EP0759119B1 - Ventilantriebsvorrichtung - Google Patents

Ventilantriebsvorrichtung Download PDF

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Publication number
EP0759119B1
EP0759119B1 EP95917428A EP95917428A EP0759119B1 EP 0759119 B1 EP0759119 B1 EP 0759119B1 EP 95917428 A EP95917428 A EP 95917428A EP 95917428 A EP95917428 A EP 95917428A EP 0759119 B1 EP0759119 B1 EP 0759119B1
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EP
European Patent Office
Prior art keywords
tappet
valve
control mechanism
tappet member
cam
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
EP95917428A
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English (en)
French (fr)
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EP0759119A1 (de
Inventor
Jeffrey Allen
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.)
Lotus Cars Ltd
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Lotus Cars Ltd
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Filing date
Publication date
Priority claimed from GB9408715A external-priority patent/GB9408715D0/en
Application filed by Lotus Cars Ltd filed Critical Lotus Cars Ltd
Publication of EP0759119A1 publication Critical patent/EP0759119A1/de
Application granted granted Critical
Publication of EP0759119B1 publication Critical patent/EP0759119B1/de
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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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/245—Hydraulic tappets
    • F01L1/25—Hydraulic tappets between cam and valve stem
    • 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
    • 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
    • F01L13/0005—Deactivating valves

Definitions

  • the present invention relates to a valve mechanism for controlling a cylinder head valve of an internal combustion engine.
  • valve control mechanism which allows de-activation of a poppet valve.
  • the valve control mechanism comprises a cylindrical member which has a bore axially therethrough, the bore being closed at one end.
  • the stem of the controlled poppet valve is slidable in the bore in the cylindrical member.
  • a locking member is provided in the cylindrical member which is movable radially of the cylindrical member. The locking member is movable between a first position in which the poppet valve and the cylindrical member are free to slide relative to one another and a second position in which the locking member engages the top of the stem of the poppet valve so that the poppet valve and the cylindrical member move together.
  • the cylindrical member of the tappet assembly engages a cam of a cam shaft to the engine.
  • valve stem of the poppet valve is itself movable within the cylindrical member of the tappet assembly.
  • This has certain disadvantages.
  • the arrangement requires modification of existing components, such as the valve stem of the poppet valve and the cylinder head construction.
  • the valve when de-activated remains fully closed at all times.
  • fuel injection engines fuel is injected onto the back of the poppet valves, for release into the cylinder as air passes the poppet valves. If a poppet valve remains fully closed for a period of time, then a puddle of fuel builds up behind the poppet valve, leading to undesirable effects when the poppet valve is subsequently opened.
  • the system of DE-2952037 requires the stem of a poppet valve to move within a bore of a cylindrical member.
  • the poppet valve will be located in use in a first bore in the cylinder head and the cylindrical member will be located in a second bore in the cylinder head. In practice, both bores would be machined separately. To use the system of DE-2952037 careful machining of the two bores would be necessary to ensure axial alignment.
  • a valve control mechanism which has first and second tappet members mounted co-axially in a bore in an engine, the outer tappet member engaging a first cam mounted on a camshaft of the engine and the inner tappet member engaging a second cam on the camshaft of lower lift than the first cam.
  • the inner tappet is slidable in a bore which extends axially along the whole length of the outer tappet.
  • the inner tappet abuts the top of a stem of a cylinder head valve of the engine.
  • Locking means are provided to lock the inner and outer tappets to move together. When the tappets are unlocked then the valve is controlled by the inner tappet which follows the profile of the lower lift cam. When the tappets are locked then the valve is controlled by the lift of the higher lift cam.
  • JP-A-61-118515 describes a valve control mechanism suitable for use in a valve train which transmits lift from a cam located on a camshaft of an internal combustion engine to a cylinder head valve of the internal combustion engine.
  • the valve control mechanism has a first abutment member in abutment with the cam and a second abutment member in abutment with the top of the stem of the cylinder head valve.
  • the valve control mechanism comprises a first tappet member slidable in a bore in the engine and a second tappet member movable relative to the first tappet member.
  • a locking pin is slidably located in the second tappet member and can be slid to interengage the first and second members and thereby lock the first and second tappet members to move together.
  • the valve control mechanism transmits all of the lift of the cam to the cylinder head valve.
  • the first and second tappet members are allowed to move relative to each other at least a part of the lift of the cam causes relative motion between the first and second tappet members rather than lift of the cylinder head valve whereby the valve control mechanism reduces the amount of lift transmitted from the cam to the cylinder head valve.
  • One of the tappet members is connectable with the camshaft only via the other tappet member.
  • the first tappet member is an outer tappet member which has a bore therein and the second tappet member is an inner tappet member which is slidable in the bore of the outer tappet member.
  • the bore in the outer tappet member has a closed end.
  • Biasing means acts between the two tappet members to bias them into a position relative to each other in which the locking pin can slide to interengage the tappet members.
  • JP-A-61-118515 there is no provision for a stop to limit the downward motion of the inner tappet member relative to the outer tappet member.
  • the present invention provides a valve control mechanism suitable for use in a valve train which transmits lift from a cam located on a camshaft of an internal combustion engine to a cylinder head valve of the internal combustion engine and which has a first abutment member in abutment with the cam and a second abutment member in abutment with the top of the stem of the cylinder head valve, the valve control mechanism comprising:
  • the invention provides a valve control mechanism which can be used in an engine without extensive modification of existing components.
  • the mechanism can be easily converted to allow small valve lift rather than total deactivation.
  • the mechanism removes the need for close alignment of two different bores in the engine cylinder head.
  • the mechanism is equally applicable in overhead camshaft and push rod engines.
  • the tappet member which is connectable with the cam could be in direct engagement with the cam or indirect engagement with the cam (e.g. through a rockable cam follower member).
  • the other tappet member would normally abut the stem of a cylinder head valve in an overhead camshaft engine or a push-rod in a push-rod engine.
  • the means provided to limit motion of the inner tappet member comprises a snap-ring.
  • the valve control mechanism can be configured to transmit none of the lift of the cam to the cylinder head valve when the locking means allows the inner and outer tappet members to move relative to each other.
  • valve control mechanism can be configured to transmit a part of the lift of the cam to the cylinder head valve when the locking means allows the inner and outer tappet members to move relative to each other.
  • the bore in the outer tappet member could have a closed end and in each rotation of the cam, as the lift of the cam initially increases the inner tappet member can slide along the bore of the outer tappet member and then the inner tappet member can abut the closed end of the bore, whereafter further increasing lift of the cam causes lift of the cylinder head valve.
  • the inner tappet member has a surface which in use faces the closed end of the bore and has oil retaining means provided on the surface, the oil retaining means in use retaining a film of oil on the surface which acts to damp relative motion between the inner and outer tappet member as the surface nears abutment with the closed end of the bore.
  • the locking means comprises a locking pin slidable in a bore provided in the inner tappet member and a slot provided in the outer tappet member, wherein: the locking pin is slidable between a first position in which the locking pin extends outwardly from the inner tappet member to engage the slot in the outer tappet member and a second position in which the locking pin is out of engagement with the slot in the outer tappet member.
  • the locking means comprises spring means for biasing the locking pin into the second position, and hydraulic fluid supply means operable to supply hydraulic fluid to the valve control mechanism to apply pressure on the locking pin to slide the locking pin from the second position to the first position against the biasing force of the spring means.
  • a hydraulic lash adjuster is provided in a closed bore in the inner tappet member, the hydraulic lash adjuster in use extending to compensate for wear of components of the engine.
  • the valve control mechanism comprises hydraulic control means for controlling the locking means, the hydraulic control means switching the locking means between the first and second operating conditions by controlling the pressure of hydraulic fluid supplied to the locking means.
  • FIG. 1 there can be seen a cam shaft 10 on which there is provided a cam 11.
  • the cam shaft 10 will be rotated by a drive system (eg. a cam belt, chain or gear train) at a speed related to the speed of rotation of the crank shaft of the engine in which the cam shaft is present.
  • a drive system eg. a cam belt, chain or gear train
  • the lift of the cam 11 is relayed to a controlled poppet valve via a valve control mechanism 1.
  • the cam 11 engages a top surface of a cylindrical outer tappet member 12 of the valve control mechanism 1.
  • the outer tappet member 12 is slidable in a bore provided in the cylinder head of an engine.
  • the cylindrical tappet member 12 contains therein an inner tappet member 13 which is slidable relative to the outer tappet member 12 in a closed bore provided in the outer tappet member 12.
  • the inner tappet member 13 is cylindrical in nature and has an outer diameter which corresponds to the diameter of the bore in the outer tappet member 12.
  • Acting between the outer tappet member 12 and the inner tappet member 13 is a spring 14.
  • a cylindrical bore is provided in the centre of the cylindrical inner tappet 13.
  • a hydraulic lash adjuster 15 of conventional construction.
  • the hydraulic lash adjuster 15 acts between the inner tappet member 13 and the top of the valve 17 which is a poppet valve of an internal combustion engine.
  • the poppet valve 17 would typically be an inlet valve, but could also be an exhaust valve.
  • a spring retainer 16 Acting on the spring retainer 16 is a valve spring 18 which biases the valve 17 into abutment with its valve seat (not shown).
  • a bore is provided diametrically across the inner tappet member 13.
  • the locking pins 20 and 21 are respectively inwardly biased by springs 22 and 23.
  • the spring 22 acts between the locking pin 20 and a shoulder 24 provided in the diametrically extending bore.
  • the spring 23 acts between the locking pin 21 and a shoulder 25 provided in the diametrically extending bore.
  • a snap-ring 26 is provided extending round the interior surface of the outer tappet 12, the snap-ring 26 limiting the downward motion of the inner tappet member 13 relative to the outer tappet member 12.
  • the spring 14 biases the inner tappet member 13 into engagement with the snap-ring 26.
  • the valve control mechanism 1 has two operating conditions.
  • the first operating condition which is shown in Figure 1
  • the locking pins 20 and 21 are held inward by the biasing springs 23 and 22.
  • the locking pins 20 and 21 are held out of engagement with the outer cylindrical member 12 and the outer tappet member 12 can move relative to the inner tappet member 13.
  • the lift of the cam 11 in the first operating condition is not transmitted to the valve 17, because the lift of the cam 11 is taken up by relative motion between the outer tappet member and the inner tappet member 13.
  • the valve spring 18 is stiffer than the spring 14 and therefore the spring 14 compresses to allow relative motion between tappet members 12 and 13, before the valve spring 18 allows any movement of the valve 17.
  • the locking pins 20 and 21 are pushed radially outwardly from the inner tappet member 13 to engage slots 27 and 28 provided in the outer tappet member 12.
  • the locking pins 20 and 21 are pushed radially outwardly by hydraulic pressure acting on their radially innermost surfaces.
  • the hydraulic lash adjuster 15 and the radially innermost surfaces of the locking pins 20 and 21 are both connected to a supply of hydraulic fluid through a passage in the inner member 13 which is not shown.
  • the passage in the inner member 13 will extend out from the plane of the cross-section to an aperture in the exterior surface of the inner tappet member 13.
  • the aperture in the exterior surface of the inner tappet member will align with a slot provided in the outer tappet member 12, which will in turn align with a passage for hydraulic fluid provided in the cylinder head of the engine.
  • the supply of hydraulic fluid to the innermost surfaces of the locking pins 20 and 21 will be controlled by a control system which is not shown in the drawings.
  • the control system will be able to switch the hydraulic pressure from low pressure, which is sufficient only to supply fluid to the hydraulic lash adjuster 15, to a high pressure which is sufficient to overcome the biasing force of the springs 22 and 23, in order that the locking pins 20 and 21 can be extended radially outwardly.
  • the biasing springs 22 and 23 will return the locking pins 20 and 21 to a retracted position, so that the outer tappet member 12 can move relative to the inner tappet member 13 (the valve thus being de-activated).
  • the snap-ring 26 limits the downward motion of the inner tappet member 13 relative to the outer tapper member 12. This then gives the hydraulic lash adjuster 15 a fixed reference to work from. Hydraulic lash adjusters such as the adjuster 15 are well known in the prior art and therefore the hydraulic lash adjuster 15 will not be described in detail in the specification. It is suffice to say that the hydraulic lash adjuster 15 will extend to take up any wear that arises through use.
  • the cam mechanism is operable either to fully activate or fully de-activate the valve 17. This arises because the lift of the cam 11 is less than the relative motion that is allowed between the outer tappet 12 and the inner tappet 13 before the top surface of the inner tappet 13 engages the underside of the topmost surface of the outer tappet member 12.
  • the valve control mechanism can be modified so that the lift of the cam 11 is greater than the greatest permissible relative motion between the tappet members 12 and 13. In such a case, the valve will never be completely de-activated.
  • valve 17 receives a small amount of lift of short duration and is not completely de-activated.
  • Providing a small lift rather than full de-activation can in fact be preferable in a fuel injected engine.
  • fuel is generally sprayed onto the rear surfaces of the inlet valves. If an inlet valve is fully de-activated then a puddle of fuel can develop whilst the valve is de-activated, leading to undesirable effects when the valve is next opened. With a minimal amount and duration of lift, the build-up of fuel behind a de-activated inlet valve can be eliminated, whilst the advantages of de-activation the valve are maintained.
  • the valve control mechanism 1 will operate in its first operating condition (with the valve de-activated or with minimal lift) for low speed and low load operation of the engine.
  • the tappet assembly will operate in a second operating condition (with the controlled valve receiving full lift) at high engine speeds and loads. This is achieved by the control system (not shown) which switches the pressure of the hydraulic fluid supplied to the locking pins 20 and 21 from a low to a high pressure (and vice-versa) at certain sensed engine speeds and loads.
  • the locking pins 20 and 21 are arranged to extend outwardly from the inner member 13 to engage the outer tappet member 12 so as to minimise the reciprocating mass of the valve control mechanism 1 in the first operating condition. This decreases engine losses when the valve control mechanism 1 is in its first operating condition.
  • FIG. 2 A second embodiment of valve control mechanism according to the invention is shown in Figure 2.
  • the second embodiment of valve control mechanism is denoted by the reference numeral 2 and is in many respects similar to the valve control mechanism 1 already described.
  • the valve control mechanism 2 comprises an outer tappet member 112 which has therein an inner tappet member 113 which is slidable in a closed bore in the outer tappet member 112 relative to the outer tappet member 112.
  • a spring 114 acts between the inner tappet member 113 and the outer tappet member 112 and biases the inner tappet member 113 into engagement with a snap ring 126 provided on the interior of the outer tappet member 112.
  • the second valve control mechanism 2 does not have a hydraulic lash adjuster and the inner tappet member 113 directly abuts a poppet valve 117 controlled by the tappet assembly.
  • the valve 117 is biased into engagement with its valve seat by the valve spring 118 which acts on a spring retainer 116 attached to the valve 117.
  • Two locking pins 120 and 121 are provided in a diametrically extending bore in the inner tappet member 113.
  • the locking pins 120 and 121 are respectively biassed by springs 122 and 123 into abutment with a spring seat 130 provided at the centre of the inner tappet member 113 for retaining the spring 114.
  • the spring 122 acts between the locking pin 120 and a shoulder 124 provided in the diametrically extending bore.
  • the spring 123 acts between the locking pin 121 and the shoulder 125 provided in the diametrically extending bore.
  • the tappet assembly 2 makes use of a mechanical shim 131 interposed between the outer tappet member 112 and the cam 11.
  • the shim 131 can be replaced by shims of different thicknesses, in order to achieve the correct working clearance and to compensate for wear of components in the engine (e.g. wear of the cams).
  • the top surface of the inner tappet member 113 is provided with an oil retainer 140 which takes the form of a ridge on the top surface of the inner tappet member 113.
  • the oil retainer 140 retains in use a film of oil on the top of the inner tappet member 113. This is useful when valve control mechanism 2 is configured such that the lift of the cam 11 exceeds the maximum relative motion permitted between the inner tappet member 113 and the outer tappet member 112. As explained previously, when this occurs, the controlled valve 117 is provided with a small amount of lift which is transmitted from the cam 11 to the poppet valve 117 once the upper surface of the inner tappet 113 abuts the underside of the top surface of the outer tappet 112.
  • the underside of the outer tappet member 112 is in fact provided with a ridge 132 which runs around the perimeter of the underside surface.
  • the ridge 132 and the oil retainer ridge 140 cooperate to define an ever-reducing annular gap through which oil is forced. This is very effective in damping the final motion of the inner tappet member 123 into abutment with the outer tappet member 112.
  • the tappet assembly could equally well be configured to provide full valve de-activation if desired.
  • the embodiment shown in Figure 2 has locking pins which extend radially outwardly of the inner tappet so as to reduce the reciprocating mass of the tappet assembly in the valve de-activated condition.
  • the second embodiment will have oil passages which enable supply of hydraulic pressure to the radially innermost surfaces of the locking pins 120, 121, so that the locking pins 120 and 121 can be extended under the application of hydraulic pressure.
  • the chamber 133 located below the spring seat 130 will be connected to an oil passage which extends through the inner tappet 113 to open onto the exterior surface of the inner tappet 113 at an aperture which will align with a longitudinally extending slot provided in the outer tappet 112.
  • the slot in the outer tappet 112 will in turn align with an opening 4 of an oil passage provided in the cylinder head.
  • a control mechanism not shown in the drawings, will be provided for switching the hydraulic pressure supplied between a low pressure at low engine speeds and loads and the high pressure at high engine speeds and loads.
  • valve control mechanisms of the invention are simple and compact in nature and do not require substantial modification of the cylinder head of an engine.
  • the hydraulic lash adjusters present in conventional engines could simply be replaced by valve control mechanisms according to the present invention, to give existing engines the possibility of valve de-activation.
  • the valve control mechanism of the invention does not require any machining of the stems of the valves used in the engine and does not require special machining of passages in the cylinder head.
  • valve control mechanism Whilst the illustrated embodiments of valve control mechanism are shown in use in an overhead cam engine, the embodiments could be used in push-rod engines. In such a case the inner tappet would engage a push-rod rather than a valve stem.
  • the outer tappet engages a cam and the inner tappet engages a valve
  • the mechanism could be used inverted.
  • the tappet members it is not necessary for the tappet members to directly abut a cam and a valve, but instead the tappet members could be part of a larger mechanism for relaying lift from a cam to a valve.
  • the hydraulic supply to the inner tappet member is achieved through aligned bores in the inner and outer tappet members and a bore in the cylinder head which aligns with the bore in the outer tappet member.
  • the inner and outer tappets can be held in a fixed rotational alignment by insertion of a first pin in matched axially extending grooves on the inner surface of the outer tappet member and the outer surface of the inner tappet member.
  • the outer tappet can be held itself on a fixed rotational position by insertion of a second pin in matched axially extending grooves on the outer surface of the outer tappet member and the inward surface of the cylinder head bore.
  • an oil gallery could be provided around the circumference of the outward surface of the outer tappet member or an inward surface of the bore in the cylinder head, to remove the need for fixing the rotational position of the outer tappet member.
  • the gallery would allow hydraulic fluid to be supplied no matter what the relative rotational position of the outer tappet member, as well as having the advantage of providing a lubricating film between abutting surfaces. Whatever configuration is used it must be ensured that the bores and/or galleries are always covered throughout the maximum possible range of relative axial displacements (e.g. the bore in the inner tappet member is always covered by the outer tappet member); otherwise an air lock might develop.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (10)

  1. Ventilsteuermechanismus (1, 2) zur Verwendung in einem Ventilantriebsstrang, der Hub von einer Nocke (11) einer Nockenwelle (10) eines Verbrennungsmotors auf ein Zylinderkopfventil (17, 117) des Verbrennungsmotors überträgt und ein erstes Anlageglied (12, 131) in Anlage an der Nocke (11) und ein zweites Anlageglied (13, 113) in Anlage mit dem oberen Ende des Schaftes des Zylinderkopfventils (17, 117) aufweist, wobei der Ventilsteuermechanismus umfaßt:
    ein erstes Stößelglied (12, 112), das in einer Bohrung im Motor verschiebbar ist,
    ein zweites Stößelglied (13, 113), das relativ zu dem ersten Stößelglied (12, 112) verschiebbar ist, und
    eine Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) zum Verriegeln des ersten (12, 112) und zweiten (13, 113) Stößelgliedes zu gemeinsamer Bewegung, wobei:
    wenn die Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) das erste (12, 112) und zweite (13, 113) Stößelglied zu gemeinsamer Bewegung verriegelt, der Ventilsteuermechanismus (1, 2) den gesamten Hub der Nocke (11) auf das Zylinderkopfventil (17, 117) überträgt;
    wenn die Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) eine Relativbewegung des ersten (12, 112) und zweiten (13, 113) Stößelgliedes zueinander gestattet, mindestens ein Teil des Hubes der Nocke (11) eine Relativbewegung zwischen dem ersten (12, 112) und zweiten (13, 113) Stößelglied anstelle eines Hubes des Zylinderkopfventils (17, 117) bewirkt, wodurch der Ventilsteuermechanismus (1, 2) den Betrag des von der Nocke (11) zum Zylinderkopfventil (17, 117) übertragenen Hubes verkleinert;
    wobei eines der Stößelglieder (13, 113) über das andere Stößelglied (12, 112) mit der Nockenwelle (10) verbindbar ist;
    wobei das erste Stößelglied (12, 112) ein äußeres Stößelglied (12, 112) ist, das eine Bohrung aufweist, und das zweite Stößelglied (13, 113) ein inneres Stößelglied (13, 113) ist, welches in der Bohrung des äußeren Stößelgliedes (12, 112) verschiebbar ist;
    wobei die Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) einen Riegelstift (20, 21, 120, 121) aufweist, der zwischen einer ersten Position, in der er mit dem inneren (13, 113) und dem äußeren (12, 112) Stößelglied in Eingriff ist, und einer zweiten Positicn, in der er das innere (13, 113) und äußere (12, 112) Stößelglied freigibt, verschiebbar ist; und
    wobei ein Vorspannmittel (14, 114) vorgesehen ist, das zwischen dem inneren (13, 113) und äußeren (12, 112) Stößelglied wirkt, um das innere (113) und äußere (12, 112) Stößelglied in eine solche Relativstellung zueinander zu belasten, in der der Riegelstift (20, 21, 120, 121) sich aus der zweiten Position in die erste Position bewegen kann, um mit dem inneren (13, 113) und äußeren (12, 112) Stößelglied in Eingriff zu kommen,
    dadurch gekennzeichnet, daß an dem äußeren Stößelglied (12, 112) eine Einrichtung (26, 126) vorgesehen ist, um die Bewegung des inneren Stößelgliedes (13, 113) relativ zu dem äußeren Stößelglied (12, 112) zu begrenzen, wobei das Vorspannglied (14, 114) das innere Stößelglied (13, 113) in die Anlage an der die Bewegung des inneren Stößelgliedes (13, 113) begrenzenden Einrichtung (26, 126) belastet.
  2. Ventilsteuermechanismus nach Anspruch 1,
    bei dem die Einrichtung (26, 126) zum Begrenzen der Bewegung des inneren Stößelgliedes (13, 113) ein Schnappring (26, 126) ist.
  3. Ventilsteuermechanismus nach Anspruch 1 oder 2,
    bei dem der Ventilsteuermechanismus (1, 2) keinen Anteil des Hubes der Nocke (11) auf das Zylinderkopfventil (17, 117) überträgt, wenn die Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) eine Bewegung des inneren (13, 113) und äußeren (12, 112) Stößelgliedes relativ zueinander zuläßt.
  4. Ventilsteuermechanismus nach Anspruch 1 oder 2,
    bei dem der Ventilsteuermechanismus (1, 2) einen Teil des Hubs der Nocke (11) auf das zylinderkopfventil (17', 117) überträgt, wenn die Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) eine Bewegung des inneren (13, 113) und äußeren (12, 112) Stößelgliedes relativ zueinander zuläßt.
  5. Ventilsteuermechanismus nach Anspruch 4,
    bei dem die Bohrung in dem äußeren Stößelglied (12, 112) ein geschlossenes Ende hat und bei der anfänglichen Zunahme des Hubes der Nocke (11) in jeder Umdrehung der Nocke (11) das innere Stößelglied (13, 113) sich längs der Bohrung des äußeren Stößelgliedes (12, 112) verschiebt, bis das innere Stößelglied (13, 113) am geschlossenen Ende der Bohrung anschlägt, wonach eine weitere Zunahme des Hubes der Nocke (11) einen Hub des Zylinderkopfventils (17, 117) bewirkt.
  6. Ventilsteuermechanismus nach Anspruch 5,
    bei dem das innere Stößelglied (13, 113) eine Oberfläche aufweist, die im Betrieb dem geschlossenen Ende der Bohrung zugewandt ist, und eine Ölrückhaltevorrichtung (114) auf der Oberfläche aufweist, wobei die Ölrückhaltevorrichtung (114) im Betrieb einen Ölfilm auf der Oberfläche zurückhält, der eine Dämpfung der Relativbewegung zwischen dem inneren (13, 113) und äußeren (12, 112) Stößelglied bewirkt, wenn sich die Oberfläche dem Anschlag an dem geschlossenen Ende der Bohrung nähert.
  7. Ventilsteuermechanis nach einem der vorangehenden Ansprüche,
    bei dem
    der Riegelstift (20, 21, 120, 121) in einer Bohrung im inneren Stößelglied (13, 113) verschiebbar ist;
    ein Schlitz (27, 28, 127, 128) im äußeren Stößelglied (12, 112) vorgesehen ist; und
    der Riegelstift (20, 21, 120, 121) in der ersten Stellung von dem inneren Stößelglied (13, 113) nach außen zum Eingriff in den Schlitz (27, 28, 127, 128) in dem äußeren Stößelglied (12, 112) vorspringt, und in der zweiten Stellung außer Eingriff mit dem Schlitz (27, 28, 127, 128) im äußeren Stößelglied (12, 112) ist.
  8. Ventilsteuermechanismus nach Anspruch 7,
    bei dem die Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) eine Federanordnung (22, 23, 122, 123) aufweist zum Belasten des Riegelstiftes (20, 21, 120, 121) in die zweite Stellung, und eine Hydraulikfluidzuführung, mit der Hydraulikfluid dem Ventilsteuermechanismus (1, 2) durchführbar ist, um Druck auf den Riegelstift (20, 21, 120, 121) auszuüben, um den Riegelstift (20, 21, 120, 121) gegen die Vorspannkraft der Federanordnung (22, 23, 122, 123) aus der zweiten Stellung in die erste Stellung zu verschieben.
  9. Ventilsteuermechanismus nach einem der vorangehenden Ansprüche,
    bei der eine hydraulische Spieleinstellung (15) in einer geschlossenen Bohrung im inneren Stößelglied (13) vorgesehen ist, wobei die hydraulische Spieleinstellung (15) im Betrieb sich ausdehnt, um Abrieb von Komponenten des Motors zu kompensieren.
  10. Ventilsteuermechanismus nach einem der vorangehenden Ansprüche,
    mit einer hydraulischen Steuerung zum Steuern der Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128), wobei die hydraulische Steuerung die Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) zwischen dem ersten und zweiten Betriebszustand umschaltet durch Steuern des Druckes des der Verriegelung (20, 21, 22, 23, 24, 25, 27, 28; 120, 121, 122, 123, 124, 125, 127, 128) zugeführten Hydraulikfluids.
EP95917428A 1994-05-03 1995-05-03 Ventilantriebsvorrichtung Expired - Lifetime EP0759119B1 (de)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
GB9408715 1994-05-03
GB9408715A GB9408715D0 (en) 1994-05-03 1994-05-03 Valve control mechanism
GB9411802A GB9411802D0 (en) 1994-05-03 1994-06-13 Valve control mechanism
GB9411802 1994-06-13
PCT/GB1995/001011 WO1995030081A1 (en) 1994-05-03 1995-05-03 Valve control mechanism

Publications (2)

Publication Number Publication Date
EP0759119A1 EP0759119A1 (de) 1997-02-26
EP0759119B1 true EP0759119B1 (de) 1999-11-03

Family

ID=26304810

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Application Number Title Priority Date Filing Date
EP95917428A Expired - Lifetime EP0759119B1 (de) 1994-05-03 1995-05-03 Ventilantriebsvorrichtung

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EP (1) EP0759119B1 (de)
JP (1) JP3865771B2 (de)
DE (1) DE69513165T2 (de)
ES (1) ES2141350T3 (de)
WO (1) WO1995030081A1 (de)

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DE19632634A1 (de) * 1996-08-13 1998-02-19 Bayerische Motoren Werke Ag Tassenstößel für eine hydraulische Zu- und Abschaltung eines Gaswechselventils einer Brennkraftmaschine, insbesondere mit Zylinderabschaltung
DE19645964A1 (de) * 1996-11-07 1998-05-14 Bayerische Motoren Werke Ag Schaltbarer Tassenstößel für Gaswechselventile von Brennkraftmaschinen, insbesondere mit Zylinderabschaltung
DE19730200A1 (de) * 1997-07-15 1999-01-21 Schaeffler Waelzlager Ohg Gehäuse für einen schaltbaren Tassenstößel
DE19804952A1 (de) * 1998-02-07 1999-08-12 Daimler Chrysler Ag Abschaltbarer Ventiltrieb für ein Gaswechselventil einer Brennkraftmaschine
DE19844202A1 (de) * 1998-09-26 2000-03-30 Schaeffler Waelzlager Ohg Schaltbarer Nockenfolger
DE19914045A1 (de) * 1999-03-27 2000-09-28 Schaeffler Waelzlager Ohg Stößelstange eines Ventiltriebs einer Brennkraftmaschine
DE10146129A1 (de) 2001-09-19 2003-04-03 Ina Schaeffler Kg Schaltelement für einen Ventiltrieb einer Brennkraftmaschine
DE10146131A1 (de) * 2001-09-19 2003-04-03 Ina Schaeffler Kg Schaltelement für einen Ventiltrieb einer Brennkraftmaschine
ES2243886T3 (es) 2002-02-06 2005-12-01 Ina-Schaeffler Kg Elemento de conmutacion para un accionamiento por valvula de un motor de combustion interna.
DE10204672A1 (de) * 2002-02-06 2003-08-07 Ina Schaeffler Kg Schaltelement für einen Ventiltrieb einer Brennkraftmaschine
DE102004018388A1 (de) * 2004-04-16 2005-11-03 Ina-Schaeffler Kg Schaltbares Ventiltriebsglied
US7401584B2 (en) 2004-07-01 2008-07-22 Schaeffler Kg Adjustable engine
DE102005020586A1 (de) * 2005-05-03 2006-11-09 Bayerische Motoren Werke Ag Ventiltrieb für eine Brennkraftmaschine
DE102005030718A1 (de) 2005-07-01 2007-01-04 Schaeffler Kg Abschaltelement für einen Ventiltrieb einer Brennkraftmaschine
DE602005016577D1 (de) * 2005-11-25 2009-10-22 Eaton Srl Ventilstössel für zwei verschiedenen Ventilhube mit einem einzigen Nockennase für Benzinmotor
US8161929B2 (en) 2007-11-21 2012-04-24 Schaeffler Kg Switchable tappet
DE102013113815A1 (de) 2013-12-11 2015-06-11 Pierburg Gmbh Übertragungsanordnung für einen mechanisch steuerbaren Ventiltrieb

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DE69513165T2 (de) 2000-06-15
JP3865771B2 (ja) 2007-01-10
JPH09512603A (ja) 1997-12-16
WO1995030081A1 (en) 1995-11-09
DE69513165D1 (de) 1999-12-09
EP0759119A1 (de) 1997-02-26
ES2141350T3 (es) 2000-03-16

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