WO2015140137A1 - Valve train assembly - Google Patents

Valve train assembly Download PDF

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Publication number
WO2015140137A1
WO2015140137A1 PCT/EP2015/055507 EP2015055507W WO2015140137A1 WO 2015140137 A1 WO2015140137 A1 WO 2015140137A1 EP 2015055507 W EP2015055507 W EP 2015055507W WO 2015140137 A1 WO2015140137 A1 WO 2015140137A1
Authority
WO
WIPO (PCT)
Prior art keywords
cam body
cam
groove
train assembly
valve train
Prior art date
Application number
PCT/EP2015/055507
Other languages
French (fr)
Inventor
Jiri Novotny
Original Assignee
Eaton Srl
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 Eaton Srl filed Critical Eaton Srl
Priority to US15/126,294 priority Critical patent/US20170081996A1/en
Priority to EP15709963.1A priority patent/EP3119998A1/en
Publication of WO2015140137A1 publication Critical patent/WO2015140137A1/en

Links

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
    • F01L13/0036—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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0005—Deactivating valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • F01L13/0005—Deactivating valves
    • F01L2013/001—Deactivating cylinders
    • 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 a valve train assembly comprising:
  • At least a camshaft with at least a first cam body and a second cam body, each axially movable over the camshaft between a first axial position and a second axial position and each cam body being provided with a first cam for controlling a valve in the first axial position and a second cam for controlling the valve in the second axial position;
  • a valve train assembly is used for an internal combustion engine and has typically at least some of the following elements: valves, rocker arms, push-rods, lifters and camshaft.
  • valve train assembly For example an internal combustion engine having the camshaft in the engine block, there will also be present push-rods and rocker arms, while with an overhead camshaft, the cams on the camshaft will be in direct contact with the lifters or tappets, which move the valves in the cylinder head.
  • variable valve timing or variable valve lifting it is known to use variable valve timing or variable valve lifting to change the characteristics of an combustion engine, such that performance, emission of the engine or fuel economy is improved.
  • cam shifting A system to achieve this is known as cam shifting.
  • at least two cams are provided on a cam body for each valve.
  • the two cams have a different profile, such that the timing is different depending on the cam used for the respective valve.
  • a cam body is provided with cams for two valves of a cylinder.
  • the cam body is also provided with two oppositely curved grooves on the portion between the cams for the two valves.
  • Two solenoid driven pins are also provided, which pins can be engaged with their respective two grooves.
  • the engaged pin in combination with the rotation of the cam shaft, will push the cam body to a first position in which one of the two cams are used for controlling the valves.
  • the cam body is pushed to another position, in which the other cams are used for controlling the valves.
  • each cylinder should be provided with a cam body for the exhaust cam shaft and a cam body for the intake cam shaft, each cam body being provided with grooves and solenoid driven pins. This makes the valve train assembly complex and prone to malfunctions. It is an object of the invention to provide a valve train assembly according to the preamble, in which the above mentioned disadvantages are reduced or even removed.
  • valve train assembly according to the preamble, which is characterized by
  • the first and second groove are arranged on separate cam bodies, which are coupled together. So, if for example the first groove on the first cam body is engaged and the first cam body is moved to the first axial position, it will also take along the second cam body due to the coupling means.
  • the second cam body When the second groove is engaged on the second cam body, the second cam body will be moved to the second position and take along the first cam body due to the coupling means.
  • the space available on a cam body can be dedicated to a single groove with single engagement means, opposite to the prior art, in which the space available on a cam body was needed for at least two grooves and two engagement means.
  • the valve train assembly according to the invention it is even possible to use a third cam body with a third groove coupled to the other two cam bodies, such that a three position axial displacement of the cam bodies is possible.
  • the engagement means comprise a first movable pin for engagement in the first groove and a second movable pin for engagement in the second groove.
  • a pin is a simple means to be used for engagement with a groove. The rotation of the cam shaft in combination with the engagement of the groove ensures, that the cam body is moved to the desired position.
  • the engagement means further comprise a solenoid connected to each movable pin for moving the pin into engagement with the respective groove.
  • a solenoid connected to each movable pin for moving the pin into engagement with the respective groove.
  • the first groove has in rotation direction an axial direction component towards the side of the second axial position and wherein the second groove has in rotation direction an axial direction component towards the side of the first axial position. Because of the combined action of the engagement of the pin in the respective groove and the rotation of the cam shaft and thus the cam body, the cam body will be moved towards the desired position.
  • the first groove is mirror- symmetrical to the second groove. This ensures that the acceleration and deceleration of the cam body, when one of the grooves is engaged is the same, which will contribute to a smooth-running engine.
  • first cam body and second cam body are substantially cylindrical.
  • the substantially cylindrical cam bodies comprise at least an axial groove and wherein the cam shaft is provided with at least a corresponding axial rib.
  • Figure 1 shows a perspective view of part of an embodiment of the valve train assembly according to the invention.
  • Figure 2 shows a cross sectional view of the embodiment of figure 1.
  • Figure 3 shows a top view of cylinder head with the embodiment of the valve train assembly according to figure 1.
  • Figure 4 shows a second perspective view of part of the embodiment of the valve train assembly according to figure 1.
  • FIG. 1 shows a perspective view of part of an embodiment of the valve train assembly 1 according to the invention.
  • the valve train assembly 1 has camshaft 2 with a cam body 3.
  • This cam body 3 is substantially cylindrical and axially slidable over the cam shaft 2.
  • axial ribs 4 are arranged on the camshaft 2 and corresponding grooves 5 are arranged in the cylindrical cam body 3.
  • the cam body 3 is provided on both sides with cam lobes 6, 7.
  • the center part of the cam body 3 is provided with a curved groove 8, which extends along a part of the circumference of the center part of the cam body 3. Due to the curved shape, the groove 8 has also an axial direction component.
  • a solenoid 9 operated pin 10 is provided in the wall of a cylinder head 11 and can engage with the groove 8.
  • the solenoid 9 is powered and the operating pin 10 engages with the groove 8, the cam body 3 will be moved in the direction of the arrow D as a result of the rotation in the direction of the arrow R of the cam shaft 2 and the cam body 3.
  • the valve train assembly 1 is furthermore provided with rocker arms 12, which are each at one end provided with a cam follower 13, which follows the profile of the cam lobes 6, 7.
  • the other end 14 of the cam follower 13 is in contact with the tip of a valve stem 15, such that the valve 15 is controlled by the cam 6, 7.
  • the cam follower 13 follows the profile of the cam 6, 7. If the cam body is moved in axial direction D, then the cam follower 13, will be moving of the surface of the cam body 3, just next to the cam lobes 6, 7. As the cam body 3 is substantially cylindrical, the valve 15 will in this position not be operated and the corresponding cylinder will be deactivated. As shown in figure 4, it is also possible to arrange a second cam lobe 28, 29 next to the cam lobes 6, 7, with a different profile, such that behavior of the valve movement can be altered.
  • Figure 3 shows a top view of cylinder head with the embodiment of the valve train assembly 1 according to figure 1.
  • the cylinder head shown is typically part of a 6-cylinder combustion engine.
  • the valve train assembly 1 has the cam shaft 2, which is typically used for operating the exhaust valves 15 and a second cam shaft 16 for operating the intake valves.
  • Both cam shafts 2, 16 are provided with a number of cam bodies 3, 17, 18, 19, 20, 21.
  • the cam body 3 is provided with the groove and the cam body 18 is provided with a mirror- symmetrical groove 22.
  • This groove 22 can be engaged by engagement means 23. When engaged, the groove 22 will cause the cam body 18 to move in the opposite direction of the arrow D.
  • the cam bodies 3 and 18 are coupled via forks 24, 26 connected via a connection rod 25 (see figure 4). When the cam body 3 is moved in the direction D, the forks 24, 26 and connection rod 25 will take the cam body 18 along. On the other hand, when the cam body 18 is moved in the opposite direction by engagement of the groove 22, the cam body 3 will be taken along. In this way it is possible to move the cam bodies 3, 18 between two positions.

Landscapes

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

Abstract

The invention relates to a valve train assembly comprising: - at least a camshaft with at least a first cam body and a second cam body, each axially movable over the camshaft between a first axial position and a second axial position and each cam body being provided with a first cam for controlling a valve in the first axial position and a second cam for controlling the valve in the second axial position; and - coupling means for coupling the movement of the first cam body and the second cam body, - a first groove extending along a part of the circumference of the first cam body; - a second groove extending along a part of the circumference of the second cam body; and - engagement means for engaging alternately the first and second groove, such that either the first cam body is moved to the first axial position or the second cam body is moved to the second axial position.

Description

Valve train assembly
The invention relates to a valve train assembly comprising:
- at least a camshaft with at least a first cam body and a second cam body, each axially movable over the camshaft between a first axial position and a second axial position and each cam body being provided with a first cam for controlling a valve in the first axial position and a second cam for controlling the valve in the second axial position; and
- coupling means for coupling the movement of the first cam body and the second cam body
A valve train assembly is used for an internal combustion engine and has typically at least some of the following elements: valves, rocker arms, push-rods, lifters and camshaft.
Depending on the type of valve train assembly some or all of the elements of a valve train assembly For example an internal combustion engine having the camshaft in the engine block, there will also be present push-rods and rocker arms, while with an overhead camshaft, the cams on the camshaft will be in direct contact with the lifters or tappets, which move the valves in the cylinder head.
It is known to use variable valve timing or variable valve lifting to change the characteristics of an combustion engine, such that performance, emission of the engine or fuel economy is improved.
A system to achieve this is known as cam shifting. In such a system at least two cams are provided on a cam body for each valve. The two cams have a different profile, such that the timing is different depending on the cam used for the respective valve. By shifting the cam body in axial direction over the camshaft, one can select which cam is used to control the respective valve.
With such a system it is also possible to put a cylinder in a deactivated mode, by choosing a cam profile for the valves of the cylinders, which keep the valves closed at all time and use compressed air as a spring. The valve train assembly according to the preamble is for example known from US2010/0251982. According to this publication, a cam body is provided with cams for two valves of a cylinder. The cam body is also provided with two oppositely curved grooves on the portion between the cams for the two valves. Two solenoid driven pins are also provided, which pins can be engaged with their respective two grooves. When a pin is brought into engagement with the respective groove, the engaged pin, in combination with the rotation of the cam shaft, will push the cam body to a first position in which one of the two cams are used for controlling the valves. By engaging the other pin into the respective groove, the cam body is pushed to another position, in which the other cams are used for controlling the valves.
The space on the cam body between the cams for the two valves is limited. The grooves and the solenoid driven pins have to be arranged within this limited space, causing severe limitations on the design of the grooves and the solenoid driven pins. Furthermore, according to this prior art, each cylinder should be provided with a cam body for the exhaust cam shaft and a cam body for the intake cam shaft, each cam body being provided with grooves and solenoid driven pins. This makes the valve train assembly complex and prone to malfunctions. It is an object of the invention to provide a valve train assembly according to the preamble, in which the above mentioned disadvantages are reduced or even removed.
This object is achieved with a valve train assembly according to the preamble, which is characterized by
- a first groove extending along a part of the circumference of the first cam body;
- a second groove extending along a part of the circumference of the second cam body; and
- engagement means for engaging alternately the first and second groove, such that either the first cam body is moved to the first axial position or the second cam body is moved to the second axial position.
With the valve train assembly according to the invention the first and second groove are arranged on separate cam bodies, which are coupled together. So, if for example the first groove on the first cam body is engaged and the first cam body is moved to the first axial position, it will also take along the second cam body due to the coupling means.
When the second groove is engaged on the second cam body, the second cam body will be moved to the second position and take along the first cam body due to the coupling means.
As a result, the space available on a cam body can be dedicated to a single groove with single engagement means, opposite to the prior art, in which the space available on a cam body was needed for at least two grooves and two engagement means. With the valve train assembly according to the invention, it is even possible to use a third cam body with a third groove coupled to the other two cam bodies, such that a three position axial displacement of the cam bodies is possible. Depending on the number of cylinders in the combustion engine, the number of coupled cam bodies can even be further expanded. Preferably, the engagement means comprise a first movable pin for engagement in the first groove and a second movable pin for engagement in the second groove. A pin is a simple means to be used for engagement with a groove. The rotation of the cam shaft in combination with the engagement of the groove ensures, that the cam body is moved to the desired position.
In a preferred embodiment of the valve train assembly according to the invention the engagement means further comprise a solenoid connected to each movable pin for moving the pin into engagement with the respective groove. By using the pin as the core of the solenoid a very compact actuation of the pin can be achieved. Using a permanent magnet solenoid and a ramp at the end of each groove, the solenoid needs to be powered only shortly, to bring the pin into engagement with the groove. The permanent magnet of the solenoid will keep the pin, until the pin is pushed back by the ramp at the end of the groove.
In a further preferred embodiment of the valve train assembly according to the invention the first groove has in rotation direction an axial direction component towards the side of the second axial position and wherein the second groove has in rotation direction an axial direction component towards the side of the first axial position. Because of the combined action of the engagement of the pin in the respective groove and the rotation of the cam shaft and thus the cam body, the cam body will be moved towards the desired position. Preferably, the first groove is mirror- symmetrical to the second groove. This ensures that the acceleration and deceleration of the cam body, when one of the grooves is engaged is the same, which will contribute to a smooth-running engine.
In yet another embodiment of the valve train assembly according to the invention the first cam body and second cam body are substantially cylindrical.
Preferably, the substantially cylindrical cam bodies comprise at least an axial groove and wherein the cam shaft is provided with at least a corresponding axial rib. These and other features of the invention will be elucidated in conjunction with the accompanying drawings.
Figure 1 shows a perspective view of part of an embodiment of the valve train assembly according to the invention.
Figure 2 shows a cross sectional view of the embodiment of figure 1.
Figure 3 shows a top view of cylinder head with the embodiment of the valve train assembly according to figure 1.
Figure 4 shows a second perspective view of part of the embodiment of the valve train assembly according to figure 1.
Figure 1 shows a perspective view of part of an embodiment of the valve train assembly 1 according to the invention. The valve train assembly 1 has camshaft 2 with a cam body 3. This cam body 3 is substantially cylindrical and axially slidable over the cam shaft 2. To ensure, that the cam body 3 is rotated along with the cam shaft 2, axial ribs 4 are arranged on the camshaft 2 and corresponding grooves 5 are arranged in the cylindrical cam body 3.
The cam body 3 is provided on both sides with cam lobes 6, 7. The center part of the cam body 3 is provided with a curved groove 8, which extends along a part of the circumference of the center part of the cam body 3. Due to the curved shape, the groove 8 has also an axial direction component.
A solenoid 9 operated pin 10 is provided in the wall of a cylinder head 11 and can engage with the groove 8. When the solenoid 9 is powered and the operating pin 10 engages with the groove 8, the cam body 3 will be moved in the direction of the arrow D as a result of the rotation in the direction of the arrow R of the cam shaft 2 and the cam body 3.
The valve train assembly 1 is furthermore provided with rocker arms 12, which are each at one end provided with a cam follower 13, which follows the profile of the cam lobes 6, 7. The other end 14 of the cam follower 13 is in contact with the tip of a valve stem 15, such that the valve 15 is controlled by the cam 6, 7.
In the shown position, the cam follower 13, follows the profile of the cam 6, 7. If the cam body is moved in axial direction D, then the cam follower 13, will be moving of the surface of the cam body 3, just next to the cam lobes 6, 7. As the cam body 3 is substantially cylindrical, the valve 15 will in this position not be operated and the corresponding cylinder will be deactivated. As shown in figure 4, it is also possible to arrange a second cam lobe 28, 29 next to the cam lobes 6, 7, with a different profile, such that behavior of the valve movement can be altered.
Figure 3 shows a top view of cylinder head with the embodiment of the valve train assembly 1 according to figure 1. The cylinder head shown is typically part of a 6-cylinder combustion engine. The valve train assembly 1 has the cam shaft 2, which is typically used for operating the exhaust valves 15 and a second cam shaft 16 for operating the intake valves.
Both cam shafts 2, 16 are provided with a number of cam bodies 3, 17, 18, 19, 20, 21. On the cam shaft 2, the cam body 3 is provided with the groove and the cam body 18 is provided with a mirror- symmetrical groove 22. This groove 22 can be engaged by engagement means 23. When engaged, the groove 22 will cause the cam body 18 to move in the opposite direction of the arrow D. The cam bodies 3 and 18 are coupled via forks 24, 26 connected via a connection rod 25 (see figure 4). When the cam body 3 is moved in the direction D, the forks 24, 26 and connection rod 25 will take the cam body 18 along. On the other hand, when the cam body 18 is moved in the opposite direction by engagement of the groove 22, the cam body 3 will be taken along. In this way it is possible to move the cam bodies 3, 18 between two positions.
As the other cam bodies 17 cannot be moved at the same time as the cam bodies 3, 18 due to the timing of the valves of the different cylinders, a separate mechanism 27 is provided on the connection rod 25, such that the movement of the cam bodies 17 is delayed with respect to the cam bodies 3, 18. Such mechanisms are already known in the prior art.

Claims

Claims
1. Valve train assembly comprising:
- at least a camshaft with at least a first cam body and a second cam body, each axially movable over the camshaft between a first axial position and a second axial position and each cam body being provided with a first cam for controlling a valve in the first axial position and a second cam for controlling the valve in the second axial position; and
- coupling means for coupling the movement of the first cam body and the second cam body, characterized by
- a first groove extending along a part of the circumference of the first cam body;
- a second groove extending along a part of the circumference of the second cam body; and
- engagement means for engaging alternately the first and second groove, such that either the first cam body is moved to the first axial position or the second cam body is moved to the second axial position.
2. Valve train assembly according to claim 1, wherein the engagement means comprise a first movable pin for engagement in the first groove and a second movable pin for engagement in the second groove.
3. Valve train assembly according to claim 2, wherein the engagement means further comprise a solenoid connected to each movable pin for moving the pin into engagement with the respective groove.
4. Valve train assembly according to any of the preceding claims, wherein the first groove has in rotation direction an axial direction component towards the side of the second axial position and wherein the second groove has in rotation direction an axial direction component towards the side of the first axial position
5. Valve train assembly according to claim 4, wherein the first groove is mirror- symmetrical to the second groove.
6. Valve train assembly according to any of the preceding claims, wherein the first cam body and second cam body are substantially cylindrical.
7. Valve train assembly according to claim 6, wherein the substantially cylindrical cam comprise at least an axial groove and wherein the cam shaft is provided with at least a corresponding axial rib.
PCT/EP2015/055507 2014-03-18 2015-03-17 Valve train assembly WO2015140137A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US15/126,294 US20170081996A1 (en) 2014-03-18 2015-03-17 Valve train assembly
EP15709963.1A EP3119998A1 (en) 2014-03-18 2015-03-17 Valve train assembly

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1404874.8 2014-03-18
GB1404874.8A GB2524276A (en) 2014-03-18 2014-03-18 Valve train assembly

Publications (1)

Publication Number Publication Date
WO2015140137A1 true WO2015140137A1 (en) 2015-09-24

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ID=50635003

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Application Number Title Priority Date Filing Date
PCT/EP2015/055507 WO2015140137A1 (en) 2014-03-18 2015-03-17 Valve train assembly

Country Status (4)

Country Link
US (1) US20170081996A1 (en)
EP (1) EP3119998A1 (en)
GB (1) GB2524276A (en)
WO (1) WO2015140137A1 (en)

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DE102007052249A1 (en) * 2007-11-02 2009-05-07 Daimler Ag Brennkraftmotorenventiltriebumschaltvorrichtung
DE102009006632A1 (en) * 2009-01-29 2010-08-05 Audi Ag Valve drive for internal combustion engine, has sliding nuts including ejecting ramps for ejecting attached actuators, where ejecting ramps differ in characteristics, and actuators provided with characteristics detecting unit
US20130000442A1 (en) * 2009-12-18 2013-01-03 Peter Wiesner Cam Unit for a Constructed Camshaft
DE102012011085A1 (en) * 2012-06-02 2013-12-05 Daimler Ag Valve train for use in combustion engine, has shift part and switching contour for valve lift switching of combustion engine, where shift part incorporates switching pin that interacts with switching contour

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Publication number Priority date Publication date Assignee Title
JP2623712B2 (en) * 1988-06-30 1997-06-25 スズキ株式会社 Variable valve timing device
DE102004011586A1 (en) * 2003-03-21 2004-10-07 Audi Ag Valve gear for internal combustion engine has facility whereby in first and second axial positions of cam carrier first and second stop faces fixed on cam carrier bear against respective first and second stop faces fixed on cylinder head
DE102004008670B4 (en) * 2004-02-21 2013-04-11 Schaeffler Technologies AG & Co. KG Valve drive with cam switching for the gas exchange valves of a 4-stroke internal combustion engine
DE102011003760B4 (en) * 2010-11-29 2022-03-24 Schaeffler Technologies AG & Co. KG Electromagnetic actuator
DE102011054218B4 (en) * 2011-10-06 2023-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Internal combustion engine and valve train for an internal combustion engine
US9032922B2 (en) * 2013-10-21 2015-05-19 GM Global Technology Operations LLC Camshaft assembly

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007052249A1 (en) * 2007-11-02 2009-05-07 Daimler Ag Brennkraftmotorenventiltriebumschaltvorrichtung
DE102009006632A1 (en) * 2009-01-29 2010-08-05 Audi Ag Valve drive for internal combustion engine, has sliding nuts including ejecting ramps for ejecting attached actuators, where ejecting ramps differ in characteristics, and actuators provided with characteristics detecting unit
US20130000442A1 (en) * 2009-12-18 2013-01-03 Peter Wiesner Cam Unit for a Constructed Camshaft
DE102012011085A1 (en) * 2012-06-02 2013-12-05 Daimler Ag Valve train for use in combustion engine, has shift part and switching contour for valve lift switching of combustion engine, where shift part incorporates switching pin that interacts with switching contour

Non-Patent Citations (1)

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Title
See also references of EP3119998A1 *

Also Published As

Publication number Publication date
GB201404874D0 (en) 2014-04-30
US20170081996A1 (en) 2017-03-23
GB2524276A (en) 2015-09-23
EP3119998A1 (en) 2017-01-25

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