EP1286029B1 - Entraínement de soupapes pour un moteur à combustion interne avec chambre de combustion variable - Google Patents

Entraínement de soupapes pour un moteur à combustion interne avec chambre de combustion variable Download PDF

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Publication number
EP1286029B1
EP1286029B1 EP02016200A EP02016200A EP1286029B1 EP 1286029 B1 EP1286029 B1 EP 1286029B1 EP 02016200 A EP02016200 A EP 02016200A EP 02016200 A EP02016200 A EP 02016200A EP 1286029 B1 EP1286029 B1 EP 1286029B1
Authority
EP
European Patent Office
Prior art keywords
guide rail
crankshaft
camshaft
control drive
cylinder head
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 - Fee Related
Application number
EP02016200A
Other languages
German (de)
English (en)
Other versions
EP1286029A1 (fr
Inventor
Michael Busse
Stefan Kühn
Ingolf Lorenz
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.)
IAV GmbH Ingenieurgesellschaft Auto und Verkehr
Original Assignee
IAV GmbH Ingenieurgesellschaft Auto und Verkehr
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Filing date
Publication date
Application filed by IAV GmbH Ingenieurgesellschaft Auto und Verkehr filed Critical IAV GmbH Ingenieurgesellschaft Auto und Verkehr
Publication of EP1286029A1 publication Critical patent/EP1286029A1/fr
Application granted granted Critical
Publication of EP1286029B1 publication Critical patent/EP1286029B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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
    • F01L1/02—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

Definitions

  • the invention relates to a control drive of a piston internal combustion engine with a variable Combustion chamber with the features mentioned in the preamble of claim 1.
  • An adjustment unit for the timing drive of an engine is known from the DE 199 25 268 A1.
  • the writing showed a crankshaft mounted in eccentric rings of an engine.
  • the eccentric bearing rings can be rotated in the motor housing arranged and rotatable by an adjusting unit.
  • By turning the bearing rings the position of the crankshaft relative to the cylinder and thus its compression ratio changed.
  • the changing center distance between cam and Crankshaft results in a changing chain tension that crosses across tensioning wheel movable to the course of the chain center is compensated.
  • the tension wheel is adjusted proportionally to the change in position of the crankshaft and secures one constant tension of the timing drive. It is intended to over the tension wheel to couple an adjustment mechanism with the adjustment unit for the crankshaft and thus to ensure a proportional adjustment of the tensioning wheel.
  • the object of the invention is to provide a timing drive for the crankshaft To create drive at least one camshaft, which is more variable for an engine Compression, in which the center distance between the camshaft and crankshaft can be changed compensates for the changed center distance while maintaining a constant phase position between the crankshaft and camshaft.
  • the adjusting device can influence the length compensation of the traction mechanism of the control drive, so that even when adjusting the center distances between the drive and Output gear of the timing drive a relative rotation of the drive and driven gear is largely avoided.
  • the invention is explained on a piston internal combustion engine with a variable combustion chamber, where the change in the combustion chamber and thus the change in the Center distance between crank and camshaft by adjusting the against each other movably arranged upper and lower part 2 of the piston internal combustion engine he follows.
  • the upper part 1 can be part of the crankcase or with the crankcase top connected cylinder head of the engine, while the Lower part 2 is the lower part of the crankcase.
  • the solution according to the invention can also in other known ways of adjusting the axis positions of drive and driven gear are transmitted without the essential features to deviate from the invention.
  • the exemplary embodiments presented are therefore in to be considered in all respects as illustrative and not restrictive.
  • the control drive according to the invention of a piston internal combustion engine with variable combustion chamber and thus with a variable compression from a drive wheel 10 and at least one driven wheel 6, which have a traction means 5 are interconnected.
  • a known timing chain acts as traction means 5, a timing belt or the like.
  • the drive wheel 10 is on a not shown Crankshaft of the piston internal combustion engine (engine) while the driven gear 6 is arranged on a camshaft of the engine, not shown. Warehousing the crankshaft takes place in the lower part 2 of the crankcase and that of the camshaft in the cylinder head connected to the crankcase upper part.
  • the timing gear consists of two camshafts, each with an output gear 6 is arranged.
  • On the empty run of the traction means 5 is a known one Tensioning rail 4 arranged with a chain tensioner 9, which the traction means 5 of Control drive preloaded accordingly.
  • Upper part 1 or cylinder head and a lower part 2 of the crankcase are against each other movably arranged, creating a variable combustion chamber and thus a different one Compression of the engine is adjustable.
  • By the relative movement of Upper part 1 and lower part 2 of the crankcase changes the center distance of the Crankshaft opposite the camshaft.
  • a positively guided guide rail on the tension side of the timing gear 3 arranged.
  • the guide rail 3 is in its lower region via a pivot point 13 hinged to the lower part 2 of the crankcase.
  • the guide rail is in the upper part 3 with an adjusting device arranged on the upper part 1 or on the cylinder head 14 connected, which causes a positive guidance of the guide rail 3.
  • the adjusting device 14 consists of one on the upper part 1 and Cylinder head pivoted at a connecting rod articulation point 8 connecting rod 7, the is connected to an articulation point 15 arranged on the guide rail 3.
  • the arrangement of the connecting rod articulation point 8 on the upper part 1, the length of the connecting rod 7 and the arrangement of the articulation point 15 on the guide rail 3 takes place in such a way that the pivoting angle of the connecting rod 7 and the guide rail 3 is variable Free length of the traction device 5 according to the change in center distance of the crank and Compensates camshaft.
  • FIG. 2 A variant of the solution according to the invention is shown in FIG. 2.
  • the adjustment device 14 is arranged on the guide rail 3 Form curve 11 and a bolt arranged on the upper part 1 or on the cylinder head 12, the bolt 12 abutting the shape curve 11 of the guide rail 3.
  • the Shape curve 11 of the adjusting device 14 is designed such that the pivoting angle the guide rail 3 corresponding to the variable free length of the traction means 5 compensates for the change in center distance of the crankshaft and camshaft.
  • the shape curve 11 can also be fixed with the upper part 1 or with the cylinder head be connected and act against a pivot point on the guide rail 3.
  • the compression is changed by moving the one against the other arranged crankcase parts 1 and cylinder head and lower part 2.
  • the guide rail 3 rotatably mounted on the lower part 2 through the on the upper part 1 or the connecting rod 7 pivoted to the cylinder head.
  • the guide rail 3 With a relative movement from upper part 1 and lower part 2 swings in the direction of maximum compression the guide rail 3 in the direction of the traction means 3 and is the same together the chain tensioner 9 and the tensioning rail 4 the resulting greater free length of the traction device 3.
  • the pivoting angle of the connecting rod 7 and thus the Guide rail 3 is so proportional to the change in center distance of the crank and Camshaft designed that a constant phase position of the crankshaft and camshaft is secured.
  • the guide rail 3 with a relative movement of the upper part 1 and lower part 2 due to the the shape curve 11 shifting contact point of the stud 12 is pivoted.
  • the shape curve 11 is also designed so that when the variable free length of the traction means 5 a constant phase position of cam and Crankshaft is secured.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (7)

  1. Commande de distribution d'un moteur à piston à combustion interne à chambre de combustion variable du type suivant:
    un carter moteur composé d'une partie supérieure avec culasse et d'une partie inférieure, disposées de manière réglable l'une par rapport à l'autre afin de permettre la modification du rapport de compression du moteur à piston à combustion interne,
    un entraxe entre un vilebrequin et au moins un arbre à cames, variable lors de la modification du rapport de compression,
    une roue motrice reliée au vilebrequin du moteur à piston à combustion interne, qui est reliée par l'intermédiaire d'un moyen d'entraínement à au moins une roue entraínée de l'arbre à cames pour la commande de la distribution,
    une disposition du vilebrequin sur des paliers dans la partie inférieure du carter moteur et une disposition de l'arbre à cames sur des paliers dans la culasse reliée à la partie supérieure du carter moteur,
    un dispositif de tension agissant sur le moyen d'entraínement et disposé sur le brin de retour,
    caractérisée en ce que
    lors d'une modification du rapport de compression du moteur, une relation des phases constante du vilebrequin et de l'arbre à cames est maintenue par la disposition de manière pivotante sur la partie inférieure (2) du carter moteur, sur le côté du brin de retour de la commande de distribution, en prise avec le moyen d'entraínement (5), d'un rail de guidage (3) à guidage forcé relié à un dispositif de réglage (14) disposé dans la partie supérieure (1) et qui compense la longueur du moyen d'entraínement (5).
  2. Commande de distribution selon la revendication 1,
    caractérisée en ce que
    la partie supérieure (1) est soit la partie supérieure du carter moteur soit la culasse reliée à la partie supérieure du carter moteur.
  3. Commande de distribution selon les revendications 1 et 2,
    caractérisée en ce que
    le dispositif de réglage (14) se compose d'une bielle (7) articulée de manière pivotante sur un point d'articulation de bielle (8) situé sur 1a partie supérieure (1) ou sur la culasse, et qui est reliée à un point d'articulation (15) disposé sur le rail de guidage (3).
  4. Commande de distribution selon les revendications 1 à 2,
    caractérisée en ce que
    la disposition du point d'articulation de bielle (8) sur la partie supérieure (1), la longueur de la bielle (7) et la disposition du point d'articulation (15) sur le rail de guidage (3) sont réalisées de sorte que l'angle de pivotement de la bielle (7) et du rail de guidage (3) compense la longueur libre variable du moyen d'entraínement (5) en fonction de la modification de l'entraxe entre le vilebrequin et l'arbre à cames.
  5. Commande de distribution selon les revendications 1 et 2,
    caractérisée en ce que
    le dispositif de réglage (14) se compose d'une courbe de forme (11) disposée sur le rail de guidage (3) et d'un axe (12) monté de manière fixe sur la partie supérieure (1) ou sur la culasse, l'axe (12) étant en appui sur la courbe de forme (11) du rail de guidage (3).
  6. Commande de distribution selon les revendications 1 et 2,
    caractérisée en ce que
    le dispositif de réglage (14) se compose d'une courbe de forme (11) disposée de manière fixe sur la partie supérieure (1) ou sur la culasse, qui est en appui sur un point du rail de guidage (3).
  7. Commande de distribution selon les revendications 1, 5 et 6,
    caractérisée en ce que
    la courbe de forme (11) du dispositif de réglage (14) est conçue de sorte que l'angle de pivotement du rail de guidage (3) compense la longueur libre variable du moyen d'entraínement (5) en fonction de la modification de l'entraxe entre le vilebrequin et l'arbre à cames.
EP02016200A 2001-08-23 2002-07-22 Entraínement de soupapes pour un moteur à combustion interne avec chambre de combustion variable Expired - Fee Related EP1286029B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10141981 2001-08-23
DE10141981A DE10141981C1 (de) 2001-08-23 2001-08-23 Steuertrieb einer Kolbenbrennkraftmaschine mit variablem Brennraum

Publications (2)

Publication Number Publication Date
EP1286029A1 EP1286029A1 (fr) 2003-02-26
EP1286029B1 true EP1286029B1 (fr) 2004-01-21

Family

ID=7696781

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02016200A Expired - Fee Related EP1286029B1 (fr) 2001-08-23 2002-07-22 Entraínement de soupapes pour un moteur à combustion interne avec chambre de combustion variable

Country Status (2)

Country Link
EP (1) EP1286029B1 (fr)
DE (2) DE10141981C1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19631875A1 (de) * 1996-08-07 1998-02-12 Bayerische Motoren Werke Ag Kettentrieb-Einheit für eine Brennkraftmaschine
DE19918592B4 (de) * 1999-04-23 2013-05-23 Fev Gmbh Stellantrieb zur Positionierung eines Stellmittels
DE19925268B4 (de) * 1999-06-01 2011-07-21 FEV Motorentechnik GmbH, 52078 Kettenspanner für eine Kolbenbrennkraftmaschine mit variablem Brennraum

Also Published As

Publication number Publication date
DE50200216D1 (de) 2004-02-26
EP1286029A1 (fr) 2003-02-26
DE10141981C1 (de) 2003-04-17

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