EP2676014B1 - Dispositif de commande de soupapes de moteur - Google Patents

Dispositif de commande de soupapes de moteur Download PDF

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Publication number
EP2676014B1
EP2676014B1 EP11801973.6A EP11801973A EP2676014B1 EP 2676014 B1 EP2676014 B1 EP 2676014B1 EP 11801973 A EP11801973 A EP 11801973A EP 2676014 B1 EP2676014 B1 EP 2676014B1
Authority
EP
European Patent Office
Prior art keywords
segment
switching
track
engine valve
cam
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
EP11801973.6A
Other languages
German (de)
English (en)
Other versions
EP2676014A1 (fr
Inventor
Thomas Stolk
Alexander Von Gaisberg-Helfenberg
Stephan Zentner
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.)
Mercedes Benz Group AG
Original Assignee
Daimler 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 Daimler AG filed Critical Daimler AG
Publication of EP2676014A1 publication Critical patent/EP2676014A1/fr
Application granted granted Critical
Publication of EP2676014B1 publication Critical patent/EP2676014B1/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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • 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
    • F01L13/0036—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 the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • 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
    • F01L2001/0471—Assembled camshafts
    • F01L2001/0473—Composite camshafts, e.g. with cams or cam sleeve being able to move relative to the inner camshaft or a cam adjusting rod
    • 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
    • F01L13/0036—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 the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L2013/0052—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 the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction with cams provided on an axially slidable sleeve

Definitions

  • the invention relates to an internal combustion engine valve drive device according to the preamble of claim 1.
  • the invention is in particular the object of a valve lift for an internal combustion engine having at least three cylinders arranged in series with different valve actuation times to provide. It is achieved according to the invention by the features of claim 1. Further embodiments emerge from the subclaims.
  • the invention is based on an internal combustion engine valve drive device with at least one axially displaceable cam element and with a coupled to the at least one cam element shift gate having at least one slide track with at least one track segment and at least one switching segment and which is provided for moving the at least one cam member.
  • the track segment and the switching segment are at least partially integral in at least one partial area, so that the slide track has a double function in at least one partial area and at the same time is provided for insertion or removal of a switching element and for switching the at least one cam element.
  • an angular range, which occupy the track segment and the switching segment advantageously be kept short, whereby the slide track can have an advantageously high number of switching segments.
  • a continuous slide track can be realized with at least three switching segments, whereby a valve lift for an internal combustion engine, the at least three cylinders arranged in series with different valve actuation times, can be realized.
  • a “shift gate” is intended to mean a unit for the axial adjustment of the at least one cam element be understood that has at least one slide track, which is intended to implement a rotational movement in an axial adjustment.
  • a “slide track” is to be understood in particular a track for single or double positive guidance of a shift pin.
  • the slide track is preferably in the form of a web, in the form of a slot and / or in the form of a groove.
  • the switching pin is preferably designed in the form of a bridge shoe encompassing the web, in the form of a pin engaging in the slot and / or in the form of a pin guided in the slot.
  • a “track segment” is to be understood as meaning a segment of the link track which has at least one radial inclined position.
  • a “radial inclination” is to be understood in particular that the slide track in this segment has an inclined position, by a course of the slide track of a circular line about a main axis of rotation of the at least one cam member radially deviates, whereby a rotational movement of a camshaft in a radially acting force can be implemented.
  • the track segment is formed as a single track segment of the slide track or as a Ausspursegment the slide track.
  • a “single-track segment” is to be understood as meaning in particular a segment in which the radial oblique position causes an effective height to increase in the direction of rotation.
  • Direction of rotation “should be understood in particular a direction of rotation, along which the cam element is acted upon in a valve actuation with a rotational movement.
  • a “switching segment” is to be understood in particular a segment of the slide track, which has at least one axial inclined position.
  • an “axial inclination” is to be understood in particular that the slide track in this segment has an inclined position through which a course of the slide track of a circular line around the main axis of rotation of the at least three cam elements axially deviates, whereby a rotational movement of the camshaft in an axially acting force can be implemented.
  • a “segment” is to be understood, in particular, as a part of the slide track, to which a defined function, for example switching of the at least one cam element, engagement of a shift pin or out of alignment of a shift pin, is assigned.
  • the slide track can have a plurality of successively arranged segments of the same type, for example a plurality of switching segments, with different functions, for example switching different cam elements.
  • "integral" is to be understood in particular as meaning that the slide track has a dual functionality in the partial area, ie at the same time for insertion or removal of a switching pin and for switching the at least one cam element is provided.
  • the at least one track segment comprises a partial area which has only a radial inclination.
  • the track segment can be partially separated from the switching segment, whereby the switching pin can be particularly securely meshed in the slide track.
  • the term "unilocular" is understood in particular to mean that the track segment in the subarea has only an increasing or decreasing effective height.
  • the slide track in this sub-area has no axial inclination.
  • the switching segment comprises a portion which has only an axial skew.
  • the switching segment can be provided with a length required for switching the at least one cam element, which keeps the forces acting on the shift pin sufficiently small.
  • the switching segment has a length of at least 60 degrees camshaft angle, wherein at least 80 degrees camshaft angle advantageous and at least 100 degrees camshaft angle are particularly advantageous.
  • An “angular range” should be understood to mean, in particular, an extension of the cam element in the circumferential direction.
  • a degree in “degree of camshaft angle” is to be understood in particular as a degree specification related to the camshaft, that is, one revolution of the camshaft corresponds to 360 degrees camshaft angle.
  • the at least one slide track in the at least one partial region, in which the track segment and the switching segment are made in one piece has an axial skew and a radial skew.
  • the portion in which the track segment and the switching segment are made in one piece can be made particularly advantageous.
  • the engine valve drive device has at least two link elements, which each form part of the at least one track segment.
  • the switching segment can be completely arranged on one of the link elements, while the switching segment upstream or downstream track segment can be provided with a sufficient angular extent.
  • a "gate element” should be understood to mean, in particular, an element which the slide track at least partially trains.
  • the link element can be formed integrally with the cam element.
  • the portion of the track segment, which has only the radial inclination at least largely arranged on one of the link elements.
  • the portion in which the track segment and the switching segment are made in one piece can be advantageously arranged on the second link element, whereby the switching segment can be advantageously provided for switching the second link element.
  • largely is to be understood in particular that at least 50 percent, advantageously at least 60 percent, and particularly advantageously at least 75 percent of the portion, which has only the radial skew, are arranged on the first link element.
  • the switching segment is arranged completely on one of the link elements.
  • the second link element can be moved, whereby a switchability of a cam element, which is assigned to the second link element, can be advantageously realized.
  • complete is to be understood in this context, in particular, that the switching segment, which is arranged on the second link element, is limited by two arranged on the second link element portions which extend in the circumferential direction.
  • one of the partial areas is preferably formed by the track segment and the second partial area is formed by a transition segment.
  • a “transition segment” is to be understood in particular as a partial region of the slide track, which has neither an axial skew nor a radial skew.
  • all switching segments are in each case arranged completely on one of the link elements.
  • the internal combustion engine valve drive device has at least one further track segment, which has an axial inclined position in at least one partial area. Thereby, a switchability of at least one further cam element can be realized, whereby an internal combustion engine valve drive device for an internal combustion engine with four or more cylinders can be realized.
  • At least one of the track segments forms a single track segment and at least one of the track segments forms a track segment.
  • an advantageous embodiment of the slide track can be achieved in particular with a short length.
  • the engine valve drive device comprises a further switching segment, which is at least partially formed integrally with the other track segment.
  • the single track segment can be integrally formed with the one switching segment and the Ausspursegment integrally with the other switching segment, whereby the length of the slide track can be formed particularly advantageous.
  • FIGS. 1 to 14 show an internal combustion engine valve drive device according to the invention.
  • the internal combustion engine valve drive apparatus is provided for an internal combustion engine having at least three cylinders in series having different valve operating times.
  • the internal combustion engine valve drive device can be used for an internal combustion engine, in which only three cylinders are arranged in a row, such as in a three-cylinder inline engine or a six-cylinder V-engine.
  • the internal combustion engine valve drive device can also be used for an internal combustion engine, in which six cylinders are arranged in a row, each having the same or at least similar valve operating times in pairs, such as in a six-cylinder in-line engine in which adjacent cylinders have the same or at least similar valve actuation times ,
  • the internal combustion engine valve drive device comprises a camshaft 33 with three cam elements 10, 11, 12.
  • the cam elements 10, 11, 12 are designed as cam carriers. On each of the cam elements 10, 11, 12 at least one cam 34 is arranged, which has two partial cams 35, 36 with different valve actuation curves. The partial cams 35, 36 of each one of the cams 34 are each arranged immediately adjacent.
  • the cam elements 10, 11, 12 are axially displaceable. By an axial displacement of one of the cam elements 10, 11, 12 is switched within the cam 34 from the one part cam 35 to the other part cam 36.
  • the cam elements 10, 11, 12 thus each have two discrete switching positions in which a different valve lift is connected for the cylinder or cylinders associated with the corresponding cam element 10, 11, 12.
  • the camshaft 33 comprises a drive shaft 37.
  • the drive shaft 37 comprises a crankshaft connection for connection to a crankshaft not shown in detail.
  • the crankshaft connection can be formed by means of a camshaft adjuster which is provided to set a phase position between the camshaft 33 and the crankshaft.
  • the cam elements 10, 11, 12 are axially displaceable and non-rotatably mounted on the drive shaft 37.
  • the drive shaft 37 has a straight toothing on its outer circumference.
  • the cam elements 10, 11, 12 have on their inner circumference a corresponding straight toothing, which engages in the straight toothing of the drive shaft 37.
  • the engine valve drive device comprises a shift gate 13.
  • the shift gate 13 is provided to sequentially shift the three cam elements 10, 11, 12 sequentially in a shift operation.
  • the shift gate 13 comprises two slide tracks 14, 15.
  • the first slide track 14 is provided to move the cam elements 10, 11, 12 along a first shift direction from the first shift position to the second shift position (cf. , FIGS. 5 to 9 ).
  • the second slide track 15 is provided to move the cam elements 10, 11, 12 along a second shift direction from the second shift position to the first shift position (cf. FIGS. 10 to 14 ).
  • the internal combustion engine valve drive device comprises a switching unit 30, the switching pins 31, 32 for engagement in the slide tracks 14, 15 has.
  • the switching unit 30 has a stator housing 38, which is fixedly connected to an engine block of the internal combustion engine, not shown.
  • the switching pins 31, 32 are along their main extension direction slidably disposed in the stator housing 38.
  • the slide tracks 14, 15 are designed as grooves in which the switching pins 31, 32 can be forcibly guided on both sides. In a switching operation in the first switching direction of the first switching pin 31 is brought into engagement with the first slide track 14. In a switching operation in the second switching direction of the second switching pin 32 is brought into engagement with the second slide track 15.
  • the slide tracks 14, 15 have a plurality of switching segments 20, 21, 22, 23, 24, 25.
  • the first slide track 14 comprises the three switching segments 20, 21, 22, which are provided for switching the three cam elements 10, 11, 12 in the first switching direction.
  • the switching segments 20, 21, 22 are each assigned to exactly one of the cam elements 10, 11, 12.
  • the slide track 14 comprises a track segment 16 embodied as a single track segment and a track segment 18 designed as a track segment.
  • the second link track 15 is of analog design.
  • the second slide track 15 comprises the three shift segments 23, 24, 25, a track segment 17 designed as a single track segment, and a track segment 19 designed as a track segment.
  • the switching segments 20, 21, 22, 23, 24, 25 each have an axial skew. Due to the axial inclination, the cam member 10, 11, 12, which is associated with the corresponding switching segment 20, 21, 22, 23, 24, 25, shifted when the corresponding switching pin 31, 32 in engagement with the corresponding switching segment 20, 21, 22, 23, 24, 25 stands.
  • the track segments 16, 17 have a radial skew.
  • the slide tracks 14, 15, which are formed as grooves, have a continuously increasing depth in a partial region of the track segments 16, 17 formed as single track segments. In a region which lies between the track segment 16, 17 and the corresponding track segment 18, 19 designed as a segment, the corresponding link track 14, 15 has a substantially constant depth. In the area of the track segments 18, 19, the corresponding slide track 14, 15 has a continuously decreasing depth.
  • the two slide tracks 14, 15 are each continuous, ie, the over the corresponding track segment 18, 19 brought into engagement with the slide track 14, 15 switching pin 31, 32 successively passes through the switching segments 20, 21, 22, 23, 24, 25 of the corresponding Sliding track 14, 15 before the switching pin 31, 32 by means of the track segment 18, 19 is released again from the slide track 14, 15.
  • the cam elements 10, 11, 12 are thereby sequentially switched sequentially. In a switching operation along the first switching direction is initially the axially outer cam member 10, then the axially middle cam element 11 and finally the axially outer cam element 12 connected. In a switching operation along the second switching direction, first the axially middle cam element 11, then the axially outer cam element 12 and finally the axially outer cam element 10 is displaced.
  • the two switching operations are thus not symmetrical with respect to a switching order of the cam elements 10, 11, 12.
  • the engine valve drive device comprises three slide elements 26, 27, 28.
  • the first slide element 26 is formed integrally with the first cam element 10.
  • the second link element 27 and the second cam element 11 are also integrally formed.
  • the third gate element 28 is spaced from the third cam member 12 and rotatably and axially fixed to the third cam member 12 is connected.
  • the shift gate 13 is arranged in a region of the camshaft 33, in which the axially outer cam member 10 and the axially central cam member 11 adjoin one another.
  • the two link elements 26, 27 occupy only an angular range of 120 degrees camshaft angle in this area.
  • the third link element 28 is likewise arranged in the region of the camshaft 33 in which the cam elements 10, 11 adjoin one another.
  • the link element 28 also assumes an angular range of 120 degrees camshaft angle. In the area of the shift gate 13, the three gate elements 26, 27, 28 thus assume an approximately equal angular range.
  • the three link elements 26, 27, 28 form the slide tracks 14, 15.
  • the slide tracks 14, 15, which are formed as grooves, are inserted directly into the guide elements 26, 27, 28.
  • the three link elements 26, 27, 28 in each case form part of the slide track 14, 15.
  • Trained as Einspursegment track segment 16 of the slide track 14 begins on the third gate element 28 and ends on the first link element 26.
  • the first switching segment 20 of the slide track 14 is disposed completely on the first link element 26.
  • the second switching segment 21 of the slide track 14 is arranged completely on the second link element 27.
  • the third switching segment 22 of the slide track 14 is arranged completely on the third link element 28.
  • the as a segment trained track segment 18 of the slide track 14 extends from the third link element 28 to the first link element 26.
  • the slide track 14 thus extends over an angle which is greater than 360 degrees camshaft angle.
  • the track segment 17 of the slide track 15 begins on the first link element 26 and ends on the second link element 27.
  • the first switching segment 23 of the slide track 15 is arranged on the second link element 27.
  • the second switching segment 24 of the slide track 15 is arranged on the third link element 28.
  • the third switching segment 25 of the slide track 15 is arranged on the first link element 26.
  • the track segment 19 of the slide track 15 extends from the third link element 28 except for the first link element 26.
  • the slide track 15 thus also extends over an angle which is greater than 360 degrees camshaft angle.
  • the third link element 28 and the axially outer cam element 12 are coupled with each other in terms of motion (cf. FIG. 2 ).
  • the drive shaft 37 is at least partially designed as a hollow shaft.
  • the internal combustion engine valve drive device comprises a connection unit 29, which couples the third link element 28 with the third cam element 12.
  • the connection unit 29 comprises a coupling rod 39, which is guided in the drive shaft 37.
  • the drive shaft 37 includes a first opening through which the coupling rod 39 is coupled to the link element 28, and a second opening through which the coupling rod 39 is coupled to the cam member 12.
  • the cam member 12 is thereby at least almost rigidly coupled to an axial movement of the link element 28.
  • the cam member 12 and the link element 28 rotatably connected to each other.
  • the first slide track 14 is provided for an adjustment of the cam elements 10, 11, 12 in the first switching direction.
  • the second slide track 15 is arranged in mirror image and out of phase to the first slide track 14.
  • the axial inclination of the switching segments 23, 24, 25 of the second slide track 15 with respect to the axial inclination of the switching segments 20, 21, 22nd the first slide track 14 directed in an opposite direction.
  • a start of the second slide track 15 is phase-shifted with respect to a start of the first slide track 14. Due to the constructive similarities, the first slide track 14 will therefore be described in the following, with a description of the first guide track 14, taking into account the phase offset, basically analogously to the second slide track 15 transferable.
  • the slide track 14 Trained as Einspursegment track segment 16 of the slide track 14 and the first switching segment 20 are partially made in one piece.
  • the slide track 14 In a partial region in which the track segment 16 and the switching segment 20 are made in one piece, the slide track 14 has an axial skew and a radial skew.
  • Ausspursegment track segment 18 and the switching segment 22 are partially made in one piece.
  • the slide track 14 also has an axial inclination and a radial oblique position.
  • the slide track 14 comprises a partial area which has only a radial inclination.
  • the track segment 16 is designed separately from the switching segment 20.
  • the sub-area in which the track segment 16 and the switching segment 20 are designed separately, is largely arranged on the link element 28.
  • the partial region in which the switching segment 20 and the track segment 16 are made in one piece adjoins the partial region which has only the radial oblique position.
  • the switching segment 20 and thus also the partial region in which the track segment 16 and the switching segment 20 are made in one piece are arranged completely on the cam element 10.
  • At this portion includes a portion of the slide track 14, in which the slide track 14 only has an axial inclination.
  • the switching segment 20 and the track segment 16 are executed separately again.
  • the slide track 14 has an approximately constant depth in this subarea.
  • the switching segment 20 is followed by a transition segment 40, in which the slide track 14 has neither a radial skew nor an axial skew.
  • the transition segment 40 provides a transition from the cam member 10 to the cam member 11.
  • the transition segment 40 is partially formed by the cam member 10.
  • the transition segment 40 is arranged between the two switching segments 20, 21.
  • the part of the slide track 14, which is arranged on the link element 27, has a substantially constant depth.
  • the link element 27 forms a further part of the transition segment 40.
  • the switching segment 21 is disposed completely on the cam member 11.
  • the slide track 14 comprises a further transition segment 41, which has neither a radial inclination nor an axial inclination.
  • the further transition segment 41 connects to the switching segment 21.
  • the transition segment 41 is partially formed by the cam member 11 and partially by the link member 28.
  • the switching segment 22 associated with the cam member 12 connects to the transition segment 41.
  • the slide track 14 initially only has an axial skew.
  • the switching segment 22 is initially carried out separately from the track segment formed as Ausspursegment 18.
  • the slide track 14 again has a partial region with an axial skew and a radial skew. In this part of the track segment 18 and the switching segment 22 are made in one piece. In the portion in which the track segment 18 and the switching segment 22 are made in one piece, the slide track 14 has a decreasing depth. This subregion is adjoined by a subregion in which the track segment 18 is implemented separately from the switching segment 22. In this last portion, the slide track 14 only has a radial inclination. A large part of the partial area in which the track segment 18 is implemented separately from the switching segment 22 is formed by the first link element 26.
  • the switching pins 31, 32 of the switching unit 30 are each provided for one of the two switching directions, in which the cam elements 10, 11, 12 can be moved.
  • the shift pin 31 is brought into engagement with the track segment 16 of the first slide track 14 designed as a single track segment (cf. FIG. 5 ).
  • the shift pin 31 initially partially spins into the slide track 14, without an axial force being exerted on one of the cam elements 10, 11, 12.
  • the switching pin 31 engages in the switching segment 20 (see. FIG. 6 ), which is arranged on the first link element 26 and associated with the first cam element 10. Due to the one-piece design of the shift segment 20 with the trained as Einspursegment track segment 16 of the shift pin 31 is still engaged with the track segment 16. The rotational movement of the camshaft 33 causes an axial force on the cam member 10, while the shift pin 31 further into the slide track 14th meshes. By the engagement of the switching pin 31 in the switching segment 20 and the rotational movement of the camshaft 33, the cam member 10 is moved from the first switching position to the second switching position.
  • the cam member 10 is switched to the second switching position.
  • the shift pin 31 engages with the first transition segment 40.
  • the rotational movement of the camshaft 33 causes the shift pin 31 to move from the part of the slide track 14, which is arranged on the first link element 26, to the part of the slide track 14. which is arranged on the second link element 27, is passed.
  • the switching pin 31 comes into engagement with the switching segment 21, which is arranged on the second link element 27 and associated with the second cam element 11 (cf. FIG. 7 ).
  • the rotational movement of the camshaft 33 and the engagement of the switching pin 31 in the switching segment 21 acts on the cam member 11, an axial force by which the cam member 11 is switched from the first switching position to the second switching position.
  • the cam member 11 is switched to the second switching position.
  • the switching pin 31 With a further rotational movement of the camshaft 33, the switching pin 31 is transferred by the transition segment 41 from the second link element 27 to the third link element 28. The switching pin 31 thereby engages with the switching segment 22, which is arranged on the third link element 28 and associated with the cam element 12.
  • the switching segment 22 Since the switching segment 22 is carried out partially separated from the track segment formed as Ausspursegment 18, cause the rotational movement of the camshaft 33 and the engagement of the switch pin 31 in the slide track 14 initially only an axial force on the cam member 12 by the further rotational movement of the switching pin 31 arrives in the partial area in which the switching segment 22 and the track segment 18 made in one piece are (cf. FIG. 8 ).
  • the switching pin 31 is thereby spitted out while on the cam member 12 still acts a force by which the cam member 12 is displaced along the first switching direction.
  • the cam element 12 is also switched to the second switching position.
  • the switching pin 31 is further spewed out (cf. FIG. 9 ).
  • the shift pin 31 is pushed by the rotational movement of the camshaft 33 and the radial inclination of the slide track 14 in the stator 38.
  • the switching operation of the cam elements 10, 11, 12 from the first shift position to the second shift position is completely completed.
  • a switching operation in the second switching direction by means of the second slide track 15 is analogous.
  • the switching pin 32 passes through the track segment 17 and the switching segment 23 (see FIG.
  • the switching pin 32 is transferred by means of a transition segment 42 to the subsequent switching segment 24 (see. FIG. 12 ).
  • the switching pin 32 is transferred to the switching segment 25 (cf. FIG. 13 ) and then spouted out again by means of the track segment 19 (cf. FIG. 14 ).
  • the track segment 16 and the first switching segment 20 of the first slide track 14 are made in one piece over an angular range of approximately 40 degrees camshaft angle.
  • the last switching segment 22 of the first slide track 14 and the track segment 18 are also made in one piece over an angular range of approximately 40 degrees camshaft angle.
  • the second slide track 15 is analogous.
  • the slide tracks 14, 15 thus each have a length of about 475 degrees camshaft angle. Trained as Einspursegmente track segments 16,17 and trained as Ausspursegmente Trace segments 18, 19 of the slide tracks 14, 15 are thus each partially arranged axially adjacent to each other.
  • the engine valve drive device comprises a cover unit 44 (cf. FIG. 3 ).
  • the cover unit 44 is intended to cover unused parts of the slide tracks 14, 15.
  • the cover unit 44 comprises a first cover element 45 which is fixedly connected to the first slide element 26 which forms the track segment 16 formed as a single track segment.
  • the switching segment 21 of the second link element 27 and the switching segment 22 of the third link element 28 are covered in an operating state in which the cam elements 10, 11, 12 are arranged in one of the switching positions. Trained as Einspursegment track segment 16 and the switching segment 20 of the first link element 26 are free.
  • the cover member 45 which is coupled to the first link element 26, the switching segment 21 of the second link element 27 and the switching segment 22 of the third link element 28 is free.
  • the switching pin 31 can thereby only over the part of the slide track 14 which is arranged on the first link element 26, in the switching segments 21, 22 of the slide track 14, which are arranged on the second link element 27 and the third link element 28, in the slide track 14th one pure.
  • the cover unit 44 For partially covering the second slide track 15, the cover unit 44 comprises a second cover element 46.
  • the second cover element 46 is designed analogously to the first cover element 45.
  • Both cover elements 45, 46 are designed in the form of a sleeve which encloses parts of the shift gate 13 in the corresponding shift position and thus partially covers the slide tracks 14, 15.
  • the cover members 45, 46 occupy an angular range of about 240 degrees camshaft angle. Trained as Einspursegmente track segments 16, 17 are partially incorporated into the cover 45, 46.
  • the switching unit 30 is designed bistable.
  • the two switching pins 31, 32 can remain in an unactuated state both in an extended switching position and in a retracted switching position.
  • the switching pins 31, 32 have an unstable Middle position on. If one of the switching pins 31, 32 is in a position between the extended switching position and the middle position, the corresponding switching pin 31, 32 automatically switches to the extended switching position. If one of the switching pins 31, 32 in a position between the retracted switching position and the center position, the corresponding switching pin 31, 32 automatically switches to the retracted switching position.
  • the switching unit 30 comprises an electric actuator unit, by means of which a force for extension can be exerted on the switching pins 31, 32.
  • the switching pins 31, 32 are independently extendable.
  • the actuator unit is provided only for extending the switching pins 31, 32.
  • the shift gate 13 is provided for retracting the switching pins 31, 32.
  • the switching pins 31, 32 are moved over the unstable middle position and drive on automatically.
  • For retracting the switching pins 31, 32 thus formed as Ausspursegmente track segments 18, 19 of the slide tracks 14, 15 are provided.
  • the engine valve drive device has a latching unit 47.
  • the cam elements 10, 11, 12 each have two locking positions.
  • the latching unit 47 comprises a plurality of latching recesses 48, 49, 50, which are attached to the inner sides of the cam elements 10, 11, 12.
  • the latching unit 47 comprises a plurality of pressure pieces 51, 52, 53, which are fixedly connected to the drive shaft 37. By means of the pressure pieces 51, 52, 53, the cam elements 10, 11, 12 are locked relative to the drive shaft 37.
  • An order in which the switching pins 31, 32 come into engagement with the cam elements 10, 11 and the link element 28 when passing through the corresponding link track 14, 15 can in principle be configured as desired.
  • the link element 28 has a track segment designed as a single track segment, wherein the link element 27 is subsequently arranged on the link element 28 and the link element 26 has a track segment designed as a track segment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (10)

  1. Dispositif de soupape de commande de moteur à combustion interne doté d'au moins un élément à came (10, 11, 12) pouvant se déplacer axialement et d'une coulisse de commutation (13) couplée à l'au moins un élément à came (10, 11, 12), qui présente au moins un chemin de coulisse (14, 15) doté d'au moins un segment de voie (16, 17, 18, 19) et d'au moins un segment de commutation (20, 21, 22, 23, 24, 25) et qui permet de déplacer l'au moins un élément à came (10, 11, 12), caractérisé en ce que le segment de voie (16, 17, 18, 19) et le segment de commutation (20, 22, 23, 25) sont conçus au moins dans une zone partielle partiellement d'un seul tenant de manière que le chemin de coulisse (14, 15) dans au moins une zone partielle présente une double fonction et simultanément permet d'engrener ou de désengrener un élément de commutation (31, 32) et de commuter l'au moins un élément à came (10, 11, 12).
  2. Dispositif de soupape de commande de moteur à combustion interne selon la revendication 1, caractérisé en ce que l'au moins un segment de voie (16, 17, 18, 19) comprend une zone partielle qui présente uniquement une position oblique radiale.
  3. Dispositif de soupape de commande de moteur à combustion interne selon la revendication 1 ou la revendication 2, caractérisé en ce que le segment de commutation (20, 22, 23, 25) comprend une zone partielle qui présente uniquement une position oblique axiale.
  4. Dispositif de soupape de commande de moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins un chemin de coulisse (14, 15) dans l'au moins une zone partielle, dans laquelle le segment de voie (16, 17, 18, 19) et le segment de commutation (20, 22, 23, 25) sont conçus d'un seul tenant, présente une position oblique axiale et une position oblique radiale.
  5. Dispositif de distribution à soupapes pour moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé par au moins deux des éléments à coulisse (26, 27, 28) qui forment chacun une partie de l'au moins un segment de voie (16, 17, 18, 19).
  6. Dispositif de soupape de commande de moteur à combustion interne au moins selon la revendication 2 et la revendication 5, caractérisé en ce que la zone partielle du segment de voie (16, 17, 18, 19), qui présente uniquement la position oblique radiale, est disposée au moins en grande partie sur l'un des éléments à coulisse (26, 27, 28).
  7. Dispositif de soupape de commande de moteur à combustion interne selon la revendication 5 ou la revendication 6, caractérisé en ce que l'élément de commutation (20, 21, 22, 23, 24, 25) est entièrement disposé sur l'un des éléments à coulisse (26, 27, 28).
  8. Dispositif de distribution à soupapes pour moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé par au moins un autre segment de voie (16, 17, 18, 19) qui présente dans au moins une zone partielle une position oblique axiale.
  9. Dispositif de soupape de commande de moteur à combustion interne selon la revendication 8, caractérisé en ce qu'au moins l'un des segments de voie (16, 18) forme un segment d'engrènement et au moins l'un des segments de voie (17,19) forme un segment de désengrènement.
  10. Dispositif de soupape de commande de moteur à combustion interne selon la revendication 8 ou la revendication 9, caractérisé par un autre élément de commutation (20, 22, 23, 25), qui est au moins en partie conçu d'un seul tenant avec l'autre segment de voie (16, 17, 18, 19).
EP11801973.6A 2011-02-17 2011-12-03 Dispositif de commande de soupapes de moteur Not-in-force EP2676014B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011011457A DE102011011457A1 (de) 2011-02-17 2011-02-17 Brennkraftmaschinenventiltriebvorrichtung
PCT/EP2011/006070 WO2012110070A1 (fr) 2011-02-17 2011-12-03 Dispositif de distribution à soupapes de moteur à combustion interne

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EP2676014A1 EP2676014A1 (fr) 2013-12-25
EP2676014B1 true EP2676014B1 (fr) 2015-05-20

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US (1) US9038583B2 (fr)
EP (1) EP2676014B1 (fr)
JP (1) JP5778785B2 (fr)
CN (1) CN103380273B (fr)
DE (1) DE102011011457A1 (fr)
WO (1) WO2012110070A1 (fr)

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US9217340B2 (en) * 2014-02-14 2015-12-22 GM Global Technology Operations LLC Bi-directional control groove design for engine rotation reversal on engine with sliding camshaft
DE102014217584B4 (de) 2014-09-03 2024-10-02 Volkswagen Aktiengesellschaft Ventiltriebvorrichtung sowie Schaltkulisse
DE102015215974A1 (de) 2015-08-21 2017-02-23 Zf Friedrichshafen Ag Ventilsteuervorrichtung für eine Brennkraftmaschine und Verfahren zum Betreiben einer Ventilsteuervorrichtung
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CN110145381A (zh) * 2019-05-15 2019-08-20 杰锋汽车动力系统股份有限公司 一种应用于内燃机可变气门升程系统的锁止机构
CN110131010B (zh) * 2019-05-15 2020-12-01 杰锋汽车动力系统股份有限公司 一种用于内燃机的凸轮轴轴向调节结构
DE102019125100A1 (de) * 2019-09-18 2021-03-18 Thyssenkrupp Ag Schaltkulisse, Schiebenockensystem und Nockenwelle
US11959403B2 (en) 2021-06-09 2024-04-16 Fca Us Llc Single actuator shifting cam system

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Also Published As

Publication number Publication date
CN103380273B (zh) 2016-01-13
JP2014505832A (ja) 2014-03-06
JP5778785B2 (ja) 2015-09-16
US20140020642A1 (en) 2014-01-23
EP2676014A1 (fr) 2013-12-25
US9038583B2 (en) 2015-05-26
CN103380273A (zh) 2013-10-30
WO2012110070A1 (fr) 2012-08-23
DE102011011457A1 (de) 2012-08-23

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