EP1109992A1 - Control device for camshaft systems - Google Patents
Control device for camshaft systemsInfo
- Publication number
- EP1109992A1 EP1109992A1 EP99920741A EP99920741A EP1109992A1 EP 1109992 A1 EP1109992 A1 EP 1109992A1 EP 99920741 A EP99920741 A EP 99920741A EP 99920741 A EP99920741 A EP 99920741A EP 1109992 A1 EP1109992 A1 EP 1109992A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- gear
- distributor
- control drive
- camshaft
- drive according
- 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
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
- F01L1/02—Valve drive
- F01L1/022—Chain drive
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
-
- 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
- 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
- F02B75/224—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinders in fan arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/026—Gear drive
Definitions
- the invention relates to a control drive for camshaft arrangements of an internal combustion engine with n V-shaped cylinder banks, the control drive having a distributor wheel arrangement with a first distributor gear, which meshes with an output gear arranged on a crankshaft of the internal combustion engine, according to the preamble of claim 1.
- a generic center drive is known from US 4,671,223 for an internal combustion engine of a motorcycle.
- a pure gear drive is implemented, with each camshaft arrangement of a cylinder bank being assigned its own distributor wheel arrangement.
- the gears of the respective distributor wheel arrangement are held in a respective frame.
- the pure gear drive has the disadvantage that it generates very strong noises.
- this arrangement is mechanically complex for each camshaft arrangement due to its own drive train and requires a large amount of installation space.
- a center drive for the control drive of an internal combustion engine for a motor vehicle would not be practicable with this arrangement, since all cylinder banks would have to have at least one division. However, this would lead to a considerable mechanical weakening of the engine block, which would not be tolerable with the torques and forces occurring in motor vehicles.
- a central control output is also from the article "The Porsche 4.51 racing sports car type 917" by Dipl.-Ing. H. Metzger, published in DE-Z Sonderbuch ATZ, Automobiltechnische Zeitschrift, 71st year No. 9/12/1969, pages 313 to 320 for an air-cooled four-stroke engine with two flat cylinder rows, which is specially designed for racing purposes.
- Four camshafts are driven from a central output gear of the crankshaft to both cylinder rows via five needle-bearing, straight-toothed gears.
- each cylinder bank is assigned its own timing drive.
- the respective five gearwheels arranged between the crankshaft and camshafts are arranged in a respective gear housing which can be screwed onto a crankcase.
- the distributor wheel arrangement has m ⁇ n second distributor wheels which mesh with the first distributor gear and transmit drive energy via n chain endless drives to the n camshaft arrangements of the n cylinder banks.
- a particularly space-saving center output for the control drive is achieved by the output gear being arranged centrally on the crankshaft.
- the first and the second distributor wheels are arranged in a common carrier which can be preassembled and fastened to a crankcase of the internal combustion engine.
- a crankcase of the internal combustion engine In the case of a center drive for the control drive, for example, the support screwed onto the crankcase results in additional stiffening of the engine block, which is mechanically weakened by corresponding recesses required for the center drive.
- a simple assembly of the control drive for example in a recess in a crankcase for a center drive, is achieved in that a module carrying the chain endless drive is provided between every second distributor gear and each camshaft arrangement, the module being preassembled at one end with the respective second one Distributor gear non-positively coaxially mountable sprocket and on an opposite side carries at least one camshaft gear, the endless chain drive wrapping around the sprocket and the camshaft gear.
- a suitable transmission ratio from the crankshaft to the respective camshaft arrangement is expediently achieved by selecting a tooth ratio from the second distributor gear to the sprocket such that a transmission ratio from the crankshaft to the camshaft arrangement of 2: 1 results.
- Reliable guiding of the chain of the chain endless drive is achieved in that the module has a U-shaped guide plate for the chain endless drive on the slack side.
- FIG. 1 shows a preferred embodiment of a control drive according to the invention in front view
- FIG. 3 shows a carrier for a distributor wheel arrangement of a control drive according to the invention in a front view
- Fig. 5 is a sectional view taken along line A-A of Fig. 3,
- Fig. 6 in a sectional view along line B-B of Fig. 3 and
- Fig. 7 shows a module of a control drive according to the invention in side view.
- FIGS. 1 and 2 The preferred embodiment of a control drive according to the invention shown in FIGS. 1 and 2 comprises an output gear 12 which is arranged on a crankshaft 10 and which meshes with a first distributor gear 14. With a distributor gear 42 which is non-positively coupled to the first distributor gear 14, two second distributor gears 16 and 18 mesh, which are coaxially non-positively connected with chain wheels 20, 22 and 24 respective modules 26, 28 and 30 are arranged, only the intermediate gears 20 and 24 being visible in FIGS. 1 and 2. The sprocket 22 is hidden behind the sprocket 20 (see FIG. 5).
- respective chain endless drives 32 Power is transmitted to respective camshaft gearwheels 34, which are non-positively connected to corresponding camshafts, not shown.
- the modules 26, 28 and 30 carry the respective sprockets 20, 22, 24 at one end and the camshaft sprockets 34 at an opposite end, the respective chain endless drive 32 wrapping around the sprockets 20, 22 and 24 and the associated camshaft sprockets 34.
- An essentially vibration-decoupled or vibration-damped power transmission takes place via the chain endless drives 32.
- the output gear 12 of the crankshaft 10 additionally meshes with a further distributor gear 35, which meshes with a first intermediate gear 36 via a non-positively coupled gear 33, which in turn meshes with a second intermediate gear 38.
- the second intermediate gear 38 in turn meshes with a drive gear 40 of an oil pump, not shown, so that at the same time the oil pump is driven by the crankshaft 10 via its output gear 12.
- the transfer gear 35 includes thirty-seven teeth, the first intermediate gear 36 eighteen teeth, the second intermediate gear 38 eighteen teeth, and the drive gear 40 eighteen teeth.
- a gear ratio of 2: 1 is required for the control drive from the crankshaft 10 to the camshaft gearwheels. This is achieved, for example, by thirty-eight teeth on the output gear 12, sixty-four teeth on a smaller ring gear 42 of the intermediate gear 14, fifty-seven teeth on the second distributor gears 16, 18, eighteen teeth on the sprockets 20, 22, 24 and thirty-two teeth on the camshaft sprockets 32 .
- Fig. 1 and 2 of a control drive is designed for an internal combustion engine with three V-shaped mutually arranged cylinder banks, hereinafter referred to as A, B and C, each module 26, 28 and 30 of a cylinder bank A, B and C or a respective camshaft arrangement of a cylinder row A, B or C is assigned. It can be seen immediately that with only one distributor gear arrangement 14, 16, 18 actuates all three camshaft arrangements of the three rows of cylinders become. As a result, the arrangement shown by way of example is particularly suitable for a center output for the control drive, since only one of the cylinder rows, namely the middle row of cylinders, for leading the control drive away from the crankshaft 10, i.e.
- the adjacent rows of cylinders A and C can be formed undivided as continuous rows of cylinders A, C.
- the camshaft gearwheels 34 of the two adjacent cylinder rows A and C are actuated by the modules 26 and 30 also rising from the central cylinder row B.
- the first and the second distributor gear wheels 14, 16 and 18 are, as can be seen from FIGS. 3 and 4, arranged in a common carrier 44.
- This carrier 44 holds the first distributor gear 14 and the second distributor gears 16 and 18, wherein the carrier can be inserted, for example, preassembled into a recess or division of the central cylinder bank B and can be screwed onto the crankcase.
- respective insertion guides 46, 48 and 50 are formed on the carrier 44 for the modules 26, 28 and 30, respectively.
- the modules 26, 28 and 30, each with preassembled sprockets 20, 22 and 24, as well as preassembled camshaft sprockets 34 and endless chain drive 32, can be inserted into these insertion guides 46, 48 and 50 after the carrier 44 has been fastened to the crankcase.
- all gearwheels are at their predetermined location, they can be rotatably fixed with the corresponding shaft and bearings.
- Fig. 6 illustrates the arrangement of the second transfer gear 18 with the sprocket 24 in the assembled state.
- a shaft 60 is provided, which is fixed by two central screws 62 and 64.
- the central screw 64 also holds a gear 66, which serves to drive a further water pump, not shown.
- the two aforementioned water pumps are arranged, for example, directly adjacent to the carrier 44 in respective V-shaped spaces between the cylinder rows A and B or B and C such that their drive gears mesh directly with the respective gears 58 and 66, respectively.
- FIG. 7 illustrates the module 26 for the cylinder row A by way of example.
- This module 26 comprises a frame 68 and a U-shaped guide plate 70 on the run side side with a running surface 72 for the chain of the chain endless drive, not shown in FIG. 7.
- the chain wraps around the sprocket 20 and the camshaft sprockets 34 and holds them firmly on the frame 68, with no further attachment being provided for the sprocket 20 and the camshaft sprockets 34.
- Only after the installation or insertion of the modules 26, 28 and 30 are they finally rotatably fixed by means of corresponding shafts, such as the aforementioned shafts 52 and 60 for the chain wheels 20, 22 and 24.
- a chain tensioning device 72 is provided on the load strand side, as can be seen in FIG. 2.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Transmissions By Endless Flexible Members (AREA)
- Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19840659A DE19840659A1 (en) | 1998-09-05 | 1998-09-05 | Control drive for camshaft arrangements |
DE19840659 | 1998-09-05 | ||
PCT/EP1999/002717 WO2000014387A1 (en) | 1998-09-05 | 1999-04-22 | Control device for camshaft systems |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1109992A1 true EP1109992A1 (en) | 2001-06-27 |
EP1109992B1 EP1109992B1 (en) | 2002-11-20 |
Family
ID=7880001
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99920741A Expired - Lifetime EP1109992B1 (en) | 1998-09-05 | 1999-04-22 | Control device for camshaft systems |
Country Status (5)
Country | Link |
---|---|
US (1) | US6378478B1 (en) |
EP (1) | EP1109992B1 (en) |
CN (1) | CN1110617C (en) |
DE (2) | DE19840659A1 (en) |
WO (1) | WO2000014387A1 (en) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10102767A1 (en) * | 2001-01-23 | 2002-07-25 | Volkswagen Ag | Control drive for valves in IC engines esp. Otto engines for motor vehicles has hydraulic camshaft adjuster between two camshaft halve sections, formed as axial bearing for sections |
JP3618094B2 (en) * | 2002-04-24 | 2005-02-09 | 川崎重工業株式会社 | V-type engine for vehicles |
DE10314969A1 (en) * | 2003-04-02 | 2004-10-14 | Daimlerchrysler Ag | Drive device on an internal combustion engine |
DE10343469B4 (en) * | 2003-09-19 | 2009-02-05 | Audi Ag | Belt drive, in particular chain drive |
US20060254548A1 (en) * | 2005-05-13 | 2006-11-16 | Andrzej Dec | Belt drive kit and module |
DE102005033743B4 (en) * | 2005-07-15 | 2007-05-16 | Borowski Und Meier Gmbh | Multiple sprocket for an internal combustion engine and internal combustion engine with multiple sprocket |
CN105378235A (en) * | 2013-03-15 | 2016-03-02 | 北极星工业有限公司 | Engine |
JP6168947B2 (en) * | 2013-09-25 | 2017-07-26 | 本田技研工業株式会社 | Engine with electric throttle valve |
FR3016402B1 (en) * | 2014-01-13 | 2018-01-19 | Rdmo | DISTRIBUTION SYSTEM FOR BICYLINDRIC ENGINE |
US9903239B2 (en) * | 2015-01-29 | 2018-02-27 | Vaztec Engine Venture, Llc | Engine with rotary valve apparatus |
DE102017116257A1 (en) | 2017-07-19 | 2019-01-24 | Schaeffler Technologies AG & Co. KG | Multiple sprocket of a camshaft adjuster |
FR3073594B1 (en) * | 2017-11-16 | 2021-04-30 | Renault Sas | ASSEMBLY FOR INTERNAL COMBUSTION ENGINES, IN PARTICULAR MOTOR VEHICLES, INCLUDING AT LEAST ONE CAMSHAFT, ONE CRANKSHAFT AND ONE TRANSMISSION |
EP4370160A1 (en) | 2021-07-15 | 2024-05-22 | President And Fellows Of Harvard College | Compositions and methods relating to cells with adhered particles |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB104968A (en) * | 1916-05-25 | 1917-03-29 | Wolseley Motors Ltd | Improvements in, or relating to, the Valve Mechanism of Internal Combustion Engines having Triple Rows of Cylinders. |
GB108929A (en) * | 1916-09-26 | 1917-08-30 | Sydney Slater Guy | Improvements in or relating to the Valve Mechanism of V-type Internal Combustion Engines. |
JPS59166759A (en) * | 1983-03-11 | 1984-09-20 | Honda Motor Co Ltd | Cam-shaft driving apparatus for engine |
US4671223A (en) | 1983-07-07 | 1987-06-09 | Honda Giken Kogyo Kabushiki Kaisha | Side mounted V-type 4-cycle engine |
JPS6436930A (en) * | 1987-07-31 | 1989-02-07 | Fuji Heavy Ind Ltd | Accessories driving gear for engine |
JPH0233405A (en) * | 1988-07-22 | 1990-02-02 | Yamaha Motor Co Ltd | V type multiple cylinder engine |
JP2709125B2 (en) * | 1989-02-15 | 1998-02-04 | ヤマハ発動機株式会社 | V-type engine |
DE3921716A1 (en) * | 1989-07-01 | 1991-01-10 | Porsche Ag | CAMSHAFT DRIVE OF A MULTI-CYLINDER V-ENGINE |
DE3921715A1 (en) * | 1989-07-01 | 1991-01-10 | Porsche Ag | DEVICE FOR DRIVING TWO OIL PUMPS ON A PISTON PISTON INTERNAL COMBUSTION ENGINE |
US5216989A (en) * | 1990-11-30 | 1993-06-08 | Mazda Motor Corporation | Apparatus for driving various devices by internal combustion engine |
-
1998
- 1998-09-05 DE DE19840659A patent/DE19840659A1/en not_active Withdrawn
-
1999
- 1999-04-22 US US09/786,562 patent/US6378478B1/en not_active Expired - Fee Related
- 1999-04-22 CN CN99810460A patent/CN1110617C/en not_active Expired - Fee Related
- 1999-04-22 DE DE59903486T patent/DE59903486D1/en not_active Expired - Fee Related
- 1999-04-22 EP EP99920741A patent/EP1109992B1/en not_active Expired - Lifetime
- 1999-04-22 WO PCT/EP1999/002717 patent/WO2000014387A1/en active IP Right Grant
Non-Patent Citations (1)
Title |
---|
See references of WO0014387A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2000014387A1 (en) | 2000-03-16 |
EP1109992B1 (en) | 2002-11-20 |
CN1316034A (en) | 2001-10-03 |
US6378478B1 (en) | 2002-04-30 |
DE59903486D1 (en) | 2003-01-02 |
CN1110617C (en) | 2003-06-04 |
DE19840659A1 (en) | 2000-03-09 |
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