EP1085173B1 - Entraînement de soupapes pour un moteur à combustion interne - Google Patents

Entraînement de soupapes pour un moteur à combustion interne Download PDF

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Publication number
EP1085173B1
EP1085173B1 EP00117265A EP00117265A EP1085173B1 EP 1085173 B1 EP1085173 B1 EP 1085173B1 EP 00117265 A EP00117265 A EP 00117265A EP 00117265 A EP00117265 A EP 00117265A EP 1085173 B1 EP1085173 B1 EP 1085173B1
Authority
EP
European Patent Office
Prior art keywords
control drive
internal combustion
combustion engine
crankshaft
carrier 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
EP00117265A
Other languages
German (de)
English (en)
Other versions
EP1085173A3 (fr
EP1085173A2 (fr
Inventor
Jürgen Endeward
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP1085173A2 publication Critical patent/EP1085173A2/fr
Publication of EP1085173A3 publication Critical patent/EP1085173A3/fr
Application granted granted Critical
Publication of EP1085173B1 publication Critical patent/EP1085173B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • F01L1/02—Valve drive
    • F01L1/026—Gear drive
    • 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
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • 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
    • F02B2075/1804—Number of cylinders
    • F02B2075/184—Number of cylinders ten

Definitions

  • the invention is based on a control drive for an internal combustion engine according to the preamble of claim 1.
  • a control drive for an internal combustion engine according to the preamble of claim 1.
  • Such, e.g. Control drives known from US Pat. No. 4,671,223 serve for transmitting the engine speed to control members (for example camshafts for the valve actuation) and ancillary units (for example generator, pumps) and are preferably designed as belt or wheel drives.
  • the engine speed is introduced via the crankshaft and a corresponding crankshaft gear in the control drive and there via appropriate idler gears or belts to the individual to be driven units forwarded or redirected.
  • the gears are at least partially received in a carrier unit, which is formed of two support plates, between which the gears are guided.
  • the known carrier for a control drive of an internal combustion engine in particular a gear wheel drive, however, has the disadvantage that it is only expensive to fix by its articulation on the crankshaft via a ball bearing storage and claimed additional space in the axial direction of the internal combustion engine.
  • the clearance compensation on the crankshaft mounting of the carrier on the engine housing by means of elastic O-rings is not sufficient, in particular in the axial direction of the fastening bolt hardly a backlash compensation is possible.
  • the invention is therefore based on the object, the attachment of the carrier unit of the timing drive on the housing of the internal combustion engine designed so that it allows in an easy-to-manufacture manner sufficient backlash between the engine housing and the carrier unit.
  • the control drive according to the invention for an internal combustion engine having the characterizing features of claim 1 has the advantage over simple means that a space-saving attachment of the carrier unit to the housing of the internal combustion engine is possible, which also allows a recording of clearance compensation elements, preferably hydraulic clearance compensation elements, ensure a sufficient backlash between the engine housing and the carrier unit of the timing drive.
  • the carrier unit is attached directly to the housing of the internal combustion engine in a region close to the surface of the beater, wherein this direct attachment preferably takes place via a screw connection.
  • crankshaft of the internal combustion engine protrudes with the crankshaft gear arranged thereon for driving the timing drive through a corresponding opening in the carrier unit, said screwing of the carrier unit on the engine casing preferably being distributed uniformly over its circumference at the edge of this opening.
  • a further overhead fastening is provided, which, however, takes place via clearance compensation elements, which are hinged to the crankshaft region of the engine housing.
  • this mounting arrangement of the carrier unit on the internal combustion engine is particularly advantageous in internal combustion engines, in which the underlying, the crankshaft leading portion of the engine housing is made of a different material than the overhead crankshaft remote area.
  • Such an engine may be designed, for example, as a V-engine, which has a plurality of cylinder banks arranged in a V-shape relative to one another in the region of the cylinder crankcase, which bear on a common bearing bridge for guiding the crankshaft.
  • a bearing bridge and therefore customary to manufacture the bearing bridge of a high-strength material, such as a hardened gray cast iron alloy and the cylinder banks or the cylinder crankcase for weight reduction of a light metal alloy.
  • This has the disadvantage that both components with a corresponding heat input of the internal combustion engine during their operation a different Have thermal expansion, which can lead to considerable tension in particular attached to both components attachments.
  • the carrier unit of the timing drive by the carrier unit is fixedly disposed only on a motor housing component and thus carries out their thermal expansion with. It is particularly advantageous, the carrier unit of a same or similar material as the component to which it is fixedly arranged (bearing bridge) form, since thus both components have a similar thermal expansion behavior and stresses between these components can be avoided. Because in the area of the carrier unit a multiplicity of guides and
  • Bearings are provided, which must be designed with high tolerance accuracy and strength, it is also advantageous to manufacture the carrier unit of a hardened gray cast iron.
  • the necessary additional upper guide of the support unit on the cylinder crankcase is advantageously designed as a clearance compensation element, so that tension due to different thermal expansion of the components in the region of the overhead mounting can be compensated and so not only on the carrier unit in the
  • Cylinder crankcase be initiated. It is particularly advantageous at the same time form the overhead attachment as a clearance compensation element, as can thus be dispensed with an additional component.
  • the formation of the clearance compensation element as a hydraulic clearance compensation element has the advantage that in addition to a clearance compensation and damping of the induced vibrations in the clearance compensation element can be done.
  • the clearance compensation element is advantageously designed so that it can accommodate not only an axial clearance compensation and radial play and a tilting movement of the carrier unit.
  • the carrier unit is advantageously formed from two support plates, between which preferably all the wheels of the control drive are arranged in a plane, so that the control drive requires a very small overall space in the axial direction of the internal combustion engine.
  • the gears of the timing drive in the carrier unit in the manner of a wheel cassette can be installed, which can then be attached as prefabricated module to the internal combustion engine, which simplifies the production of the entire internal combustion engine
  • the two carrier plates of the carrier unit are preferably each formed integrally and have between the individual gear bearings recesses. However, it is alternatively also possible to form the carrier plates in several pieces and to connect accordingly.
  • FIG. 1 shows a housing 1 of an internal combustion engine with two cylinder banks of a cylinder crankcase 3 which are arranged in a V-shape relative to one another and abut at their lower end on a divided bearing bridge 5 for receiving a crankshaft (not shown).
  • the cylinder crankcase 3 made of an aluminum alloy and the bearing bridge 5 is made of a gray cast iron for receiving a carrier unit of a Steuertriebs the internal combustion engine three receiving bores 7 are provided in an end face of the upper bearing bridge part 5A in the embodiment, on which a carrier unit shown in FIG 9 is bolted.
  • FIG. 2 shows a motor housing side view of the support unit 9, which is additionally shown in the figure 3 in a longitudinal sectional view along the section line III and which is preferably also made of a gray cast iron.
  • the support unit 9 has two support plates 11, between which a plurality of gears 13 of the control drive are arranged, which are arranged and guided on corresponding bearings on the support plates 11 in a common plane.
  • the individual carrier plates 11 are preferably formed in one piece, but can also be made consist of several parts.
  • the carrier unit 9 has in its lower region a circular recess 15 into which projects the crankshaft, not shown, with a crankshaft gear arranged thereon, wherein the crankshaft gear meshes with an intermediate gear 17 and thus initiates the rotational movement of the crankshaft in the control gear, where this over corresponding intermediate gears in a known manner to the control members, such as camshafts for the valve train and ancillaries, eg pumps of the internal combustion engine is forwarded.
  • the control members such as camshafts for the valve train and ancillaries, eg pumps of the internal combustion engine is forwarded.
  • the attachment of the preassembled carrier unit 9 on the housing 1 of the internal combustion engine takes place in kurbeiwellennahen area via three mounting holes 19 in the support plates 11, which also form part of cross-section enlarged stubs and bearings for individual gears of the gear drive and where the support unit 9 at the mounting holes 7 are screwed into the bearing bridge 5.
  • the carrier unit 9 of the timing drive via two hydraulic clearance compensation elements 21 is attached to the Zylinderkurbeigephase 3 of the internal combustion engine.
  • These preferably at the same height above the crankshaft arranged clearance compensation elements 21 thereby allow clearance compensation in the axial and radial directions and a tilting movement, wherein an internal piston 23 is fastened via a screw not shown on the wall of the cylinder crankcase 3 in the region of the cylinder bank end face, while an outboard Cylinder 25 of the hydraulic lash adjuster 21 is connected to the carrier plates 11 of the carrier unit 9.
  • the piston 23 limits this via elastic seals 27 two oppositely acting hydraulic working chambers 29 in the cylinder 25, which communicate with each other via an overflow and thus allow the clearance compensation and damping.

Landscapes

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

Claims (12)

  1. Entraînement de commande pour un moteur à combustion interne comprenant au moins deux roues dentées s'engrenant l'une dans l'autre, qui peuvent être entraînées en rotation par un entraînement de vilebrequin du moteur à combustion interne et qui transmettent le mouvement de rotation du vilebrequin à des actionneurs et des unités auxiliaires du moteur à combustion interne, les roues dentées (13, 17) étant disposées sur une unité de support (9) qui est fixée au moins indirectement au carter (1) du moteur à combustion interne, caractérisé en ce que l'unité de support (9) est fixée au carter (1) du moteur à combustion interne, dans une région proche du vilebrequin de manière directe, et dans une région éloignée du vilebrequin, par le biais d'un élément de compensation du jeu (21).
  2. Entraînement de commande selon la revendication 1, caractérisé en ce que la fixation directe de l'unité de support (9) dans la région proche du vilebrequin s'effectue par le biais d'un vissage rigide (7, 19).
  3. Entraînement de commande selon la revendication 1, caractérisé en ce que le moteur à combustion interne présente des bancs de cylindres disposés en forme de V l'un par rapport à l'autre, sur le bloc-cylindres (3), qui s'appliquent à leur extrémité inférieure du côté du vilebrequin contre un pont de support (5) dans lequel est guidé un vilebrequin du moteur à combustion interne.
  4. Entraînement de commande selon la revendication 3, caractérisé en ce que l'unité de support (9) est fixée dans la région proche du vilebrequin au pont de support (5) du carter du moteur à combustion interne.
  5. Entraînement de commande selon la revendication 4, caractérisé en ce que l'unité de support (9) est fixée dans la région proche du vilebrequin à une partie supérieure (5A) d'un pont de support divisé (5).
  6. Entraînement de commande selon la revendication 3, caractérisé en ce que le carter (1) du moteur à combustion interne se compose dans la région des bancs de cylindres (3) d'un alliage en métal léger, de préférence en aluminium et dans la région du pont de support (5) d'un composé en fonte grise.
  7. Entraînement de commande selon la revendication 1, caractérisé en ce que l'unité de support (9) est formée par deux plaques de support (11) entre lesquelles sont disposées les roues dentées individuelles de l'entraînement de commande.
  8. Entraînement de commande selon la revendication 7, caractérisé en ce que les plaques de support (11) sont réalisées dans chaque cas d'une seule pièce.
  9. Entraînement de commande selon la revendication 1, caractérisé en ce que toutes les roues dentées de l'entraînement de commande qui sont en prise sont disposées dans un plan.
  10. Entraînement de commande selon la revendication 1, caractérisé en ce que toutes les roues dentées de l'entraînement de commande entraînées de manière au moins indirecte par une roue dentée disposée sur le vilebrequin sont disposées sur l'unité de support (9) .
  11. Entraînement de commande selon la revendication 3, caractérisé en ce que la fixation éloignée du vilebrequin de l'unité de support (9) s'effectue par le biais des éléments de compensation de jeu (21) sur le bloc-cylindres (3) dans la région des faces frontales des bancs de cylindres.
  12. Entraînement de commande selon la revendication 3, caractérisé en ce que l'unité de support (9) est fabriquée en un matériau qui présente au moins approximativement le même comportement de dilatation thermique que le matériau du pont de support (5).
EP00117265A 1999-09-13 2000-08-16 Entraînement de soupapes pour un moteur à combustion interne Expired - Lifetime EP1085173B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19960130 1999-09-13
DE19960130A DE19960130A1 (de) 1999-09-13 1999-09-13 Steuertrieb für eine Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1085173A2 EP1085173A2 (fr) 2001-03-21
EP1085173A3 EP1085173A3 (fr) 2002-04-10
EP1085173B1 true EP1085173B1 (fr) 2006-03-22

Family

ID=7932528

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00117265A Expired - Lifetime EP1085173B1 (fr) 1999-09-13 2000-08-16 Entraînement de soupapes pour un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP1085173B1 (fr)
AT (1) ATE321192T1 (fr)
DE (2) DE19960130A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10160882A1 (de) * 2001-12-12 2003-06-26 Volkswagen Ag Brennkraftmaschine mit Steuertrieb
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
DE102006027080A1 (de) * 2006-06-10 2007-12-20 Bayerische Motoren Werke Ag Befestigungsstrebe für ein Nebenaggregat einer Brennkraftmaschine
DE102008034725A1 (de) * 2008-07-25 2010-01-28 Man Diesel Se Brennkraftmaschine
DE102009018475A1 (de) * 2009-04-22 2010-12-09 Mtu Friedrichshafen Gmbh Brennkraftmaschine

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4671223A (en) * 1983-07-07 1987-06-09 Honda Giken Kogyo Kabushiki Kaisha Side mounted V-type 4-cycle engine
JP2566398B2 (ja) * 1986-11-19 1996-12-25 本田技研工業株式会社 エンジンの調時伝動装置
JPH02146209A (ja) * 1988-11-28 1990-06-05 Yamaha Motor Co Ltd ４サイクルエンジンのカム軸駆動装置
JPH05141207A (ja) * 1991-11-20 1993-06-08 Hino Motors Ltd Ｏｈｃエンジン用タイミングギヤの組立方法
JPH05209505A (ja) * 1992-01-31 1993-08-20 Aisin Seiki Co Ltd ２軸間位相変換装置
JP2760753B2 (ja) * 1994-09-14 1998-06-04 川崎重工業株式会社 カセット式カムギヤー駆動機構
AT1616U1 (de) * 1995-08-31 1997-08-25 Avl Verbrennungskraft Messtech Brennkraftmaschine mit über zahnräder angetriebener nockenwelle

Also Published As

Publication number Publication date
DE19960130A1 (de) 2001-03-15
EP1085173A3 (fr) 2002-04-10
EP1085173A2 (fr) 2001-03-21
DE50012429D1 (de) 2006-05-11
ATE321192T1 (de) 2006-04-15

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