EP1636466B1 - Moteur a combustion interne - Google Patents

Moteur a combustion interne Download PDF

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Publication number
EP1636466B1
EP1636466B1 EP04737352A EP04737352A EP1636466B1 EP 1636466 B1 EP1636466 B1 EP 1636466B1 EP 04737352 A EP04737352 A EP 04737352A EP 04737352 A EP04737352 A EP 04737352A EP 1636466 B1 EP1636466 B1 EP 1636466B1
Authority
EP
European Patent Office
Prior art keywords
cam
internal combustion
combustion engine
camshaft
particular 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.)
Not-in-force
Application number
EP04737352A
Other languages
German (de)
English (en)
Other versions
EP1636466A2 (fr
Inventor
Johann Wagner
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.)
AVL List GmbH
Original Assignee
AVL List GmbH
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 AVL List GmbH filed Critical AVL List GmbH
Publication of EP1636466A2 publication Critical patent/EP1636466A2/fr
Application granted granted Critical
Publication of EP1636466B1 publication Critical patent/EP1636466B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • 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
    • F01L1/08—Shape of cams
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • F01L13/0057—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 splittable or deformable cams
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49229—Prime mover or fluid pump making
    • Y10T29/49293—Camshaft making

Definitions

  • the invention relates to an internal combustion engine having a variable valve drive device with at least one camshaft having at least one cam arrangement, which has a substantially radially with respect to the camshaft slidable cam and at least one, preferably two camshaft fixed base disks
  • a system for driving and controlling a cam for an internal combustion engine is known.
  • the cam is movable in the radial direction of the camshaft and includes a lift portion that moves fore and aft in the direction of the valve to be actuated, and includes means for engaging the cam with the camshaft and disengaging the cam from the camshaft in accordance with engine operating conditions.
  • the displacement of the cam takes place hydraulically.
  • a cam-type valve actuator for a lift valve which includes a cam having a rigid component radially adjustable between a retracted and an extended position, which is guided on the associated camshaft and associated with stops for limiting its exit movement.
  • the displacement of the cam is effected by a pressure medium supplied in a longitudinal bore of the camshaft.
  • variable valve trains have the disadvantage that complex control systems are required, and that for active actuation of the cam, the hydraulic actuation means must be provided at a relatively high pressure.
  • variable valve trains are usually suitable only for a certain type of operation, ie either for hydraulic, mechanical or electrical actuation.
  • the publication describes DE 102 17 695 A1 a starting method with changed timing of the intake valves to reduce the compression work during starting. Also the JP 1-1117840 A discloses the change in intake timing during the startup phase.
  • the object of the invention is to avoid these disadvantages and to propose a simple variable valve train device, which is suitable for external actuation with different actuating means, in particular to facilitate the starting process of an internal combustion engine.
  • the cam is actuated by an adjusting member arranged laterally of the camshaft.
  • the radially displaceable cam is thus controlled directly by the adjusting member arranged outside the camshaft.
  • the radially displaceable cam can be controlled in each case before or during the lifting phase of the adjusting member in the stroke position.
  • the adjusting member is formed by an actuating roller, which can be adjusted for example via an eccentric.
  • the radially displaceable cam can be supported on the camshaft via a resilient element and is pushed back after the lifting phase of this elastic element back into its initial position behind the base circle.
  • the cam is mounted on sliding surfaces on circular driving surfaces of the camshaft. Radius and angular position of the sliding surfaces are arranged so that no self-locking occurs at the beginning of the displacement of the cam.
  • the cam is designed in two parts, wherein viewed from a side view of the actuator, viewed in a side view substantially fork-shaped and encloses a cam lobe having second part, wherein the first and second part preferably via pins connected to each other.
  • the acted upon by the adjusting member first part encloses the cam elevation surface having a second part U-shaped and is connected thereto by two pins after being pushed onto the camshaft so that the first and second part of the cam form a cam unit.
  • the adjusting member has at least one engagement surface which cooperates with a corresponding corresponding counter surface of the first part of the cam.
  • the adjusting member has a substantially U-shaped cross-section with two legs forming the engagement surfaces, which are arranged at a distance from one another, which is greater than the width of the second part of the cam is very advantageous.
  • the adjusting member is effective only on the first part of the slidable cam and formed with a U-shaped cross section, in which the cam lobe of the second part can dip, so that no valve lift can take place in the working stroke phase of the internal combustion engine.
  • At least one base disc has a radial recess for mounting a pin, wherein preferably recesses of one base disc are offset from the recesses of the other base disc.
  • At least one base disc has a Rampenerhöhung, which forms a total cam together with the cam lobe of the second part of the cam.
  • the Rampenerhöhung the base circular discs form together with the cam lobe of the sliding cam from the total cam. Due to the Rampenerhöhungen the base circular disks and a defined base opening of the gas exchange valve can be generated.
  • the counter surface of the first part has a different shape from a cylindrical surface and defines a control surface, so that the Ventilhubkurve of the actuated lift valve from the shape of the mating surface of the first part and the shape of the cam lobe of the second Part of the cam composed, wherein preferably the counter surface and the cam lobe of the cam are formed so that the valve lift curve, in particular in the region of the transition between the base circle of the base discs for cam lobing steadily.
  • the fully variable valve actuation can be used in particular to facilitate the starting process in a diesel internal combustion engine.
  • the intake valve opening time is retarded and / or the intake closing time is advanced. This allows sufficient ignition conditions be achieved with lowered compression ratios.
  • the compression end temperature can be substantially increased if a repeated compression takes place with retractions of the cylinder contents in the intake manifold.
  • the shift of the opening time or the closing time can be up to 120 ° crank angle or more. Measurements have shown that a significant increase in the charge temperature in the region of top dead center of the compression of, for example, 70 ° to 120 °, depending on the speed can be achieved.
  • valve drive device 2 has two integral with the camshaft 1 base circular disks 3, a substantially radially displaceable on the camshaft 1 cam 4 and a directly acting on the cam 4 adjusting 5.
  • the cam 4 consists of two nested parts, one acted upon by the adjusting member 5 first part 6 and a cam lobe 7 having second part 8.
  • First and second part 6, 8 engage driving surfaces 9 of the camshaft 1, wherein the cam 4 in the area the driving surfaces have 9 sliding surfaces 10.
  • the first part 6 has a fork-shaped cross section, which comprises the second part 8, as seen from Fig. 2 is recognizable.
  • Diametrically with respect to the cam elevation 7, the first part 6 has a control cam 11, on which the adjusting member 5 acts on the cam 4.
  • the adjusting member 5 has in the embodiment, an actuating roller 12 with a in Substantially U-shaped cross section with two legs 23, which are formed by edges 13 of the actuating roller 12.
  • edges 13 act on engagement surfaces 21 on by the control surfaces 11 of the first part 6 of the cam 4 formed counter-surfaces 22 a.
  • the distance a of the edges 13 corresponds at least to the width b of the second part 8, so that no valve lift can take place in the working phase of the internal combustion engine.
  • the cam 4 is biased by an elastic member 14, wherein the elastic member 14, the cam 4 in the in Fig. 5 and Fig. 6 shown rest position presses, in which only the base circular disks 3 act on the valve actuator 15.
  • the first part 6 and the second part 8 of the cam 4 are based on each other and are connected to each other with pins 16. Via the elastic element 14, the cam 4 is pressed to a zero-stroke position, if there is no frictional connection via the feed roller 12.
  • radial mounting grooves 17 are provided in the base disks. The mounting grooves 17 are alternately arranged in the base disks 3 so as not to interrupt the contact of the valve actuator 15 to the base disks 3.
  • the actuating roller 12 is thus designed so that the cam lobe 7 dips into the free space 18 between the edges 13 when the internal combustion engine is in the working cycle. Outside the Zusüu fürsphase and the valve lift is no contact between the actuating roller 12 and the cam 4 is present, so that the valve actuator 15, which may be formed by a plunger, finger lever or rocker arm, in contact with the arranged on the camshaft 4 outside of the actuating roller 12 fixed base disks 3 is.
  • the driving surfaces 9, as well as the sliding surfaces 10, are arcuate. Your angular position and its radius is chosen so that the lowest possible adjustment possible, and that in any case, self-locking, especially at the beginning of the displacement of the cam 4, is avoided. Via a central bore 18 in the camshaft 1, pressure oil for lubricating the sliding surfaces 10 can be supplied without problems.
  • the base circular disks 3 may have a ramp region 19 which, together with the cam lobe 7 of the displaceable cam 4, forms the total cam.
  • the ramp region 19 defines a minimum stroke of the gas exchange valve, not shown, and allows a smooth transition from the base circle 20 of the base plate 3 on the cam elevation 7 and vice versa.
  • the shape of the valve lift curve is due to the interaction the control cam 11 defined with the cam lobe 7 of the displaceable cam 4 during the lifting phase. By appropriate shaping of the control cam 11 and the cam elevation 7, a uniform transition from the base circle 20 to the cam elevation 7 and vice versa is made possible.
  • Fig. 1 shows the valve drive device 2 to Verstellbeginn.
  • the actuating roller 12 is moved from the rest position indicated by reference numeral 12 'and indicated by dashed lines in the direction of the camshaft 1 according to the arrow P 1 , so that the edges 13 of the actuating roller 12 act on the control cam 11 of the first part 6 of the cam 4 and the cam 4 from the rest position against the force of the elastic element 14 in the FIG. 3 and FIG. 4 deflected illustrated stroke position.
  • the cam elevation 7 projects beyond the base circular disks 3 and thus acts on the valve actuator 15.
  • the camshaft 1 runs in the direction indicated by the arrow P 2 rotation.
  • the assembly of the first part 6 and the second part 8 on the camshaft 1 is carried out by pushing the same on the driving surfaces 9 from different sides. If the cam 4 against the force of the elastic element 14 in the in Fig. 3 Pressed stroke position shown, the pins 16 can be used by the radial grooves in the direction of the axis 1 a of the camshaft 1.
  • variable valve train 2 The advantage of the variable valve train 2 is that a large number of possible variations is possible by the external actuation by means of the adjusting member 5.
  • the adjusting member 5 can be operated pneumatically, hydraulically, electrically, electromagnetically, mechanically or in combination thereof.

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

Claims (11)

  1. Moteur à combustion interne avec un dispositif de commande variable des soupapes, avec au moins un arbre à cames (1), avec au moins un agencement de cames (2), présentant une came (4), déplaçable de façon sensiblement radiale par rapport à l'arbre à cames, et au moins un, de préférence deux, disques de cercle de base fixés à l'arbre à cames, la came étant susceptible d'être commandée par un organe de réglage (5) disposé sur le coté de l'arbre à cames, caractérisé en ce que la came (4) est montée sur des paliers à glissement (10), sur des faces d'entraînement (9), en forme de cercle, de l'arbre à cames (1).
  2. Moteur à combustion interne en particulier selon la revendication 1, caractérisé en ce que la came (1) est susceptible d'être commandée chaque fois, avec ou pendant une phase de course par l'organe de réglage (5), d'une position de repos à une position de course.
  3. Moteur à combustion interne en particulier selon la revendication 1 ou 2, caractérisé en ce que la came (4), déplaçable sensiblement radialement sur l'arbre à cames (1), prend appui, par rapport à l'arbre à cames (1), à l'encontre de la position de course, sur un élément (14) élastique et, après la phase de course, est susceptible d'être ramenée à sa position de repos par cet élément (14) élastique, sachant que, de préférence, la came (1) se trouve à la position de repos à l'intérieur du cercle de base du disque de cercle de base (3).
  4. Moteur à combustion interne, en particulier selon l'une des revendications 1 à 3, caractérisé en ce que la came (4) est réalisée en deux parties, une première partie (10), sollicitée par l'organe de commande (5), en observant en une vue de côté, est réalisée, sensiblement, en forme de fourche et entoure une deuxième partie (9) présentant un bossage de came, la première et la deuxième parties étant reliées ensemble, de préférence par des tétons (16).
  5. Moteur à combustion interne, en particulier selon l'une des revendications 1 à 4, caractérisé en ce que l'organe de réglage (5) présente au moins une face d'action (21), coopérant avec une surface conjuguée (22) correspondante, afférente, de la première partie (6) de la came.
  6. Moteur à combustion interne, en particulier selon la revendication 9, caractérisé en ce que l'organe de réglage (5) présente une section transversale sensiblement en forme de U, avec deux branches constituant les surfaces d'action (21), qui sont disposées l'une par rapport à l'autre, à une distance supérieure à la largeur de la deuxième partie (8) de la came.
  7. Moteur à combustion interne, en particulier selon la revendication 5 ou 6, caractérisé en ce que l'organe de réglage (5) est formé par un galet d'actionnement (12), le galet d'actionnement (12) présentant au moins un bord (13) du genre d'une bride, dont la surface d'enveloppe constitue la surface d'action (21).
  8. Moteur à combustion interne, en particulier selon l'une des revendications 4 à 7, caractérisé en ce qu'au moins un disque à cercle de base (3) présente un évidement radial (17) pour le montage d'un téton (16), où, de préférence, des évidements (17) d'un disque de cercle de base (5) sont disposés de façon décalée par rapport aux évidements (17) de l'autre disque à cercle de base (3).
  9. Moteur à combustion interne, en particulier selon l'une des revendications 1 à 8, caractérisé en ce qu'au moins un disque à cercle de base (3) présente un bossage en rampe (19), définissant, conjointement avec le bossage de came (7) de la deuxième partie (8) de la came, la courbe de course de soupape pour au moins une soupape de changement des gaz.
  10. Moteur à combustion interne, en particulier selon l'une des revendications 1 à 8, caractérisé en ce que la surface conjuguée (22) de la première partie (6) présente une forme qui diffère d'une surface cylindrique et définit une courbe de commande, de manière que la courbe de course de soupape, de la soupape de changement des gaz à actionner, se compose de la forme de la courbe de commande de la première partie (6) et de la forme du bossage de came de la deuxième partie (8) de la came.
  11. Moteur à combustion interne, en particulier selon l'une des revendications 1 à 9, caractérisé en ce que la came de commande et le bossage de came de la came (4) sont formés de manière que la courbe de course de soupape, en particulier dans la zone de la transition entre le cercle de base des disques de cercle de base, par rapport au bossage de came de la came, présente une allure constante.
EP04737352A 2003-06-24 2004-06-24 Moteur a combustion interne Not-in-force EP1636466B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0043303U AT6651U1 (de) 2003-06-24 2003-06-24 Variable ventiltriebsvorrichtung für eine brennkraftmaschine
PCT/AT2004/000218 WO2004113688A2 (fr) 2003-06-24 2004-06-24 Moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1636466A2 EP1636466A2 (fr) 2006-03-22
EP1636466B1 true EP1636466B1 (fr) 2008-07-23

Family

ID=29588081

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04737352A Not-in-force EP1636466B1 (fr) 2003-06-24 2004-06-24 Moteur a combustion interne

Country Status (6)

Country Link
US (1) US7424877B2 (fr)
EP (1) EP1636466B1 (fr)
CN (1) CN100443696C (fr)
AT (2) AT6651U1 (fr)
DE (1) DE502004007682D1 (fr)
WO (1) WO2004113688A2 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007010149A1 (de) * 2007-03-02 2008-09-04 Audi Ag Ventiltrieb für Gaswechselventile einer Brennkraftmaschine mit verschiebbarem Nockenträger und Doppelschneckentrieb
JP5069958B2 (ja) * 2007-07-03 2012-11-07 株式会社オティックス ロッカアーム
AT510527B1 (de) * 2010-09-23 2012-09-15 Avl List Gmbh Viertakt-brennkraftmaschine mit einer motorbremse
JP5488512B2 (ja) * 2011-03-28 2014-05-14 三菱自動車工業株式会社 カム構造

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2448032A1 (fr) * 1979-02-05 1980-08-29 Semt Procede pour ameliorer le rendement d'un moteur a combustion interne notamment suralimente
US4805571A (en) * 1985-05-15 1989-02-21 Humphrey Cycle Engine Partners, L.P. Internal combustion engine
DE3737824A1 (de) 1987-11-06 1989-05-18 Schatz Oskar Verfahren zum betrieb eines verbrennungsmotors der kolbenbauart
JPH01178710A (ja) * 1988-01-06 1989-07-14 Mazda Motor Corp エンジンのバルブ駆動装置
US5136887A (en) 1990-05-29 1992-08-11 Clemson University Variable valve actuating apparatus
DE4222477A1 (de) 1991-08-14 1993-02-18 Volkswagen Ag Nockenbestueckte ventilbetaetigung fuer ein hubventil
US5404770A (en) * 1991-08-14 1995-04-11 Volkswagen Ag Variable cam arrangement for a lift valve
DE4141482A1 (de) 1991-12-16 1993-06-17 Schatz Oskar Verfahren zur luftzufuhr in die brennkammer eines verbrennungsmotors der kolbenbauart in zwei phasen
EP0705382B1 (fr) * 1994-03-03 1998-07-15 Christos Valasopoulos Systeme a bossage de came en forme de fleche a action variable
US5813377A (en) * 1995-11-07 1998-09-29 Yamaha Hatsudoki Kabushiki Kaisha Engine valve operating system
US6279550B1 (en) * 1996-07-17 2001-08-28 Clyde C. Bryant Internal combustion engine
JP3257480B2 (ja) 1997-10-09 2002-02-18 トヨタ自動車株式会社 内燃機関の始動装置および始動方法
JP4394764B2 (ja) * 1999-02-15 2010-01-06 日立オートモティブシステムズ株式会社 内燃機関の可変動弁装置
DE19908435A1 (de) 1999-02-26 2000-09-07 Meta Motoren Energietech Verfahren und Vorrichtung zur Impulsaufladung einer Kolbenbrennkraftmaschine
US6427653B1 (en) 1999-10-29 2002-08-06 Unisia Jecs Corporation System for driving and controlling CAM for internal combustion engine
DE10030904A1 (de) * 2000-06-23 2002-01-31 Audi Ag Nockenwelle
DE10101011A1 (de) * 2001-01-11 2002-07-18 Volkswagen Ag Nockenwelle mit radial verstellbarer Nockenkontur für variablen Hub von Hubelementen
DE10217695A1 (de) 2002-04-20 2003-11-13 Daimler Chrysler Ag Verfahren zum erleichterten Starten einer Brennkraftmaschine

Also Published As

Publication number Publication date
ATE402327T1 (de) 2008-08-15
WO2004113688A2 (fr) 2004-12-29
CN1839249A (zh) 2006-09-27
AT6651U1 (de) 2004-01-26
CN100443696C (zh) 2008-12-17
WO2004113688A3 (fr) 2005-06-09
US20060169235A1 (en) 2006-08-03
US7424877B2 (en) 2008-09-16
DE502004007682D1 (de) 2008-09-04
EP1636466A2 (fr) 2006-03-22

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