WO2022112525A1 - Ensemble arbre à cames coulissantes conçu pour un moteur à combustion interne, et procédé pour commuter un ensemble arbre à cames coulissantes pour un moteur à combustion interne - Google Patents

Ensemble arbre à cames coulissantes conçu pour un moteur à combustion interne, et procédé pour commuter un ensemble arbre à cames coulissantes pour un moteur à combustion interne Download PDF

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Publication number
WO2022112525A1
WO2022112525A1 PCT/EP2021/083230 EP2021083230W WO2022112525A1 WO 2022112525 A1 WO2022112525 A1 WO 2022112525A1 EP 2021083230 W EP2021083230 W EP 2021083230W WO 2022112525 A1 WO2022112525 A1 WO 2022112525A1
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WO
WIPO (PCT)
Prior art keywords
sliding
camshaft
cam
shift
actuating element
Prior art date
Application number
PCT/EP2021/083230
Other languages
German (de)
English (en)
Inventor
Jens Schirmer
Marcel WEIDAUER
Original Assignee
thyssenkrupp Presta Ilsenburg GmbH
Thyssenkrupp 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 thyssenkrupp Presta Ilsenburg GmbH, Thyssenkrupp Ag filed Critical thyssenkrupp Presta Ilsenburg GmbH
Publication of WO2022112525A1 publication Critical patent/WO2022112525A1/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
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—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
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/101—Electromagnets
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/103—Electric motors

Definitions

  • the present invention relates to a sliding camshaft arrangement for an internal combustion engine according to the preamble of claim 1 and a method for shifting a sliding camshaft arrangement for an internal combustion engine according to claim 16.
  • a sliding camshaft arrangement for an internal combustion engine essentially comprises a first sliding camshaft and a second sliding camshaft.
  • the first slide camshaft includes a support shaft and at least one slide cam.
  • the sliding cam as such comprises a first cam package, which has at least two partial cams with different cam contours, a shift gate and preferably a second cam package, which has at least two partial cams with different cam contours.
  • the second slide camshaft includes a support shaft and at least one slide cam.
  • the sliding cam as such comprises a first cam package, which has at least two partial cams with different cam contours, a shift gate and preferably a second cam package, which has at least two partial cams with different cam contours.
  • the shifting cam is usually shifted by an actively controlled actuator, in which an actuator pin is moved into the shift gate, whereby the shifting cam is moved to the desired axial position, so that the desired partial cam for the shifting camshaft arrangement can be used.
  • an actively controlled actuator in which an actuator pin is moved into the shift gate, whereby the shifting cam is moved to the desired axial position, so that the desired partial cam for the shifting camshaft arrangement can be used.
  • Such sliding camshaft arrangements are well known to those skilled in the art. They essentially serve to optimize gas exchange processes in internal combustion engines or internal combustion engines.
  • each sliding cam is controlled by an associated, actively controlled actuator. This leads to increased weight, costs and control effort.
  • DE 10 2016 225 049 A1 discloses a sliding camshaft arrangement for an internal combustion engine, comprising a first camshaft and a second camshaft, with each camshaft having a cam piece arranged in a rotationally fixed and axially displaceable manner, with the cams formed on the cam pieces being at least two different and axial sequentially formed partial cams with have cam contours and the axial displacement of the cam pieces takes place via at least one actuator, the first cam piece arranged on the first camshaft being operatively connected to the second cam piece arranged on the second camshaft in a connecting section of the respective cam pieces via a coupling mechanism in an axially displaceable manner.
  • the coupling mechanism comprises an axially displaceable, ie displaceable in the axial direction of the camshaft, connecting element or circumferential formation.
  • a sliding camshaft arrangement for an internal combustion engine has become known from DE102020210267A1, which was unpublished at the time of this application.
  • a sliding camshaft arrangement is described here, the transmission means comprising a first shifting rod, a second shifting rod, and a first actuating element for the first shifting rod and a second actuating element for the second shifting rod.
  • a sliding camshaft arrangement is provided here that does not require an axially displaceable connecting element, with the use of two shift rods being able to represent both axial movements of the sliding cam of the second sliding camshaft, whereby a temporally sequential switching of two opposite sliding camshafts can be represented.
  • the shift rods can be designed to be laterally displaceable with regard to the axial longitudinal axes of the camshafts.
  • the transmission means comprises an actuating element and a first shifting rod and a second shifting rod, with the actuating element being in a permanent operative connection with the first shifting rod, the second shifting rod and with the first shifting camshaft, in particular the shifting cam of the first shifting camshaft, allows an improved Sliding camshaft arrangement are provided for an internal combustion engine, which is equipped with a production-technically simplified transmission means, since, for example, the shift rods only come into contact with the shifting gate of the shifting cam of the second shifting camshaft.
  • the latency of the transmission medium is significantly reduced or is theoretically impossible due to the permanent operative connection of the above-mentioned components.
  • the sliding camshaft arrangement has a transmission means which includes a first shift rod, a second shift rod and an actuating element for the first and second shift rods, whereby a shift camshaft arrangement consisting of a first shift camshaft and a second shift camshaft can be provided , whereby a lifting movement of the shift rods of the transmission element can be initiated during / at the same time as the axial displacement process of the shifting cam of the first shifting camshaft.
  • the only one actuating element is preferably designed as a three-armed element in a T-shape and is in a permanent operative connection with preferably a circumferential groove and the first and the second shift rod.
  • the circumferential groove is preferably designed at an axial position on the respective shifting cam of the first shifting camshaft, preferably as a central groove on the shift gate of the respective shifting cam(s).
  • a lifting movement of the shift rods of the transmission element is preferably transverse/vertical during/at the same time as the axial displacement process of the respective shift cam(s) of the first shift camshaft initiated to the longitudinal axis of the first sliding camshaft.
  • the axial displacement of the sliding element(s) of the second sliding camshaft can advantageously begin immediately after the switching process of the sliding element(s) of the first sliding camshaft has ended.
  • actuating element for transmitting/deflecting the axial displacement movement of a sliding cam, which is arranged to be axially displaceable on a first sliding camshaft - also called the primary sliding camshaft - is arranged to be axially displaceable to the corresponding sliding cam, which is arranged to be axially displaceable on a second sliding camshaft - also called the secondary sliding camshaft is, needed.
  • One advantage lies in particular in the simpler production of the transmission means or the sliding camshaft arrangement.
  • the result is a simplified configuration and simpler manufacturability of the actuating element, as a result of which a cost-saving, space-reducing, weight-reducing and/or less complex construction of the transmission means can be achieved.
  • a locking mechanism on the transmission means can also be dispensed with, which secures the transmission means against unintentional downshifting, for example in the sliding camshaft arrangement according to DE102020210267A1.
  • An axial displacement of the sliding element(s) of the second sliding camshaft can preferably begin immediately after the switching process of the sliding element(s) of the first sliding camshaft has ended.
  • the sliding cam of the first sliding camshaft is equipped with a circumferential groove, with the actuating element comprising a first lever arm, with the first lever arm being permanently operatively connected to the circumferential groove.
  • a groove can be arranged, for example, in or on the shift gate of the sliding cam of the first sliding camshaft.
  • the all-round groove in the shift gate is advantageous in terms of manufacturing technology integrated or formed in one line with it.
  • the engagement of the first lever arm in the circumferential groove represents a first variant of the operative connection.
  • the actuating element comprises a first lever arm, the end of the first lever arm being designed as a clip, the clip being permanently operatively connected to the sliding cam of the first sliding camshaft, in particular the shift gate of the sliding cam of the first Sliding camshaft, stands.
  • the clip can, for example, act on an edge region of the shifting gate of the sliding cam of the first sliding camshaft and thus enter into the operative connection.
  • a clip is particularly suitable for subsequent or separate assembly instead of a circumferential groove integrated into the shift gate.
  • the actuating element is mounted so that it can rotate, in particular about an axis of rotation which is aligned perpendicularly to the longitudinal direction of the first sliding camshaft. Accordingly, the actuating element can be twisted when an axial displacement of the shifting cam of the first shifting camshaft takes place.
  • the actuating element is designed as a three-armed element, preferably in a T-shape, Y-shape, star-shape or triangular shape.
  • Such configurations are easy to produce in terms of manufacturing technology and can advantageously be replaced for the stated purpose.
  • the actuating element comprises, in addition to the first lever arm, a second lever arm and a third lever arm.
  • the second or third lever arm can be set up, for example, for a permanent operative connection, in particular an articulated connection, with the respective shift rod, for example by designing suitable articulated connections.
  • the second lever arm or the third lever arm are articulated to the first shift rod or the second shift rod, in particular a first end of the first shift rod or a first end of the second shift rod. are particularly articulated.
  • the second lever arm and the third lever arm of the actuating element are designed in the shape of a fork.
  • a fork-shaped configuration is advantageously suitable for an articulated connection between the lever arm and shift rod, for example through corresponding recesses in the shift rod end, which in the fork-shaped End of each lever arm can be included. It enables the necessary rotational movement of the shift rod as soon as the shifting cam element of the second shifting camshaft is shifted.
  • the fork-shaped lever arm has dome-shaped cavities on its inside.
  • the end of the respective lever arm it would be conceivable, for example, for the end of the respective lever arm to be designed in the shape of a sphere or a segment of a sphere, so that an easily joinable articulated connection can be produced here.
  • the shift rod accommodated in the actuating element in particular in the second lever arm or the third lever arm, in particular the first end of the first shift rod or first End of the second shift rod, are designed in the form of a groove.
  • Such a configuration is also advantageously suitable for an easy-to-manufacture connection between the actuating element and the shift rods.
  • the surfaces of the active surfaces of the actuating element are hardened and/or coated.
  • the service life of the transmission means can advantageously be increased or properties can be advantageously adjusted.
  • the transmission means comprises an assembly unit for holding, in particular movable holding, the first and second shift rod and the actuating element.
  • the transmission means can advantageously be installed as a compact, prefabricated unit, as a result of which the outlay on manufacturing the sliding camshaft arrangement can be further reduced.
  • the assembly unit has a first and second switching rod and the actuating element partially or fully encloses a configuration.
  • the shift rods can be arranged parallel to one another and transversely/perpendicularly to the longitudinal axis of the sliding camshafts arranged parallel to one another.
  • the sliding camshaft arrangement is set up such that the sliding cam of the first sliding camshaft can be axially displaced actively by an actuator or passively by a push rod.
  • the sliding cam of the first sliding camshaft, which is coupled to the transmission means can be controlled in a correspondingly flexible manner, i.e. directly by the actuator, or passively, i.e. indirectly by the actuator.
  • a further object of the present invention is to propose an advantageous method for shifting a sliding camshaft arrangement for an internal combustion engine according to at least one of the preceding configurations.
  • this object is achieved by the following method steps: a) Displacement of the shifting cam of the first shifting camshaft, as a result of which b) the actuating element is actuated directly, in particular rotated, so that the shifting rods are shifted in such a way that one of the shifting rods fits into the shifting gate of the shifting cam of the second Sliding cam engages and initiates an axial displacement.
  • Fig. 1 shows a sliding camshaft arrangement according to the invention for a
  • Fig. 2 shows a sliding camshaft arrangement according to the invention for a
  • Fig. 3 shows a sliding camshaft arrangement according to the invention for a
  • Fig. 4 shows a sliding camshaft arrangement according to the invention for a
  • FIG. 5 shows a sliding camshaft arrangement according to the invention for a
  • Fig. 6 shows a sliding camshaft arrangement according to the invention for a
  • Fig. 7 shows a sliding camshaft arrangement according to the invention for a
  • FIG. 10 shows an embodiment of a transmission means for a sliding camshaft arrangement according to the invention in a perspective view with a partially enclosing assembly unit;
  • FIG. 11 shows an embodiment of a transmission means for a sliding camshaft arrangement according to the invention in a perspective view without an assembly unit;
  • FIG. 13 shows a further embodiment (outer flank design of the sliding gate of the second sliding camshaft) of the invention Sliding camshaft arrangement for an internal combustion engine in a plan view;
  • 17/17a another embodiment of an actuating element, in particular a star-shaped actuating element, in a plan view/perspective view;
  • FIG. 19 shows a first sliding camshaft of a sliding camshaft arrangement according to the invention with an actively at least one passively active axially displaceable sliding cam element.
  • a sliding camshaft arrangement according to the invention for an internal combustion engine comprises at least a first sliding camshaft 1 and a second sliding camshaft 2.
  • the first sliding camshaft 1 comprises a support shaft 11 and at least one sliding cam 12.
  • the sliding cam 12 as such comprises a first cam pack 121 and at least a second cam pack 122, and preferably further cam packs, in particular a third cam pack 123 and a fourth cam pack 124.
  • the cam packs are characterized by at least two partial cams 121a, 121b or 122a, 122b or 123a, 123b or 124a, 124b, with the partial cams each having different cam contours for each set of cams.
  • the sliding cam also has a shift gate 125 .
  • the cam packs or shift gate are preferably attached to a sliding sleeve 126 or formed in one piece with it.
  • the second sliding camshaft 2 comprises a support shaft 21 and at least one sliding cam 22.
  • the sliding cam 22 as such comprises a first cam pack 221 and at least one second cam pack 222, and preferably further cam packs, in particular a third cam pack 223 and a fourth cam pack 224.
  • the cam packs are characterized by at least two partial cams 221a, 221b or 222a, 222b or 223a, 223b or 224a, 224b, with the partial cams per cam package in each case have different cam contours.
  • the sliding cam 22 also has a shift gate 225 .
  • the cam packs or shift gate are preferably attached to a sliding sleeve 226 or formed in one piece with it.
  • the first slide camshaft 1 and the second slide camshaft 2 are arranged parallel to each other.
  • the sliding cams 12 or 22 or sliding sleeves 126 or 226 are arranged in a rotationally fixed but axially displaceable manner on the support shaft 11 or 21.
  • the longitudinal direction LI or L2 of the sliding camshaft 1 or 2 is shown for orientation. Different control times for the valves of an internal combustion engine can be represented by the partial cams with different cam contours.
  • the shift camshaft assembly is designed to allow shifting cams of various configurations, such as
  • the sliding cams can have different cam contours in different combinations, such as
  • the sliding camshaft arrangement for an internal combustion engine is also equipped with an actuator 3 which preferably interacts actively with the shift gate 125 of the first sliding camshaft 1 .
  • the actuator pin 31 engages in the shift gate 125 of the shifting cam 12 of the first shifting camshaft 1 and thereby shifts the shifting cam 12 of the first shifting camshaft 1 into the desired axial position, so that in turn the first partial cams 121a, 122a, 123a, 124a or the second partial cams 121b, 122b, 123b, 124b of the cam groups 121, 122, 123, 124 control the respective valves (not shown).
  • the operating principle of a sliding camshaft is sufficiently known to a person skilled in the art, so that it will not be discussed in any more detail.
  • the sliding camshaft arrangement is installed in a cylinder head, preferably in a hood module H, and can also be referred to as a valve train or part of a Be valve train for an internal combustion engine.
  • the hood module is completed to form a cylinder head and installed in an internal combustion engine.
  • a shifting cam 12 on the first shifting camshaft 1 can be passively shifted axially by a shifting element 5 .
  • the thrust element 5 is controlled with the aid of an electrically operated actuator 3 .
  • Such a thrust element 5 has become known, for example, from the patent application DE102020210267A1, which was unpublished at the time of this application, and the parallel PCT/EP2020/058182.
  • An example of a sliding camshaft that is equipped with a sliding element for passive axial displacement is shown in FIG.
  • a transmission means 4 is arranged between the first sliding camshaft 1, in particular the sliding cam 12 of the first sliding camshaft 1, and the second sliding camshaft 2, in particular the sliding cam 22 of the second sliding camshaft 2.
  • the sliding cam 22 of the second sliding camshaft 2 is actuated via the transmission means 4 and thus indirectly also by the actuator 3 of the first sliding camshaft 1 and not by a second actuator.
  • an actuator ie an actuator for the second sliding camshaft 2, in particular the sliding cam 22 of the second sliding camshaft 2 can be saved.
  • the first shift camshaft 1 can also be addressed as the primary shift camshaft.
  • the first sliding camshaft 1 or primary sliding camshaft is preferably understood to be the sliding camshaft in which the sliding cam is switched actively by an electrically operated actuator or passively by means of a sliding element.
  • the second shift camshaft can also be addressed as a secondary shift camshaft.
  • the second sliding camshaft or secondary sliding camshaft in the sense of the inventive idea is preferably understood to be the sliding camshaft in which the sliding cams are switched indirectly via the transmission means 4 .
  • the transmission means 4 comprises a single actuating element 43 and two shift rods 41, 42, with the actuating element 43 being in a permanent operative connection with the first and the second shift rod 41 and 42, as well as with the first sliding camshaft 1, in particular the sliding cam 12 of the first sliding camshaft 1.
  • transmission means 4 is preferably understood to be a component unit which essentially consists of the first shift rod 41, the second shift rod 42, the actuating element 43 that is movably attached to the two shift rods, and preferably an assembly unit 44 for the movable mounting of the shift rods 41, 42 and the actuating element 43 consists.
  • a transmission means 4 for a sliding camshaft arrangement according to the invention is shown in particular in FIGS. 8 to 11.
  • shift rod 41 or 42 is understood to be a one-piece rod element, preferably made of solid material, as a component of the transmission element, with one end region of shift rods 41, 42 preferably being machined in such a way that stable, permanent attachment to actuating element 43 is achieved , preferably the central area of the end area is designed with a smaller outer diameter than the upper and lower end area.
  • the shift rods 41, 42 are preferably mounted on the assembly unit 44 of the transmission means 4, in particular transversely/perpendicularly to the longitudinal axis Li of the first sliding camshaft 1.
  • the end region of the shift rod is spherical.
  • the rod element in the form of a multi-part element, in particular consisting of a sleeve and other parts.
  • the mounting unit 44 essentially forms a mounting and positioning platform for the shift rods 41, 42 and the actuating element 43 and thus serves as a whole to fix the transmission means 4 at the respective position between the shifting camshafts to be shifted in the cylinder head, preferably in a hood module H. It can be provided that the assembly unit 44 of the transmission means 4 is designed in a configuration that partially encloses the assembly parts. Here the counter bearing of the actuating element 43 takes place in the cylinder head, preferably in the module cover H.
  • the mounting unit 44 of the transmission means 4 is designed in a configuration that fully encloses the mounting parts.
  • actuating element 43 is preferably understood to be a component of transmission means 4, which is permanently operatively connected to first and second shift rod 41 or 42, as well as to first sliding camshaft 1, in particular sliding cam 12 of first sliding camshaft 1 .
  • the actuating element 43 is preferably designed as a three-armed element, preferably in a T-shape, and comprises three lever arms, in particular a first lever arm 431, a second lever arm 432 and a third lever arm 433, which are preferably arranged in a T-shape relative to one another. Individual illustrations of actuating element variations are shown in FIGS. 16 to 18. Functions within the transmission medium can be assigned to the individual lever arms.
  • the lever arms can preferably have a correspondingly adapted shape, hardness, coating, etc.
  • the first lever arm 431 and the second and third lever arms 432 and 433 are preferably arranged at an angle of 90° to one another.
  • the free ends of the second and third lever arms 432 and 433 are preferably permanently operatively connected to the associated shift rod 41 and 42.
  • a recess 434 for rotatably mounting the actuating element on the assembly unit is preferably introduced in the central plane of the actuating element.
  • the free ends of the second and third lever arms 432 and 433 are designed in the shape of forks, so that the shift rods 41 and 42 can be accommodated in a rotatable manner.
  • This provides a fixing area for the respective shift rod.
  • the shift rods 41, 42 are designed with a smaller outer diameter in a central area of the end area compared to the upper and lower end area.
  • the inner sides of the fork-shaped end area of the second or third lever arm 432 or 433, which forms the fixing area for the respective shift rod 41 or 42, a has a dome-shaped cavity for receiving the shift rod end.
  • the shift rod ends are preferably spherical.
  • the respective end regions of the second and third lever arms 432 and 433 are designed with a groove. This provides a fixing area for the shift rod.
  • the actuating element 43 In further advantageous configurations of the actuating element, provision can be made for the actuating element 43 to be Y-shaped, star-shaped or triangular.
  • a rotatably mounted fork segment is configured on the side of actuating element 43 facing shifting gate 125, i.e. on first lever arm 431, with the fork segment being permanently operatively connected to a radially outwardly directed circumferential area on the sliding cam of the first sliding camshaft.
  • shifting gate 125 i.e. on first lever arm 431
  • the fork segment being permanently operatively connected to a radially outwardly directed circumferential area on the sliding cam of the first sliding camshaft.
  • a fork segment is configured on the side of the actuating element 43 facing the shifting gate 125, i.e. on the first lever arm 431, the fork segment being permanently operatively connected to a circumferential area pointing radially outwards the first shift camshaft is positioned on the shift cam.
  • this allows the shift cam(s) of the first shift camshaft to remain unchanged
  • the actuating element 43 is preferably mounted about an axis of rotation 435 which, in particular, is aligned perpendicularly to the longitudinal direction Li of the first sliding camshaft 1 .
  • the sliding cam 12 of the first sliding camshaft 12 can be equipped with a circumferential groove 127 .
  • a circumferential groove 127 is understood to be a groove which is preferably configured on the shift gate 125 of a sliding cam 12 of the first sliding camshaft 1 .
  • This groove is preferably arranged as a central groove between the respective displacement grooves.
  • the circumferential groove 127 is located at a different axial position on the shifting cam 12 of the first shifting camshaft 1 .
  • the circumferential groove 127 is arranged as a separate component at a different axial position on the first shifting camshaft 1 and is connected to the shifting cam in an axially displaceable manner by a thrust element 5 .
  • a thrust element 5 is known from the applicant's unpublished DPMA application DE102020210267.8, the parallel PCT/EP2020/058182 and DE102020210260.0.
  • the permanent operative connection of the transmission means 4 with the first sliding camshaft 1, in particular the sliding cam 12, can take place via the circumferential groove, in that the first lever arm 431 is in permanent operative connection with the circumferential groove 127, in particular by the free end of the first lever arm 431 in the circumferential groove 127 engages.
  • sections of the first lever arm are designed as a clip 431b or that the first lever arm 431 comprises a lever arm section 431a and a clip 431b.
  • Lever arm portion 431a and clip 431b are preferably hinged together.
  • FIGS. 12 and 13 An embodiment of the sliding camshaft according to the invention with such a clip 431b is shown in FIGS. 12 and 13.
  • the clip 431b can be designed as a separate part, but also in one piece with the actuating element 43 .
  • the clip 431b can be set up to create a permanent operative connection with the sliding cam 12 of the first sliding camshaft 1 , in particular the shift gate 125 of the sliding cam 12 of the first sliding camshaft 1 .
  • the clip 431b is preferably designed in such a way that it can grasp the edges of the shifting gate 125 . In this variant, the circumferential groove can be omitted accordingly and an existing shift gate 125 can basically be used.
  • the shifting camshaft arrangement can preferably be designed in such a way that the shifting gate 225 of the shifting cam 22 on the second shifting camshaft 2 is designed with internal or external flank control.
  • An inside edge control is shown in FIGS. 6 and 7, for example.
  • an outer edge control is shown in FIGS. 14 and 15, for example.
  • the respective direction of displacement depends on the respective design of the shift gate 225 of the sliding cam 22 arranged on the second sliding camshaft 2 the same as or opposite to the direction of displacement of the sliding cams 12 arranged on the first sliding camshaft 1.
  • an opposite direction of displacement preferably results.
  • the displacement direction is preferably the same.
  • the contact surfaces with the sliding cam and/or with the shift rod, in particular the active surfaces of the actuating element can be hardened and/or coated.
  • the transmission means 4 is preferably a purely mechanical device.
  • the starting point is the situation according to FIGS. 1 to 3. It goes without saying that the camshafts rotate during the shifting process.
  • the variant with a circumferential groove 127 is described in more detail below. The functions described below can easily be transferred to the variant with clip.
  • the shift cam 12 of the first shift camshaft 1 and the shift cam 22 of the second shift camshaft 2 are in a first axial position.
  • the first end 421 of the second shift rod 42 is close to the first shift camshaft 1
  • the first end 411 of the first shift rod 41 is further away from the first shift camshaft 1 .
  • the second end 422 of the second shift rod 42 is far from the second shift camshaft 2 and the second end 412 of the first shift rod 41 is close to the second shift camshaft 2. This corresponds to a first switching state of the shift camshaft arrangement, in particular the shift cam.
  • the actuating element 43 of the transmission means 4 is now rotated about its axis of rotation 435 since the first lever arm 431 of the actuating element 43 is arranged in the circumferential groove 127 of the sliding cam 12 of the first sliding camshaft 1 .
  • the second end 422 of the second shift rod 42 is shifted in the direction of the second shift camshaft 2 and the first end 411 of the first shift rod 41 is shifted in the direction of the first shift camshaft 1 .
  • the second end 422 of the second shift rail 42 is closer to the second shift camshaft 2 and the second end 412 of the first shift rail 41 is farther from the second shift camshaft 2 .
  • the second end 422 of the second shift rod 42 which is now close, can engage in the shift gate 225 of the shifting cam 22 of the second shifting camshaft 2, with the result that the shifting cam 22 of the second shifting camshaft 2 is shifted axially into a second axial position.
  • both sliding cams 12 and 22 are now in the second axial position.
  • Such a state is shown, for example, in FIGS. 4 and 5 and corresponds to a second switching state of the shifting camshaft arrangement, in particular the shifting cam.
  • the actuating element 43 of the transmission means 4 would also be rotated again about its axis of rotation 435, since the first lever arm 431 of the actuating element 43 is in the circumferential groove 127 of the Sliding cam 12 of the first sliding camshaft 1 is arranged.
  • the second end 412 of the first shift rod 41 is shifted in the direction of the second shift camshaft 2 and the first end 421 of the second shift rod 42 is shifted in the direction of the first shift camshaft 1 .
  • the second end 412 of the first shift rail 41 is closer to the second shift camshaft 2 and the second end 422 of the second shift rail 42 is farther from the second shift camshaft 2 . This again corresponds to a first switching position of the transmission means 4.
  • the second end 412 of the first shift rod 41 which is now close, can engage in the shift gate 225 of the shifting cam 22 of the second shifting camshaft 2, with the result that the shifting cam 22 is shifted back axially into the first axial position.
  • both sliding cams 12, 22 are now in the first axial position.
  • deflection is understood to mean that a lifting movement of the shift rods of the transmission element is initiated during/at the same time as the axial displacement process of a shifting cam of the first shifting camshaft.
  • the stroke movement preferably runs transversely/perpendicularly to the longitudinal axis Li, L2 of the sliding camshafts 1, 2 arranged parallel to one another.
  • actuating element 43 Due to the permanent active connection between actuating element 43, sliding cam 12 of first sliding camshaft 1, in particular circumferential groove 127, and shift rods 41 or 42, a tilting movement of actuating element 43 is initiated when sliding cam 12 of first sliding camshaft 1 is axially displaced, thereby leading to the respectively associated shift rod 41 or 42 a lifting movement guer to the axial longitudinal axis Li of the first sliding camshaft 1 to the switching flanks of the shift gate 225 of the corresponding sliding cam 22 of the second sliding camshaft 2.
  • the sliding cam 22 is axially displaced on the second shift camshaft 2 through the interaction of the shift rod and the shift flank.
  • the lifting movement of the shift rods 41 and 42 begins at the beginning of the shifting of the shifting cam 11 of the first shifting camshaft 1 and not only after the end of the shifting process of the respective corresponding shifting cam of the first shifting camshaft.

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

Abstract

L'invention concerne un ensemble arbre à cames coulissantes conçu pour un moteur à combustion interne, comprenant un premier et un deuxième arbre à cames coulissantes (1, 2), comportant respectivement un arbre porteur (11, 21) et une came coulissante (12, 22) comportant une coulisse de changement de vitesse (125, 225) et un premier paquet de cames (121, 221), le premier et le deuxième arbre à cames coulissantes (2) étant parallèles l'un par rapport à l'autre et les cames coulissantes du premier et du deuxième arbre à cames coulissantes (2) étant conçues pour être axialement mobiles et fixes en rotation sur l'arbre respectif (11, 12), un moyen de transmission (4) pour transmettre l'état de commutation de la came coulissante (12) du premier arbre à cames coulissantes (1) à la came coulissante (22) du deuxième arbre à cames coulissantes (2) étant disposé entre le premier et le deuxième arbre à cames coulissantes (2), le moyen de transmission (4) comprenant un élément d'actionnement (43) et une première et une deuxième tige de commande (41, 42), ledit élément étant fonctionnellement relié en permanence aux tiges de commande (41, 42) et au premier arbre à cames coulissantes (1). L'invention concerne également un procédé pour commuter l'ensemble arbre à cames coulissantes.
PCT/EP2021/083230 2020-11-30 2021-11-26 Ensemble arbre à cames coulissantes conçu pour un moteur à combustion interne, et procédé pour commuter un ensemble arbre à cames coulissantes pour un moteur à combustion interne WO2022112525A1 (fr)

Applications Claiming Priority (2)

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DE102020131705.0A DE102020131705A1 (de) 2020-11-30 2020-11-30 Schiebenockenwellenanordnung für eine Brennkraftmaschine, sowie Verfahren zum Schalten einer Schiebenockenwellenanordnung für eine Brennkraftmaschine
DE102020131705.0 2020-11-30

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WO2022112525A1 true WO2022112525A1 (fr) 2022-06-02

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DE102022210544A1 (de) 2022-10-06 2024-04-11 Thyssenkrupp Ag Schiebenockensystem, sowie Verfahren zur Betätigung eines Schiebenockensystems

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009006061A1 (de) * 2009-01-24 2010-07-29 Daimler Ag Betätigungsvorrichtung
DE102011076726A1 (de) * 2011-05-30 2012-12-06 Schaeffler Technologies AG & Co. KG Ventiltrieb eines Verbrennungskolbenmotors
DE102016225049A1 (de) 2016-12-14 2018-06-14 Volkswagen Aktiengesellschaft Variabler Ventiltrieb für eine Brennkraftmaschine
DE102018002860A1 (de) * 2018-04-09 2019-10-10 Daimler Ag Ventiltrieb zum Betätigen wenigstens eines Gaswechselventils einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020210260A1 (de) 2020-08-12 2022-02-17 Thyssenkrupp Ag Schiebenockensystem
DE102020210267A1 (de) 2020-08-12 2022-02-17 Thyssenkrupp Ag Schiebenockenwellenanordnung für eine Brennkraftmaschine, sowie Verfahren zum Schalten einer Schiebenockenwellenanordnung für eine Brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009006061A1 (de) * 2009-01-24 2010-07-29 Daimler Ag Betätigungsvorrichtung
DE102011076726A1 (de) * 2011-05-30 2012-12-06 Schaeffler Technologies AG & Co. KG Ventiltrieb eines Verbrennungskolbenmotors
DE102016225049A1 (de) 2016-12-14 2018-06-14 Volkswagen Aktiengesellschaft Variabler Ventiltrieb für eine Brennkraftmaschine
DE102018002860A1 (de) * 2018-04-09 2019-10-10 Daimler Ag Ventiltrieb zum Betätigen wenigstens eines Gaswechselventils einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs

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