EP2981690B1 - Moteur à combustion interne comprenant une alimentation en huile pour un mécanisme à cames - Google Patents

Moteur à combustion interne comprenant une alimentation en huile pour un mécanisme à cames Download PDF

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Publication number
EP2981690B1
EP2981690B1 EP14715217.7A EP14715217A EP2981690B1 EP 2981690 B1 EP2981690 B1 EP 2981690B1 EP 14715217 A EP14715217 A EP 14715217A EP 2981690 B1 EP2981690 B1 EP 2981690B1
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EP
European Patent Office
Prior art keywords
flat
oil supply
internal combustion
combustion engine
cylinder crankcase
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.)
Active
Application number
EP14715217.7A
Other languages
German (de)
English (en)
Other versions
EP2981690A1 (fr
Inventor
Werner Lemme
Marco Sliwa
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.)
Deutz AG
Original Assignee
Deutz AG
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Publication date
Application filed by Deutz AG filed Critical Deutz AG
Publication of EP2981690A1 publication Critical patent/EP2981690A1/fr
Application granted granted Critical
Publication of EP2981690B1 publication Critical patent/EP2981690B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/102—Lubrication of valve gear or auxiliaries of camshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/104—Lubrication of valve gear or auxiliaries of tappets

Definitions

  • the invention relates to an internal combustion engine with an oil supply for a cam drive.
  • Such an oil supply to a cam drive is also shown in particular in Fig. 3 shown.
  • the object of the present invention is achieved by an internal combustion engine with a camshaft and at least two flat tappets that are driven by the camshaft and actuate the combustion valves, the flat tappets and / or the camshaft being guided and / or supported in the cylinder crankcase, the flat tappet being essentially in a Receiving bore is arranged in the cylinder crankcase and the flat tappets have at least one constriction and are designed to be lubricated by means of an oil supply.
  • the advantage here is that in the Area of the constriction oil is provided to lubricate the running surface of the cam.
  • a further advantageous embodiment provides that the flat tappet is movably arranged for guidance or mounting, in particular in the area of at least one shaft section.
  • Another advantageous embodiment provides that the shaft section is arranged above a constriction of the flat tappet.
  • An advantageous embodiment provides that one oil supply recess is arranged on the side on which the transverse force forms the smallest play and the other oil supply recess is arranged on the cam run-up side on which the transverse force forms the greatest play. There is almost no play on one side at the upper and lower end of the tappet - opposite each other - and the total play on the other side, so that the greatest possible amount of lubricating oil can be fed to the sliding point between the flat tappet and camshaft.
  • a cylinder crankcase of the internal combustion engine 1 is shown, in which a clockwise rotating camshaft 2 is mounted.
  • a substantially vertically displaceable flat tappet 3 is mounted on the running surface of the camshaft 2 in the cylinder crankcase of the internal combustion engine 1, in particular in a receiving bore in the cylinder crankcase 5.
  • the oil supply 4 from the flat tappet 3 in the cylinder crankcase of the internal combustion engine 1 and the sliding point between the flat tappet 3 and camshaft 2 is arranged in the area of the receiving bore in the cylinder crankcase 5 and the constriction of the flat tappet 10 moving up and down with the flat tappet 3.
  • the receiving bore in the cylinder crankcase 5, in which the movable flat tappet 3 is arranged, has an oil supply recess on the cam follower side (smaller) 6 and an oil supply recess on the cam follower side (larger) 7, by means of which oil reaches the sliding point between the flat tappet 3 and camshaft 2 .
  • the receiving bore in the cylinder crankcase 5 has, at its end inclined towards the camshaft, a shaft section of the cylinder crankcase on the cam follower side 8 and a shaft section of the cylinder crankcase on the cam follower side 9.
  • the shaft section of the cylinder crankcase on the cam follow-up side 8 and the shaft section of the cylinder crankcase on the cam run-up side 9 can be of the same length.
  • the shaft section of the cylinder crankcase on the cam outlet side 8 is smaller than the shaft section of the cylinder crankcase on the cam run-up side 9.
  • a larger amount of oil from the oil supply 4 reaches the area via the annular gap between the flat tappet 3 and the receiving bore in the cylinder crankcase 5 of the shaft section of the cylinder crankcase on the cam run-up side 9 than in the area of the shaft section of the cylinder crankcase on the cam run-out side 8, since the shorter shaft section 9 and the lower pressure loss mean that more oil gets into the larger oil supply recess on the cam run-up side 7.
  • the larger oil supply recess on the cam run-up side 7 can be designed as a groove or notch or as an eccentric hole, as shown in FIG Fig. 2 will be shown.
  • Fig. 2a shows a cylinder crankcase of the internal combustion engine 1 without a camshaft.
  • the flat tappet not shown, is mounted in a receiving bore in the cylinder crankcase 5.
  • the oil supply 4 from the flat tappet 3, not shown, in the cylinder crankcase of the internal combustion engine 1 and the sliding point, also not shown, between the flat tappet 3 and camshaft 2 is arranged in the area of the receiving bore in the cylinder crankcase 5 and the constriction of the flat tappet 10 moving up and down with the flat tappet 3.
  • the receiving bore in the cylinder crankcase 5, in which the movable flat tappet 3, not shown, is arranged, has an oil supply recess on the cam follower side (smaller) 6 and an oil supply recess on the cam run-up side (larger) 7, by means of which oil is applied to the sliding point between the flat tappet 3 and Camshaft 2 arrives.
  • the receiving bore in the cylinder crankcase 5 has on its side inclined towards the camshaft, not shown, oil supply recesses which are produced by means of a drill, the drilling path 11 of which is shown schematically.
  • the shaft section of the cylinder crankcase on the cam run-out side 8 is smaller than the shaft section of the cylinder crankcase on the cam run-up side 9 due to the inclined drilling of the drill bit 11 Receiving hole in the cylinder crankcase 5 in the area of the shaft section of the cylinder crankcase on the cam run-up side 9 than in the area of the shaft section of the cylinder crankcase on the cam run-out side 8, since more oil gets into the larger oil supply recess on the cam run-up side 7 due to the shorter shaft section 9 and the lower pressure loss.
  • the larger oil supply recess on the cam run-up side 7 can be designed as a groove or notch or as an eccentric bore.
  • Figure 2b shows an enlarged detail of Fig. 2a , whereby the drill path of the drill is not shown.
  • Fig. 3a shows a cylinder crankcase of the internal combustion engine 1 without a camshaft.
  • the flat tappet not shown, is mounted in a receiving bore in the cylinder crankcase 5.
  • the oil supply 4 from the flat tappet 3, not shown, in the cylinder crankcase of the internal combustion engine 1 and the sliding point, also not shown, between the flat tappet 3 and camshaft 2 is arranged in the area of the receiving bore in the cylinder crankcase 5 and the constriction of the flat tappet 10 moving up and down with the flat tappet 3.
  • the receiving bore in the cylinder crankcase 5, in which the movable flat tappet 3, not shown, is arranged, has an oil supply recess on the cam run-up side (larger) 7, by means of which oil reaches the sliding point between the flat tappet 3 and camshaft 2.
  • the receiving bore in the cylinder crankcase 5 has on its side inclined towards the camshaft, not shown, an oil supply recess 7 which is produced by means of a drill, the drilling path 11 of which is shown schematically.
  • the shaft section of the cylinder crankcase on the cam run-out side 8 is smaller than the shaft section of the cylinder crankcase on the cam run-up side 9 due to the inclined drilling of the drill bit 11 Receiving hole in the cylinder crankcase 5 in the area and shaft section of the cylinder crankcase on the cam run-up side 9 than in the region of the shaft section of the cylinder crankcase on the cam run-out side 8, since more oil gets into the larger oil supply recess on the cam run-up side 7 due to the shorter shaft section 9 and the lower pressure loss.
  • the larger oil supply recess on the cam run-up side 7 can be designed as a groove or notch or as an eccentric bore.
  • Figure 3b shows an enlarged detail of Fig. 3a , whereby the drill path of the drill is not shown.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (5)

  1. Moteur à combustion interne, comprenant au moins un arbre à cames, au moins deux poussoirs plats entraînés par l'arbre à cames et actionnant des soupapes de combustion, les poussoirs plats et/ou l'arbre à cames étant guidés et/ou suspendus dans le carter de fût de cylindre, le poussoir plat (3) étant disposé sensiblement dans un alésage de réception (5) du carter de fût de cylindre (1) et les poussoirs plats comportant au moins un rétrécissement (10) et une alimentation en huile (4) qui est disposée notamment dans la zone dudit rétrécissement pour lubrifier le poussoir plat (3) et la surface de contact dudit arbre à cames (2) et l'évidement d'alimentation en huile (7) étant disposé du côté contact de came où la force transversale forme le plus grand jeu, caractérisé en ce que la suspension du poussoir plat (3) dans la zone entre l'alimentation en huile (4) et l'arbre à cames (2) présente un jeu défini de 0,03 mm minimum et de 0,073 mm maximum pour amener une quantité d'huile en goutte à goutte définie dans la zone de la surface de contact de came et du poussoir plat (3).
  2. Moteur à combustion interne selon la revendication 1,
    caractérisé en ce que le poussoir plat est disposé de manière mobile pour effectuer le guidage ou la suspension, en particulier dans la zone d'au moins une portion d'arbre (8, 9).
  3. Moteur à combustion interne selon la revendication 2,
    caractérisé en ce que la portion d'arbre (8, 9) est disposée au-dessous d'un rétrécissement (10) du poussoir plat (3).
  4. Moteur à combustion interne selon une ou plusieurs des revendications précédentes,
    caractérisé en ce que l'évidement d'alimentation en huile (6) est de préférence disposé du côté où la force transversale forme le plus petit jeu.
  5. Procédé de fonctionnement d'un moteur à combustion interne, un dispositif selon une ou plusieurs des revendications précédentes étant utilisé en particulier pour lubrifier la paire arbre à cames-poussoir plat.
EP14715217.7A 2013-04-06 2014-04-02 Moteur à combustion interne comprenant une alimentation en huile pour un mécanisme à cames Active EP2981690B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013005959.3A DE102013005959B4 (de) 2013-04-06 2013-04-06 Brennkraftmaschine mit einer Ölversorgung eines Nockentriebs und Verfahren zum Betreiben einer solchen
PCT/EP2014/000879 WO2014161662A1 (fr) 2013-04-06 2014-04-02 Moteur à combustion interne comprenant une alimentation en huile pour un mécanisme à cames

Publications (2)

Publication Number Publication Date
EP2981690A1 EP2981690A1 (fr) 2016-02-10
EP2981690B1 true EP2981690B1 (fr) 2021-06-09

Family

ID=50439327

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14715217.7A Active EP2981690B1 (fr) 2013-04-06 2014-04-02 Moteur à combustion interne comprenant une alimentation en huile pour un mécanisme à cames

Country Status (4)

Country Link
EP (1) EP2981690B1 (fr)
DE (1) DE102013005959B4 (fr)
ES (1) ES2881234T3 (fr)
WO (1) WO2014161662A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
USRE25154E (en) * 1962-04-10 Means for metering lubricating oil from an
US3299986A (en) * 1965-01-25 1967-01-24 Stephen F Briggs Valve operating lifter and valve train lubricator
US4329949A (en) * 1980-06-30 1982-05-18 Ford Motor Company Cylinder head for an internal-combustion engine
JPS57142112U (fr) * 1981-03-03 1982-09-06
JPS5820311U (ja) * 1981-07-31 1983-02-08 日産ディーゼル工業株式会社 タペットのスカッフィング防止構造
JPS59177709U (ja) * 1983-05-16 1984-11-28 日産ディーゼル工業株式会社 カム・タペツトの潤滑装置
DE4214800C2 (de) * 1992-05-04 2000-07-20 Fev Motorentech Gmbh Viertaktbrennkraftmaschine
DE19529277A1 (de) * 1995-08-09 1997-02-13 Bayerische Motoren Werke Ag Verfahren zum Betreiben einer hydraulisch gesteuerten/geregelten Nockenwellen-Verstellvorrichtung für Brennkraftmaschinen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
WO2014161662A1 (fr) 2014-10-09
DE102013005959B4 (de) 2020-03-26
EP2981690A1 (fr) 2016-02-10
DE102013005959A1 (de) 2014-10-09
ES2881234T3 (es) 2021-11-29

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