EP1288451B1 - Culasse pour moteur à combustion interne avec commande de soupapes à levée variable - Google Patents

Culasse pour moteur à combustion interne avec commande de soupapes à levée variable Download PDF

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Publication number
EP1288451B1
EP1288451B1 EP02014670A EP02014670A EP1288451B1 EP 1288451 B1 EP1288451 B1 EP 1288451B1 EP 02014670 A EP02014670 A EP 02014670A EP 02014670 A EP02014670 A EP 02014670A EP 1288451 B1 EP1288451 B1 EP 1288451B1
Authority
EP
European Patent Office
Prior art keywords
valve
cylinder head
teeth
adjusting element
head 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.)
Expired - Lifetime
Application number
EP02014670A
Other languages
German (de)
English (en)
Other versions
EP1288451A1 (fr
Inventor
Jurij Gartner
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1288451A1 publication Critical patent/EP1288451A1/fr
Application granted granted Critical
Publication of EP1288451B1 publication Critical patent/EP1288451B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • 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
    • F01L1/10—Valve drive by means of crank-or eccentric-driven rods
    • 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
    • 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
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • 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
    • F01L2305/00—Valve arrangements comprising rollers

Definitions

  • the invention relates to a cylinder head for a reciprocating piston internal combustion engine a stroke-variable valve control according to the features in the preamble of the claim 1.
  • the swing arm is mounted on another swivel axis, which in turn is pivotally arranged about the pivot axis of the rocker arm.
  • the control shaft rotates at half the crankshaft speed, while the rocker arm is pivoted at half the crankshaft speed becomes.
  • the cam surface of the rocker arm presses the rocker arm wedge towards the gas exchange valve, which opens it periodically.
  • the gas exchange valve is closed again by a valve spring.
  • the pivot axis of the rocker arm pivoted about the rocking axis of the rocker arm.
  • a disadvantage of this configuration is the relatively large space required for the Rocker arm with its pivot axis, which is from the rocking axis of the rocker arm must be spaced.
  • the object of the invention is the installation space for such a variable stroke valve control to minimize.
  • the curved surface of the actuating element advantageously lies directly on the valve stem or on a roller tappet or a play compensation element.
  • the arrangement according to the invention makes it possible to dispense with an intermediate element, such as a movable wedge, between the pivot lever and valve stem or roller tappet or play compensation element for stroke variation.
  • an intermediate element such as a movable wedge
  • the drive of the intermediate element necessary for the adjustment is also eliminated.
  • a further advantage is the significantly lower moving masses, which means that the internal combustion engine can be designed for a higher speed range.
  • the elimination of components compared to the prior art advantageously also reduces the overall weight of the valve train. When using an adjustment system per cylinder of the internal combustion engine, it is also possible to implement a single cylinder shutdown, which enables considerable fuel savings.
  • the configuration according to the invention according to claims 2 to 5 enables one extremely small and compact construction.
  • the stroke adjustment is very simple Way by axial displacement of the output shaft.
  • no further adjusting elements are required for the axial adjustment of the output shaft.
  • the Stroke adjustment reinforced with the same axial displacement of the output shaft In the configuration of the variable stroke valve train according to claim 6, the Stroke adjustment reinforced with the same axial displacement of the output shaft.
  • the pitch of the helical gearing can be used for almost any gear ratio between the axial displacement of the output shaft and the Stroke adjustment for the gas exchange valve can be adjusted. Translations can be done can be realized either with a large axial displacement the output shaft a small change in the valve stroke or by a small axial displacement the output shaft causes a very large valve lift adjustment. By simply changing the slope, you can either position it very precisely or very fast adjustment systems can be implemented.
  • backlash-free valve trains also fully variable valve trains, can be realized.
  • the configuration according to claim 8 reduces the friction in the valve train, which has a positive effect on fuel consumption.
  • FIG. 1 shows the perspective illustration of a stroke-variable valve control 1, consisting of a drive shaft 2 with a drive shaft 2a and a crank pin 3, which has an articulated connection 4, consisting of a connecting rod 12 and an output element 13, with an output shaft 5, with an output axis 5a is articulated.
  • the connecting rod 12 is on the one hand rotatable with the crank pin 3 and on the other hand via a pivot axis 14 with the output element 13 rotatably connected.
  • the output element 13 is on the, the pivot axis 14 facing away, pivotally mounted about the output axis 5.
  • the direction of the output axis 5a is on both sides of the output element 13 an actuating element 6, 6 'arranged radially around the output shaft 5.
  • Every actuator 6, 6 ' has a curved surface arranged radially on the outer circumference.
  • the actuating element 6, 6 ' is a cam with a base circle 7, 7' and a raised one Area 8, 8 '.
  • the actuating elements 6, 6 ' are with the output shaft 5 via a first teeth 9, 9 'in operative connection.
  • the output element 13 stands with the Output shaft 5 via a second toothing 10, shown in Fig. 2, in operative connection.
  • Each control element 6, 6 ' presses with its curved surface on a roller tappet 11, 11 '.
  • the drive shaft 2 When the internal combustion engine is operating, the drive shaft 2 is not activated by one here Drive shown driven, which rotates about its drive axis 2a.
  • the Crank pin 3 and the connecting rod 13 rotate accordingly about the drive axis 2a.
  • the rotational movement of one end of the connecting rod 12 is via the output element 13 in connection with the pivot axis 14 in a pivoting movement of the Output shaft 5 converted around the output axis 5a.
  • the control elements 6, 6 ' swivel once around the output axis during a full rotation of the drive shaft 2 5a.
  • the output shaft 5 has three inclined toothed areas radially on their outer circumference, two areas with a first Gearing 9, 9 ', between which an area with a second gearing 10 is arranged.
  • the pitch of the first toothing 9, 9 'and the second toothing 10 are designed in opposite directions to each other.
  • the first toothing 9, 9 ' meshes with an internal toothing in the actuating element 6, 6 '.
  • the second toothing 10 meshes with an internal toothing in the output element 13. Because of the opposite toothing between the first toothing 9, 9 'and the second toothing 10 is the angular adjustment of the cam surface 6, 6 'reinforced with respect to an axial displacement of the output shaft 5.
  • the second toothing 10 can also be designed as a straight toothing, however In this case there is no need to increase the adjustment angle with the same axial Displacement of the output shaft 5.
  • the greater the pitch of the gears the smaller the adjustment angle with respect to an axial displacement of the output shaft 5. It follows that with a large incline, large adjustment paths of the Output shaft 5 leads to small changes in the angle of the actuating element 6, 6 '. A In contrast, a small pitch of the toothing leads to a large angle adjustment of the control element 6, 6 '.
  • the Adjustment speed and the accuracy of the adjustment system on the corresponding stroke variable valve train can be adjusted.
  • the bearings between the crank pin 3 and the connecting rod 12, and the Pivot axis 14 and the output element 13 can optionally be used as a sliding or Roll bearings are run.
  • the usual valve train materials can be used as materials be used. As is common in valve train today, there can be between the adjusting element and the valve also arranged valve clearance compensation element become.
  • the output shaft 5 actuates the gas exchange valves of a cylinder.
  • a single cylinder shutdown is also in this configuration possible.
  • an output shaft 5 actuates the gas exchange valves of several cylinders or an entire cylinder bank.

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

Claims (7)

  1. Culasse pour un moteur à combustion interne à pistons dotée d'un mécanisme de commande de soupape à course variable, comportant au moins une soupape d'échange des gaz et un arbre d'entraínement muni d'un tourillon relié de façon articulée, par le biais d'une liaison articulée, à un arbre de transmission disposé parallèlement à l'arbre d'entraínement et comportant au moins un élément de positionnement ayant au moins une surface courbe disposée de façon radiale, où une rotation de l'arbre d'entraínement autour d'un axe d'entraínement par le biais de la liaison articulée est transformée en un mouvement de pivotement de l'arbre de transmission autour d'un axe de transmission, où la course de la soupape peut être réglée par un pivotement de l'élément de positionnement autour de l'axe de transmission,
    caractérisée en ce que
    l'élément de positionnement (6, 6') peut pivoter autour de l'axe de transmission (5a) par déplacement de l'arbre de transmission (5) en direction de l'axe de transmission.
  2. Culasse selon la revendication 1,
    caractérisée en ce que
    l'élément de positionnement (6, 6') est une came comportant un cercle de base (7, 7') et au moins une zone proéminente (8, 8').
  3. Culasse selon la revendication 1 ou 2,
    caractérisée en ce que
    l'élément de positionnement (6, 6') est en liaison active avec l'arbre de transmission (5) par le biais d'une première denture (9, 9') et en ce que la liaison articulée (4) est en liaison active avec l'arbre de transmission par le biais d'une deuxième denture (10).
  4. Culasse selon la revendication 3,
    caractérisée en ce que
    la première denture (9, 9') est une denture oblique et en ce que la deuxième denture (10) est une denture droite ou une denture oblique.
  5. Culasse selon la revendication 4, où la première et la deuxième denture sont des dentures obliques,
    caractérisée en ce que
    les dentures obliques sont disposées de façon inversée l'une à l'autre.
  6. Culasse selon l'une des revendications précédentes, où la surface courbe est en liaison active de façon indirecte avec la soupape d'échange des gaz,
    caractérisée en ce qu'
    un élément de compensation du jeu aux soupapes est disposé entre la soupape et l'élément de positionnement (6, 6').
  7. Culasse selon l'une des revendications précédentes, où la surface courbe est en liaison active de façon indirecte avec la soupape d'échange des gaz,
    caractérisée en ce qu'
    un poussoir à galet est disposé entre la soupape et l'élément de positionnement (6, 6').
EP02014670A 2001-08-08 2002-07-03 Culasse pour moteur à combustion interne avec commande de soupapes à levée variable Expired - Lifetime EP1288451B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10139043 2001-08-08
DE10139043A DE10139043A1 (de) 2001-08-08 2001-08-08 Zylinderkopf für eine Hubkolben-Brennkraftmaschine mit einer hubvariablen Ventilsteuerung

Publications (2)

Publication Number Publication Date
EP1288451A1 EP1288451A1 (fr) 2003-03-05
EP1288451B1 true EP1288451B1 (fr) 2004-02-18

Family

ID=7694854

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EP02014670A Expired - Lifetime EP1288451B1 (fr) 2001-08-08 2002-07-03 Culasse pour moteur à combustion interne avec commande de soupapes à levée variable

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EP (1) EP1288451B1 (fr)
DE (2) DE10139043A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5604240B2 (ja) * 2010-09-22 2014-10-08 株式会社オティックス 可変動弁機構
CN105604634B (zh) 2015-12-24 2018-04-20 广州汽车集团股份有限公司 连续可变气门升程系统及汽车

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE727987C (de) * 1941-01-07 1942-11-16 Messer & Co G M B H Waehrend des Umlaufens verstellbare Steuernocken
GB798135A (en) * 1956-04-25 1958-07-16 Nsu Werke Ag An internal combustion engine with an oscillating overhead camshaft
DE2950565C2 (de) * 1979-12-13 1984-02-02 Mannesmann AG, 4000 Düsseldorf Verfahren zum Herstellen eines Leichtradsatzes für Schienenfahrzeuge
JP3268827B2 (ja) * 1992-07-03 2002-03-25 マツダ株式会社 エンジンのバルブタイミング制御装置
DE19629349A1 (de) * 1996-07-20 1998-01-22 Dieter Dipl Ing Reitz Ventiltrieb und Zylinderkopf einer Brennkraftmaschine
JP3982917B2 (ja) * 1997-08-08 2007-09-26 株式会社日立製作所 内燃機関の可変動弁装置
US6019076A (en) * 1998-08-05 2000-02-01 General Motors Corporation Variable valve timing mechanism
WO2000009868A1 (fr) * 1998-08-10 2000-02-24 Ruben Helmin Systeme de synchronisation et de levee variable de soupapes
US6295958B2 (en) * 2000-01-19 2001-10-02 Delphi Technologies, Inc. Linkless variable valve actuation mechanism
JP3799944B2 (ja) * 2000-03-21 2006-07-19 トヨタ自動車株式会社 内燃機関の可変動弁機構および吸気量制御装置

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Publication number Publication date
EP1288451A1 (fr) 2003-03-05
DE10139043A1 (de) 2003-02-20
DE50200248D1 (de) 2004-03-25

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