EP0807205A1 - Mecanisme d'entrainement des soupapes d'un moteur a combustion interne - Google Patents

Mecanisme d'entrainement des soupapes d'un moteur a combustion interne

Info

Publication number
EP0807205A1
EP0807205A1 EP95940952A EP95940952A EP0807205A1 EP 0807205 A1 EP0807205 A1 EP 0807205A1 EP 95940952 A EP95940952 A EP 95940952A EP 95940952 A EP95940952 A EP 95940952A EP 0807205 A1 EP0807205 A1 EP 0807205A1
Authority
EP
European Patent Office
Prior art keywords
shaft
axial pin
sliding
transmission element
rotating body
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.)
Granted
Application number
EP95940952A
Other languages
German (de)
English (en)
Other versions
EP0807205B1 (fr
Inventor
Erwin Korostenski
Armin Bertsch
Reiner Walter
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.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19502834A external-priority patent/DE19502834A1/de
Application filed by Individual filed Critical Individual
Publication of EP0807205A1 publication Critical patent/EP0807205A1/fr
Application granted granted Critical
Publication of EP0807205B1 publication Critical patent/EP0807205B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F01L1/34—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
    • F01L1/34413—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 composite camshafts, e.g. with cams being able to move relative to the camshaft
    • 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
    • F01L1/356—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 making the angular relationship oscillate, e.g. non-homokinetic drive

Definitions

  • the invention relates to a valve train of an internal combustion engine and, in particular, to a valve train of an internal combustion engine, in which a rotating body, preferably a cam, can be driven by a shaft, preferably a camshaft, in such a way that, at a constant speed of the internal combustion engine during one revolution, it cyclically increases and Rotation speed is reduced in order to provide variable valve control.
  • a rotating body preferably a cam
  • a shaft preferably a camshaft
  • an intermediate member is brought into a desaxed position with respect to a driving shaft and a driven rotating body, ie a position in which the axis of the intermediate member is opposite that of the driving shaft and of the driven rotating body runs parallel, but does not coincide with this.
  • the intermediate member is rotatably supported.
  • the intermediate member is connected to the drive shaft via a first sliding guide and a first transmission element and to the driven rotating body via a second sliding guide and a second transmission element.
  • Bolts or pins of circular cross-section are used as the transmission element in such devices, which are mounted at one end in bores of the respective rotatable components, which run parallel to the axes of rotation, and which engage with the other end in corresponding slide guides of the respectively assigned components.
  • a transmission element known from DE 43 20 126 AI consists of a bolt which has a first section of circular cross section for storage in the axially parallel bore and is flattened at one end along a second section, so that there are two parallel sliding surfaces on this second section result in engagement with the sliding guide.
  • a transmission element known from WO 91/05941 consists of a cylindrical bolt and a rectangular sliding block, which provides the two parallel sliding surfaces for engagement in the sliding guide.
  • the cylindrical bolt is supported with part of its length in the axially parallel bore and received with the part protruding from this bore in a bore of the sliding block.
  • Both known transmission elements have the disadvantage that the overall arrangement takes up too much installation space if the sliding surfaces are dimensioned sufficiently to ensure satisfactory wear behavior.
  • the object of the invention is to provide a valve train which, with good wear behavior, takes up as little space as possible.
  • At least one transmission element of the valve drive comprises an axial pin arranged parallel to the axis of rotation with a shaft, which has a sliding vane, which extends at least to one side along the sliding guide beyond the circumference of the shaft and is connected to the shaft in a rotationally fixed manner.
  • the transmission element used in the valve train according to the invention has a relatively large sliding surface in the longitudinal direction of the sliding guide (long length) with at the same time compact dimensions with regard to the width of the sliding guide (small width) and the diameter of the shaft.
  • the width can be selected to be smaller than in the case of a separate sliding block according to WO 91/05941, since no material which surrounds the shaft in the transverse direction of the sliding guide contributes to increasing the width.
  • the large length-width ratio counteracts tilting of the sliding vane in the sliding guide and thus results in favorable sliding conditions.
  • the small width of the sliding vane and the small diameter of the shaft despite favorable sliding conditions, enable the transmission element to be arranged directly in a cam near the cam tip even if the cam has a pointed profile which is customary in series engines.
  • the sliding vane is preferably made of the same material as the shaft. However, it is fundamentally possible to have different ones for the shaft and the sliding vane To choose materials, for example from the point of view of the most favorable friction pairings, and to firmly connect the two elements to one another by means of suitable connecting methods.
  • the sliding vane extends beyond the shaft only on one side, so that the axial pin has an L-shape. Such cases occur in particular when it is not possible to extend the sliding guide in the opposite direction, for example for reasons of space.
  • the diameter of the shaft can be larger or smaller than the width of the sliding vane transversely to the longitudinal direction of the sliding guide.
  • the shaft is preferably a camshaft and the rotating body is a cam for actuating a gas exchange valve.
  • This provides an extremely compact device for variable valve control.
  • the intermediate member can be designed so that its outer contour does not project beyond the outer contour of the cam in any operating position. This enables the use of this embodiment in bucket tappet motors. W pus features and advantages of the invention will become apparent from the following description of advantageous embodiments with reference to the accompanying drawing, in which
  • Fig. 1 is a perspective view of a first
  • FIG. 2 shows a perspective illustration of a second embodiment of an axial pin with a T-shape
  • FIG 3 shows an exemplary embodiment of a valve train with an axial pin with an L-shape and an axial pin with a T-shape.
  • FIG. 1 shows a first embodiment of a transmission element for transmitting a rotary movement in a sliding guide.
  • This is an axial pin 100 with a shaft 101 and a sliding vane 102.
  • the shaft 101 has a circular cross section and is made of the same material as the sliding vane 102, which is guader-shaped and has a first side edge 103 running perpendicular to the axis of the cylindrical shaft 101 which extends to one side beyond the circumference of the circular cross section of the shaft 101.
  • the axial pin 100 thus has an L shape.
  • a second side edge running perpendicular to the first side edge 103 and to the axis of the cylindrical shaft 101 corresponds to the diameter of the shaft 101 in the illustration in FIG. 1, but can also differ from this.
  • the second side edge 104 is shorter than the first side edge 103.
  • This second axial pin 200 shows a second embodiment of a transmission element for transmitting a rotary movement in a sliding guide.
  • This second axial pin 200 also has a cylindrical shaft 201 and a cuboid sliding lug 202 with side edges 203 and 204 and differs from the first axial pin 100 only in that the longer side edge 203 extends on both sides beyond the circumference of the cylindrical shaft 201 .
  • the axial pin 200 thus has a T shape.
  • the shaft 201 is arranged centrally to the longer side edge 203, but it can also be offset to one side.
  • FIG. 3 shows an embodiment of a valve train with an L-shaped axial pin 100 according to FIG. 1 and a T-shaped axial pin 200 according to FIG. 2.
  • the L-shaped axial pin 100 is inserted with its shaft 101 into a recess on the circumference of a camshaft 120 and engages with the sliding lug 102 in the sliding guide of an intermediate member 140, the longer side edge 103 running in the longitudinal direction of the sliding guide and facing away from the camshaft . This enables an axial arrangement of the axial pin 100 and at the same time provides a large sliding surface.
  • the T-shaped axial pin 200 is inserted with its shaft 201 into a bore 111 of a cam 110 which is mounted on the camshaft 120.
  • the sliding vane 202 engages in the sliding guide of the intermediate member 140, the longer side edge 203 running in the longitudinal direction of the sliding guide. This enables a symmetrical course of force and at the same time provides a large sliding surface.
  • the camshaft When the camshaft rotates, it drives the intermediate link 140 via the L-shaped axial pin 100 and the intermediate link 140 drives the cam 110 via the T-shaped axial pin, which cam 110 is connected to the camshaft 110 concentric position of the intermediate member 140 rotates synchronously with the cam and undergoes a cyclical increase or decrease in speed in a position of the intermediate member 140 which is desaxed to the camshaft 110.

Landscapes

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

Abstract

Un mécanisme d'entraînement des soupapes d'un moteur à combustion interne comprend un arbre moteur (120) avec un axe de rotation (D), un corps rotatif (110) entraîné par l'arbre (120) et un organe intermédiaire (140) avec un axe décalé par rapport au corps rotatif (110) et/ou à l'arbre (120). L'organe intermédiaire (140) est relié à l'arbre (120) par un premier guidage à glissement et par un premier élément de transmission (100, 200) et/ou est relié au corps rotatif (110) par un deuxième guidage à glissement et par un deuxième élément de transmission (100, 200) de manière à être entraîné par l'arbre (120) et/ou par le corps rotatif (110). Au moins un élément de transmission (100, 200) comprend une tige axiale (100, 200) avec une broche (101, 201) parallèle à l'axe de rotation (D). La tige axiale (100, 200) comprend un talon coulissant (102, 202) qui s'étend au moins d'un côté autour de la circonférence de la broche (101, 201) le long du guidage coulissant et qui est fixé à la broche (101, 202) de manière à tourner avec celle-ci. Le talon coulissant (101, 202) est fabriqué de préférence dans le même matériau que la broche (101, 201).
EP95940952A 1995-01-30 1995-12-12 Mecanisme d'entrainement des soupapes d'un moteur a combustion interne Expired - Lifetime EP0807205B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19502834 1995-01-30
DE19502834A DE19502834A1 (de) 1995-01-30 1995-01-30 Anordnung zur Lagerung eines Bauteils
DE19528756 1995-08-04
DE19528756 1995-08-04
PCT/DE1995/001782 WO1996023962A1 (fr) 1995-01-30 1995-12-12 Mecanisme d'entrainement des soupapes d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0807205A1 true EP0807205A1 (fr) 1997-11-19
EP0807205B1 EP0807205B1 (fr) 2000-02-16

Family

ID=26011958

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95940952A Expired - Lifetime EP0807205B1 (fr) 1995-01-30 1995-12-12 Mecanisme d'entrainement des soupapes d'un moteur a combustion interne

Country Status (4)

Country Link
EP (1) EP0807205B1 (fr)
AU (1) AU4252396A (fr)
DE (1) DE59507827D1 (fr)
WO (1) WO1996023962A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1311562A (en) * 1969-06-27 1973-03-28 Ass Eng Ltd Device for moving a cam relative to its driving shaft
GB2166842A (en) * 1984-11-09 1986-05-14 Ford Motor Co Drive mechanism for variable valve timing
DE3525862A1 (de) * 1985-07-19 1987-01-29 Kloeckner Humboldt Deutz Ag Vorrichtung zur verstellung des einspritzzeitpunkts von brennkraftmaschinen
GB8923181D0 (en) * 1989-10-13 1989-11-29 Rover Group An internal combustion engine
JP2644408B2 (ja) * 1991-03-29 1997-08-25 アーウィン コロステンスキー 内燃機関の連続可変バルブタイミング機構

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9623962A1 *

Also Published As

Publication number Publication date
AU4252396A (en) 1996-08-21
DE59507827D1 (de) 2000-03-23
EP0807205B1 (fr) 2000-02-16
WO1996023962A1 (fr) 1996-08-08

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