2002-08-20 Borgwarner Inc. VCT controls integrated into front cover of engine
JP4725855B2 (ja) * 2006-10-24 2011-07-13 スズキ株式会社 エンジンのシリンダヘッド構造
JP4900586B2 (ja) * 2006-12-22 2012-03-21 スズキ株式会社 可変バルブタイミング機構付エンジン
DE102007051717A1 (de) * 2007-10-30 2009-05-07 GM Global Technology Operations, Inc., Detroit Aggregatträger
JP4858562B2 (ja) * 2009-03-27 2012-01-18 スズキ株式会社 オイルコントロールバルブの取付け構造
JP5312152B2 (ja) * 2009-03-31 2013-10-09 本田技研工業株式会社 エンジンの可変動弁装置
DE102009024482A1 (de) * 2009-06-10 2010-12-16 Schwäbische Hüttenwerke Automotive GmbH Nockenwellen-Phasensteller mit Druckspeicher

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2191459A (en) * 1940-02-27 duncan
DE3616234A1 (de) * 1986-05-14 1987-11-19 Bayerische Motoren Werke Ag Vorrichtung zur relativen drehlagenaenderung zweier in antriebsverbindung stehender wellen, insbesondere zwischen in einem maschinengehaeuse einer brennkraftmaschine gelagerten kurbelwelle und nockenwelle
DE4218078C5 (de) * 1992-06-01 2006-07-13 Schaeffler Kg Vorrichtung zur selbsttätigen, kontinuierlichen Winkelverstellung zwischen zwei in Antriebsverbindung stehenden Wellen
JPH0612240U (ja) 1992-07-27 1994-02-15 株式会社ユニシアジェックス ブレーキ液圧制御装置
JP3358242B2 (ja) * 1992-09-25 2002-12-16 株式会社デンソー バルブタイミング調整装置
JP2891013B2 (ja) * 1993-01-18 1999-05-17 日産自動車株式会社 Ｖ型内燃機関における可変バルブタイミングコントロール装置

Also Published As

Publication number Publication date
DE69530962D1 (de) 2003-07-10
EP0704605A2 (fr) 1996-04-03
DE69530962T2 (de) 2004-05-13
EP0704605A3 (fr) 1996-11-27
JPH08100611A (ja) 1996-04-16

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