EP1573190B1 - Culasse de moteur a combustion interne a baguette de palier d'arbre a cames - Google Patents

Culasse de moteur a combustion interne a baguette de palier d'arbre a cames Download PDF

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Publication number
EP1573190B1
EP1573190B1 EP03748043A EP03748043A EP1573190B1 EP 1573190 B1 EP1573190 B1 EP 1573190B1 EP 03748043 A EP03748043 A EP 03748043A EP 03748043 A EP03748043 A EP 03748043A EP 1573190 B1 EP1573190 B1 EP 1573190B1
Authority
EP
European Patent Office
Prior art keywords
cylinder head
camshaft
camshaft bearing
bearing strip
bearing
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
EP03748043A
Other languages
German (de)
English (en)
Other versions
EP1573190A1 (fr
Inventor
Georg Malek
Doris Schiecke
Axel Temmesfeld
Brian O'reilly
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 EP1573190A1 publication Critical patent/EP1573190A1/fr
Application granted granted Critical
Publication of EP1573190B1 publication Critical patent/EP1573190B1/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
    • 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
    • F01L13/0063—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • 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
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • 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
    • F01L13/0021—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 by modification of rocker arm ratio
    • F01L13/0026—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 by modification of rocker arm ratio by means of an eccentric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/38—Cylinder heads having cooling means for liquid cooling the cylinder heads being of overhead valve type
    • 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
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • 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
    • F01L13/0063—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F01L2013/0073—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "Delphi" type
    • 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
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • 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
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • F01L2303/01—Tools for producing, mounting or adjusting, e.g. some part of the distribution
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/13—Throttleless
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the present invention relates according to the preamble of claim 1, a cylinder head of an internal combustion engine with a cylinder head housing, a two-part camshaft bearing strip with a lower bearing blocks comprising the lower part and an upper bearing cover comprehensive upper part and a cylinder head cover, wherein the upper part of the camshaft bearing block closed hood-like in particular in the area between the bearing caps is trained.
  • the DE 39 40 845 C1 is a cylinder head of an internal combustion engine with a horizontally split frame-type carrier for camshaft bearing known.
  • the lower part of the described carrier has transverse webs, which each comprise bearing bottoms for mounting the intake and exhaust camshaft, in the spaces formed between the transverse webs further struts and supports and receptacles for tappets are arranged.
  • the upper part of the carrier also has transverse webs, which in each case with the lower bearing parts of the bearing corresponding upper parts for storage of the inlet and Exhaust camshaft include; Also, the upper part of the carrier is formed like a frame upwardly open.
  • the cam carrier according to the DE 39 40 845 C1 the spaces formed between the transverse webs, for example, for the introduction of support bearings in the processing of the storage lanes due to the arrangement for receiving the bucket tappets and the central webs only accessible from above through the carrier shell; necessarily, the carrier shell is formed open at the top, so that the arrangement provides no protection for the cam sprayed oil during operation of the engine and the oil is thrown directly to the cylinder head cover, in particular the seals between the cylinder head cover and cylinder head housing and seals in the field of spark plug be claimed.
  • the carrier due to its frame-like configuration, the carrier has only a small moment of resistance, so that sufficient rigidity is not given, especially in the longitudinal direction.
  • Object of the present invention is therefore to develop a cylinder head of the type mentioned in such a way that in a simple and cost-effective manner, a particularly high rigidity is achieved and a manufacturing technology favorable and high-precision production of the camshaft carrier in particular using support bearings for processing the bearing lane of the camshaft bearing bar allows becomes. Furthermore, the cylinder head should be light and include only a few components.
  • the lower part has openings through which support bearings for processing the bearing lane of the camshaft bearing strip can be introduced from below.
  • the openings in the lower part in the region of the sections are formed and extend at least approximately over the entire width of the lower part and in the axial direction in each case from a bearing block to a web.
  • the openings preferably have an at least approximately rectangular cross-section.
  • camshaft bearing strip of diecast magnesium alloy It is considered to be very useful to manufacture the camshaft bearing strip of diecast magnesium alloy and regardless of the other components of the cylinder head before installation at least approximately finished.
  • the camshaft bearing strip comprises integrated oil passages for applying oil to the camshaft bearings and / or the cams.
  • An admission of the oil passages takes place, for example, from below through the lower part of the camshaft bearing strip, wherein channels in the longitudinal direction of the bearing strip guide the lubricating oil to the bearings respectively to the cams.
  • aluminum screws are provided for fastening the camshaft bearing strip on the cylinder head housing, in particular in an embodiment of the camshaft bearing strip in magnesium alloy and a cylinder head housing made of steel or aluminum, a particular advantage being the low preload losses of this connection.
  • spark plug domes cast to receive the spark plugs are integrated into the cylinder head cover; compared to a version with introduced in the cylinder head cover separate pipe socket for receiving the spark plugs thus eliminates an additional connection and seal, compared to spark plug domes, which are cast with the cylinder head housing, there is the advantage that an embodiment together with the cylinder head cover in magnesium alloy is possible.
  • FIG. 1 shows a cylinder head 100 of the invention using the example of an internal combustion engine with variable valve train, in which a quantitative metering of the cylinder charge takes place by means of a variable lift of the intake valves.
  • the cylinder head 100 has a cylinder head housing 102, a camshaft 106 for actuating intake valves not shown here with lower camshaft bearing blocks 112 and upper camshaft bearing caps 116, which are connected by means of screws 122 to the cylinder head housing 102, a camshaft 104 for actuating exhaust valves, not shown here with lower camshaft pedestals 114 and upper camshaft bearing caps 118, which are connected by means of screws 120 with the cylinder head housing 102 and a cylinder head cover 110.
  • an eccentric shaft 108 for controlling the Hubver initiallyung the intake valves is arranged and stored.
  • the cylinder head cover 110 includes integrated dome 126 for receiving spark plugs.
  • Oil passages 124 are provided for supplying oil to the cams and camshaft bearings.
  • the cylinder head housing 102 is made of cast steel or aluminum, in particular the arrangements comprising the bearing blocks 112, 114 and bearing caps 116, 118 and the cylinder head cover 110 are made of a magnesium alloy, whereby a special weight saving with high rigidity is achieved.
  • the (machining) processing of the components of different materials is separated from each other, so that due to the material mix no additional increased processing costs.
  • the arrangements for the storage of the camshaft are finished machined installed - it is not necessary to provide a machining openings in the area of the cylinder head cover, for example, for processing the bearing lanes, which are close after processing tight with respect to a diffusion of hydrocarbons.
  • aluminum screws 120, 122 are used to fasten the camshaft bearing arrangements on the cylinder head housing 102, a particular advantage being their similar thermal expansion compared to the magnesium alloy used.
  • the aluminum screws 120, 122 used can not be over-tightened and have a very advantageous behavior with respect to bias losses of the connection.
  • FIG. 2 shows in more detail a two-part camshaft bearing strip 200, which comprises a lower part 252 with a plurality of lower bearing blocks 240 and a top part 254 with a plurality of upper bearing caps.
  • Chamber-like sections 242 are formed between the bearing points, the chamber-like design of the upper bearing strip 254, these chamber sections 242 are each closed at the top, so that an effective splash guard against thrown off oil in the chamber sections 242 rotating cam is given.
  • the chamber sections 242 also perform the function of a Vorölabscheiders. Another essential point is the significantly increased rigidity, in particular in the longitudinal direction, due to the closed design of the upper bearing strip 254.
  • the camshaft bearing bar 200 is made of a magnesium alloy;
  • the magnesium alloy used is characterized by a particularly good creep behavior, especially at oil temperatures up to 150 ° C.
  • To connect both the upper bearing strip 254 with the lower bearing strip 252 and both bearing strips 252, 254 by means of screws on the cylinder head housing bores 244, 246, 248, 250 are provided in the region of the bearing blocks.
  • FIG. 3 shows the lower bearing bar 352 and the upper bearing bar 354 from below.
  • the upwardly closed chamber sections 342 are open at the bottom and accessible from below by the lower bearing strip 352.
  • Each chamber portion 342 is divided by webs 360 in the upper bearing bar 354 and webs 362, 364, 366 in the lower bearing strip 352 in two the bearing blocks 340 adjacent portions 368, 370, in which the cam not shown here upon actuation of the valves rotate.
  • For lubrication of the cam oil discharge points 256 are provided in the upper bearing strip 354 through which oil emerges in the direction of the cam.
  • For oil transfer between the oil outlet points 356 and other oil outlet points for lubrication of the camshaft bearing are in FIG. 2 illustrated pockets 290 provided with integrated oil passages.
  • FIG. 4 shows sections AA through the area of an oil spray nozzle 456 and BB through the area of a camshaft bearing of the bearing rail 400.
  • Lubrication of the camshaft bearings is via oil exit points 482;
  • Via an opening 480 and an outwardly on the camshaft bearing strip extending substantially in the axial direction of the oil passage 484 are oil spray nozzles 456 for lubricating the cam acted upon with oil.
  • the opening 480 is located approximately in the middle in the separation area between the upper bearing strip 452 and lower bearing strip 454, the oil spray nozzles 456 are in the upper bearing strip 452, wherein the exiting oil jet is directed obliquely downwards in the direction of the cam.
  • the entire lubrication system is pressurized with oil from below through the cylinder head housing and the lower bearing strip.
  • the camshaft bearing strip described is particularly suitable for use in an internal combustion engine, the valve actuation is carried out according to the finger follower concept, since no confirmation for cup tappet in the region of the lower bearing bar 252, 352 no guide for tappets is provided and the chamber sections 242, 342 from below are freely accessible. In the production of the storage lane necessary support bearing can be introduced from below, so that an upwardly closed training of the chamber sections 242, 342 is possible.
  • the structural separation of the bearing arrangements for mounting the inlet and the exhaust camshaft is made possible in particular by the special rigidity of the construction, so that no frame-like construction for common storage of the intake and exhaust camshaft is necessary and a much freer design - for example, a 90 ° with respect to its longitudinal axis rotated arrangement of the intake camshaft bearing strip as in FIG. 1 shown - is possible.
  • the manufacture of the camshaft bearing strip in comparison to a design for common storage of both the inlet and the exhaust camshaft is further simplified by the fact that a single-spindle processing machine is required instead of a machine with two parallel spindles.

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  • 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-Gear Or Valve Arrangements (AREA)

Claims (10)

  1. Culasse (100) de moteur à combustion comportant un carter de culasse (102) d'une barre de paliers d'arbre à cames (200) divisée en deux parties, ayant une partie inférieure (252, 352) pour les blocs-palier inférieurs et une partie supérieure (254, 354) comprenant un chapeau de palier supérieur ainsi qu'un couvercle de culasse (110), la partie supérieure (254, 354) de la barre de paliers d'arbre à cames (200) étant réalisée fermée en forme de coiffe, notamment dans la zone (242, 342) entre les chapeaux de palier (372), caractérisée en ce que
    la partie inférieure (252, 352) comporte des ouvertures permettant d'introduire par en dessous les paliers d'appui pour usiner le chemin de palier de la barre de paliers d'arbre à cames (200).
  2. Culasse selon la revendication 1, caractérisée en ce que
    les ouvertures de la partie inférieure (252, 352, 454) sont réalisées au niveau des segments partiels (368, 370) et elles s'étendent au moins sensiblement sur toute la largeur de la partie inférieure (252, 352) et dans la direction axiale, chaque fois d'un bloc palier (340) jusqu'à une entretoise (364, 366).
  3. Culasse selon la revendication 2, caractérisée en ce que
    l'ouverture a une section au moins sensiblement rectangulaire.
  4. Culasse selon les revendications précédentes, caractérisée en ce que
    la barre de paliers d'arbre à cames (200) est usinée d'une manière indépendante, sensiblement jusqu'à sa finition.
  5. Culasse selon les revendications précédentes,
    caractérisée en ce que
    la barre de paliers d'arbre à cames (200) comporte des canaux à huile (456, 480, 482, 484) intégrés pour alimenter en huile, les paliers d'arbre à cames et/ou les cames.
  6. Culasse selon les revendications précédentes, caractérisée en ce que
    la barre de paliers d'arbre à cames (200) est réalisée par fonte sous pression d'un alliage de magnésium.
  7. Culasse selon les revendications précédentes, caractérisée par
    des vis en aluminium pour fixer la barre de paliers d'arbre à cames (200) au carter de culasse (102).
  8. Culasse selon les revendications précédentes, caractérisée en ce que
    les surfaces de jonction entre la barre de paliers d'arbre à cames (200) et le carter de culasse (102) ainsi qu'entre le couvercle de culasse (110) et le carter de culasse (102), se situent dans un plan.
  9. Culasse selon les revendications précédentes, caractérisée par
    respectivement une barre de paliers d'arbre à cames (200), séparée pour recevoir l'arbre à cames d'admission et l'arbre à cames d'échappement (104, 106).
  10. Culasse selon les revendications précédentes, caractérisée en ce que
    des dômes de bougie d'allumage (126) sont intégrés d'origine, coulée dans le couvercle de culasse (110).
EP03748043A 2002-10-29 2003-09-16 Culasse de moteur a combustion interne a baguette de palier d'arbre a cames Expired - Lifetime EP1573190B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10250303A DE10250303A1 (de) 2002-10-29 2002-10-29 Zylinderkopf einer Brennkraftmaschine mit Nockenwellenlagerleiste
DE10250303 2002-10-29
PCT/EP2003/010303 WO2004040115A1 (fr) 2002-10-29 2003-09-16 Culasse de moteur a combustion interne a baguette de palier d'arbre a cames

Publications (2)

Publication Number Publication Date
EP1573190A1 EP1573190A1 (fr) 2005-09-14
EP1573190B1 true EP1573190B1 (fr) 2009-12-30

Family

ID=32114903

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03748043A Expired - Lifetime EP1573190B1 (fr) 2002-10-29 2003-09-16 Culasse de moteur a combustion interne a baguette de palier d'arbre a cames

Country Status (5)

Country Link
US (1) US7165522B2 (fr)
EP (1) EP1573190B1 (fr)
JP (1) JP2006504894A (fr)
DE (2) DE10250303A1 (fr)
WO (1) WO2004040115A1 (fr)

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JP2002276308A (ja) * 2001-03-21 2002-09-25 Yamaha Motor Co Ltd ４サイクルエンジンのカム軸支持構造
DE20120912U1 (de) 2001-12-24 2002-06-06 Volkswagen Ag, 38440 Wolfsburg Zylinderkopfhaube für eine Brennkraftmaschine

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EP1573190A1 (fr) 2005-09-14
US20050252470A1 (en) 2005-11-17
WO2004040115A1 (fr) 2004-05-13
JP2006504894A (ja) 2006-02-09
DE10250303A1 (de) 2004-05-19
US7165522B2 (en) 2007-01-23
DE50312304D1 (de) 2010-02-11

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