EP0048321A2 - Moteur polycylindrique à piston et à soupapes commandées - Google Patents

Moteur polycylindrique à piston et à soupapes commandées Download PDF

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Publication number
EP0048321A2
EP0048321A2 EP81105583A EP81105583A EP0048321A2 EP 0048321 A2 EP0048321 A2 EP 0048321A2 EP 81105583 A EP81105583 A EP 81105583A EP 81105583 A EP81105583 A EP 81105583A EP 0048321 A2 EP0048321 A2 EP 0048321A2
Authority
EP
European Patent Office
Prior art keywords
camshaft
crankshaft
rotation
internal combustion
combustion engine
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.)
Granted
Application number
EP81105583A
Other languages
German (de)
English (en)
Other versions
EP0048321A3 (en
EP0048321B1 (fr
Inventor
Ernst Pfleiderer
Fritz Wöhrle
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.)
MAN AG
Original Assignee
MAN Maschinenfabrik Augsburg Nuernberg 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 MAN Maschinenfabrik Augsburg Nuernberg AG filed Critical MAN Maschinenfabrik Augsburg Nuernberg AG
Publication of EP0048321A2 publication Critical patent/EP0048321A2/fr
Publication of EP0048321A3 publication Critical patent/EP0048321A3/de
Application granted granted Critical
Publication of EP0048321B1 publication Critical patent/EP0048321B1/fr
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • F01L13/02—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for reversing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines

Definitions

  • the invention relates to multi-cylinder valve-controlled reciprocating internal combustion engines, a first according to the preamble of claim 1, a second according to the preamble of claim 2 and a third according to the preamble of claim 3.
  • the control drive usually consists of a drive wheel attached to the crankshaft, to which two non-intermeshing intermediate wheels are coupled, each of which is directly connected to the camshafts below or in the case of overhead camshafts via an intermediate gear train with a drive wheel seated on a camshaft.
  • both camshafts always rotate in the same direction.
  • the cam geometry on both camshafts is different. Two different camshafts are thus assigned to a specific crankshaft direction of rotation. However, if, for example, the motor customer wishes an opposite machine main direction of rotation, i.e.
  • each cam row has to be assigned a different camshaft with a different cam geometry.
  • the engine manufacturer needs to manufacture and stock four different types of camshafts.
  • two different camshafts are required to take account of two possible crankshaft directions of rotation. From the manufacturing side, the cost side and logistics, the effort in the area of the camshafts is obviously enormously high.
  • valve-controlled internal combustion engines which operate according to ignition sequences customary in engine construction and have crankshafts, the inertial forces of which are largely balanced due to the corresponding symmetrical arrangement of their crankings.
  • This can be valve-controlled 2-stroke reciprocating piston internal combustion engines or - as shown in the drawing - 4-stroke reciprocating piston internal combustion engines, which can also be designed to be non-reversible as well as reversible.
  • camshafts are required to control the gas exchange valves and fuel delivery or injection pumps and, if necessary, further machine units whose cams are angularly offset from one another according to a selected firing sequence and according to the position of the machine elements to be controlled by them - such as tappets or rocker arms for the Actuation of the gas exchange valves and pump pistons - are spatially spaced apart.
  • the cams themselves have an asymmetrical drain geometry. For reasons of clarity however, only the cam arrangement for a control function, namely that for the control of the fuel delivery or injection pumps, is shown in FIGS. 1, 3, 7, 10, 13 and 15.
  • Examples of a multi-cylinder reciprocating internal combustion engine with a row or V arrangement of their cylinders and 8 cylinders per row - hence a 16-cylinder V-engine or 8-cylinder in-line engine - include the following in engine construction and when implementing the invention these firing engine types are applicable firing sequences:
  • the associated internal combustion engine can have any construction within its generic type.
  • FIG. 1 and 3 The arrangement according to Fig. 1 and 3, the following G at- processing of internal combustion engines associated, namely a multi-cylinder valve-controlled reciprocating piston internal combustion engine with a V-arrangement of its cylinders and even-numbered number of cylinders per cylinder bank.
  • An arrangement for a 16-cylinder internal combustion engine is shown, in which a camshaft is assigned to each row of cylinders. 1 and 3, the camshaft assigned to the left row of cylinders is designated by 9 and the camshaft assigned to the right row of cylinders by 10.
  • the numbers 1 to 8 encircled in circles are assigned to the cams on a camshaft 9 and 10, respectively, which are angularly offset one behind the other and are each assigned to a cylinder and, with respect to this, perform the same control function, for example the control of the fuel feed pumps.
  • the cams 1 to 8 are arranged in the exemplary embodiment according to FIGS. 1 and 3 according to the laws of an ignition sequence 1-3-5-7-8-6-4-2 on the camshaft 9 and 10, respectively.
  • the resulting angular misalignment of the cams 2 to 8 with respect to the cam 1 is marked in FIGS.
  • crankshaft of the internal combustion engine is designated, from which the two camshafts 9 and 10 via a control drive 13, which in FIGS. 1 and 3 by dash-dotted lines is indicated, can be driven at half the speed ..
  • the eight crankings of crankshaft 12 are likewise assigned the numbers 1 to 8 in circles.
  • the cranking sequence can be seen from the drawing; it follows the laws of the firing sequence 1-3-5-7-8-6-4-2 already described with reference to camshaft 9.
  • the cam arrangement on the camshaft 10 of the second row of cylinders is now identical to the cam arrangement on the camshaft 9 of the first row of cylinders in the aforementioned type of internal combustion engine;
  • the cam shaft 10 is disposed the second cylinder bank relative to that 9 of the first cylinder row lengthwise rotated 180 0 to the internal combustion engine; the latter can be seen from the drawing by the interchanged position of the axial end regions, designated a and b, of the two camshafts 9, 10;
  • the control drive 13 is formed by a gear - see Fig. 2, 4, 5 and 6 - through which the two camshafts 9 and 10 can be driven in opposite directions.
  • control drive 13 has an intermediate gear 14 which is variable in such a way that the directions of rotation of the two camshafts 9 and 10 which are predetermined on the cam arrangement side and on the ignition sequence are retained with each crankshaft direction of rotation - clockwise or counterclockwise rotation.
  • the intermediate gear 14 consists of two fixedly mounted on the internal combustion engine, intermeshing intermediate gears 16 and 17 and a third, variable-sized intermediate gear 18.
  • the Locally variable idler gear 18 there are two different, spaced apart bearings 19 and 20 on the internal combustion engine, in which one of them the idler gear 18 is inserted depending on the direction of rotation of the camshafts 9, 10 and the crankshaft direction of rotation, as specified by the ignition sequence and the cam arrangement.
  • the locally variable intermediate wheel 18 is connected on the drive side to a drive wheel 21 seated on the crankshaft 12 and on the output side to one of the two intermediate wheels 16 and 17, respectively.
  • camshafts 9, 10 located below, which, as shown in FIGS. 2 and 4, act with their cams on tappets 22 and 23 for actuating machine parts, not shown in detail, the drive connection from the intermediate gear 14 to one each on a camshaft 9 or 10 fastened drive wheel 24 or 25 by direct engagement of these wheels 24 or 25 in one of the two fixed intermediate wheels 16 or 17.
  • the axial end regions designated by a and b of the two camshafts are of identical design in order to enable the drive wheels 24 and 25 to be attached to each of the camshafts 9 and 10 on both sides.
  • camshaft 10 In the case of a cam arrangement on the camshafts 9 and 10 as shown in FIG. 1 and the camshaft rotation direction predetermined hereby on the ignition side - camshaft 9 clockwise according to arrow 11, camshaft 10 counterclockwise according to arrow 15 - and, as indicated by arrow 28, clockwise crankshaft 12 the intermediate wheel 18 of the intermediate gear 14 - as shown in FIGS. 2 and 5 - mounted in the bearing 20.
  • the gear connection from the crankshaft 12 to the camshaft 9 is based on the drive wheel 21 seated on the crankshaft 12 via the intermediate gear 18, the intermediate gear 17, the intermediate gear 16 to the drive gear 24 on the camshaft 9, and the drive connection to the camshaft 10 is based on the the crankshaft 12 seated drive wheel 21 via the intermediate wheel 18 and the intermediate wheel 17 to the drive wheel 25.
  • the axial end regions 30 and 31 of the crankshaft 12 are of identical design.
  • the opposite direction of rotation of the crankshaft 12 compared to FIG. 1 is, as shown in FIG. 3,
  • the invention takes into account the fact that the variable intermediate gear 18 of the intermediate gear 14 for this operating case, as shown in FIGS. 4 and 6, is mounted in the bearing 19.
  • FIG. 7 is assigned to a multi-cylinder valve-controlled series reciprocating piston internal combustion engine with an even number of cylinders, eight in the case shown.
  • the representation in FIG. 7 differs from that in FIG. 1 only in the absence of the camshaft 10 and the associated branch of the control drive 13; otherwise the representation in FIG. 7 is the same as in FIG. 1; the same applies to the illustration in FIG. 10 compared to the illustration in FIG. 3.
  • the single camshaft is denoted by 32 and the crankshaft by 33.
  • the numbers 1 to 8 enclosed in circles are also assigned here to the cams on the camshaft 32 that serve a control function and to the eight crankings on the crankshaft 33.
  • crankshaft 33 is configured identically at its axial end regions, which are designated here as 34 and 35, in order to ensure that a drive wheel 36 (FIGS. 8, 9, 11, 12) to be fastened on both sides is possible.
  • the latter like a drive wheel 37 attached to the camshaft 32, is part of a control drive 38, shown in detail in FIGS. 8, 9, 11 and 12, for the control drive 38 driven here at half the crankshaft speed in FIGS. 7 and 10 Camshaft 32.
  • an intermediate gear 39 is switched on according to the invention, which is so variable that the firing sequence and the aligned direction of rotation of the cam arrangement Camshaft 32 is retained with every crankshaft direction of rotation (clockwise or anti-clockwise rotation).
  • the intermediate gear 39 has a stationary intermediate gear 40, which is geared to the drive wheel 37 attached to the camshaft 32.
  • the gear wheel 40 is directly connected to the drive wheel 37 attached to the camshaft 32.
  • an in-line internal combustion engine with an overhead camshaft 32 as shown in FIGS.
  • the gear connection from the gearwheel 40 to the drive wheel 37 fastened to the camshaft 32 is established via a gear train 41 symbolized by a dash-dotted line.
  • the camshaft 32 shown in FIGS. 7 and 10 is designed for clockwise rotation, which is symbolized by an arrow 42 indicating the direction of rotation, and has a cam arrangement which, like the camshaft 9 shown in FIG. 1, follows the laws of an ignition sequence 1-3-5-7-8-6-4-2.
  • the crankshaft 33 is clockwise, which is symbolized by an arrow 43 indicating the direction of rotation. Because of this cam arrangement, camshaft rotation direction and speed, as well as the crankshaft rotation direction - clockwise rotation - the crank sequence 33 shown in FIG.
  • crankshaft 33 is installed in the internal combustion engine pivoted longitudinally by 180 ° relative to the position shown in FIG. 7. This pivoting of the crankshaft 33 by 180 ° results in a position of the crankings which also follows the firing sequence 1-3-5-7-8-6-4-2 specified on the camshaft side when the crankshaft 33 runs counterclockwise.
  • control drive 38 is converted in such a way - see Figures 11 and '12 -., That the intermediate wheel 44 is mounted in this case in the bearing point 47, so that the drive connection from the fixed to the crank shaft 33 drive wheel 36 to the drive wheel 37 to the camshaft 32 in the case of FIG. 11 only via two intermediate wheels, namely the intermediate wheel 44 and the gear wheel 40, in the case of FIG. 12 additionally via the intermediate gear train.
  • the intermediate gear 45 is not required in this case; the associated bearing bore 48, like the bearing point 46, is therefore not occupied during operation of the internal combustion engine.
  • FIGS. 13 to 16 are assigned to a multi-cylinder valve-controlled reciprocating piston internal combustion engine with a V arrangement of its cylinders and an odd number of cylinders - here seven - per cylinder row.
  • the camshaft assigned to the left row of cylinders is designated by 50
  • the camshaft assigned to the right row of cylinders by 51 is designated 52 here.
  • Both camshafts 50, 51 can be driven from the crankshaft 52 at half speed via a control drive 53 symbolized by dash-dotted lines. 13 to 16, the numbers 1 to 7 enclosed in circles are the individual Cams assigned to each camshaft 50 and 51 for a control function as well as the crank crank 52.
  • the control drive is also formed in this type of internal combustion engine by a gear through which the two camshafts 50 and 51 can be driven in opposite directions of rotation. 13 to 16, the direction of rotation "right” of the camshaft 50 is indicated by an arrow 54, the direction of rotation "left” of the camshaft 51 by an arrow 55.
  • the crankshaft 52 is clockwise in the exemplary embodiment according to FIGS. 13 and 14, which is indicated by an arrow 56.
  • crankshaft crankings and cams which are surrounded by numbers 1 to 7 in circles, are arranged such that they are angularly offset from one another on the crankshaft 52 or the two camshafts 50 and 51 in such a way that an ignition sequence 1-2-4-6-7-5 when the crankshaft 52 rotates to the right -3 is given - the latter can be clearly seen from FIG. 14 -.
  • the cams 1 to 7 located on the camshaft 51 of the second row of cylinders are arranged at the same distance and in the same mutual angular assignment as those cams 1 to 7 on the camshaft 50 of the first row of cylinders, but are arranged opposite to them in the opposite direction.
  • both camshafts 50 and 51 are in a first installation position of a first crankshaft rotation direction and a first firing sequence - as shown in FIGS. 13, 14 - and in a second installation position - see FIGS 0 rotated and reversed, assigned to the opposite direction of crankshaft rotation; the opposite rotation in relation to FIGS. 13 and 14 Direction of the crankshaft, namely its counterclockwise rotation, is indicated in FIGS. 15 and 16 with an arrow 57 indicating the direction of rotation. 13 opposite direction of rotation of the crankshaft 52 and the above-mentioned exchange and pivoting of the camshafts 50 and 51 compared to the arrangement shown in FIG.
  • both camshafts 50 and 51 are designed identically on their front and rear axial end regions, designated a or b or c or d, for attachment of a drive wheel on both sides.
  • the controller 53 comprises drive according to the invention on an intermediate gear which is variable such that the G egen saukeit of the two camshafts 50 and 51 and their zünd mergemann and cam arrangement other predetermined directions of rotation are retained during each crankshaft rotation direction.
  • the control drive 53 with the inventive intermediate gear is strength in the F.
  • 13 and 15 underlying internal combustion engine type the same as that which is assigned to FIGS. 1 and 3 underlying type.
  • 13 with a right-handed crankshaft 52 is thus associated with a control drive with the position of its individual wheels, as shown in FIG. 2 or 5.
  • 15 with a counterclockwise crankshaft 52 is associated with a control drive, as shown in FIG. 4 or 6.
  • the control drive to S 13 with reference to FIGS. 2, 4, 5 and 6 in conjunction with FIGS. 1 and 3 above applies therefore in full to the control actuator 53, so that reference is made to avoid repetition to the relevant parts of the description.
  • the control drive 13 or 38 or 53 is preferably arranged on the clutch side of the respectively assigned type of internal combustion engine; However, it can of course also be attached on the opposite side of the coupling.
  • the variable position idler gear 18 (Fig. 2, 4, 5, 6) or 44 (Fig. 8, 9, 11, 12) of the intermediate gear according to the invention has two toothings with different pitch circle diameters, the toothing with the larger pitch circle diameter with 18/1 or 44/1 and the toothing with the smaller pitch circle diameter is designated with 18/2 or 44/2.
  • the gear 18 or 44 with its toothing 18/2 or 44/2 that is, the one with the smaller pitch circle diameter, with the secondary intermediate gear of the intermediate gear, with its toothing 18/1 or 44/1, on the other hand, is always with the toothing of the drive wheel 21 or 36 fastened on the crankshaft.
  • the gear ratios of these mutually engaging wheels are set such that the gear wheels 16, 17, 24 and 25 in the control drive 13 according to FIG. 2, 6, and also the wheels of the gear trains in the control drive 13 according to FIGS. 5 and 6 26 and 27 are interchangeable.
  • each camshaft can be determined independently of the direction of rotation of the crankshaft. This enables an optimal design of the cams in terms of their runout geometry, as well as an optimal adaptation to the structural and load-related conditions of the machine elements to be controlled by them.
  • the free choice of the crankshaft direction of rotation brings an advantage for the engine manufacturer, since the latter can offer the customer of the machine the latter with a left or right-hand crankshaft, thus variable machine direction of rotation.
  • the auxiliary units, such as pumps, driven by the respective camshaft can also be the same for a right-hand or left-hand rotating machine. Further advantages are due to the enormous cost savings.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)
EP19810105583 1980-09-18 1981-07-16 Moteur polycylindrique à piston et à soupapes commandées Expired EP0048321B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19803035244 DE3035244C2 (de) 1980-09-18 1980-09-18 Ventilgesteuerte Hubkolben-Brennkraftmaschine
DE3035244 1980-09-18

Publications (3)

Publication Number Publication Date
EP0048321A2 true EP0048321A2 (fr) 1982-03-31
EP0048321A3 EP0048321A3 (en) 1982-09-08
EP0048321B1 EP0048321B1 (fr) 1984-10-24

Family

ID=6112300

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19810105583 Expired EP0048321B1 (fr) 1980-09-18 1981-07-16 Moteur polycylindrique à piston et à soupapes commandées

Country Status (5)

Country Link
EP (1) EP0048321B1 (fr)
JP (1) JPS5786501A (fr)
DE (1) DE3035244C2 (fr)
DK (1) DK148811C (fr)
ES (1) ES8205935A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0922838A3 (fr) * 1997-12-13 1999-07-28 Motoren-Werke Mannheim AG Renversement du sens de rotation d'un moteur
CN100420833C (zh) * 2004-12-24 2008-09-24 曼B与W狄赛尔公司 具有单列10缸的两冲程涡轮增压内燃机
DE102008034725A1 (de) * 2008-07-25 2010-01-28 Man Diesel Se Brennkraftmaschine
DE102013005837B3 (de) * 2013-04-04 2013-10-31 Gert Fischer Verbrennungsmotor mit Variation der Zündfolge

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2778141B2 (ja) * 1989-07-28 1998-07-23 ブラザー工業株式会社 ミシン

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR553930A (fr) * 1923-06-01
FR379677A (fr) * 1906-07-13 1907-11-15 Thomas Veitch Dispositif de changement de marche pour machines à combustion interne
US1426575A (en) * 1920-06-10 1922-08-22 Robert F Lanham Reversing mechanism
GB231166A (en) * 1924-03-21 1925-08-13 Giulio Cesare Cappa Improvements in valve gear shafts for internal combustion engines
DE946456C (de) * 1954-04-18 1956-08-02 Nordwestdeutscher Rundfunk Ans Verfahren zur Kompensation von Nachlaufimpulsen
DE1810937A1 (de) * 1968-03-22 1969-10-16 Dieselmotorenwerk Veb Getriebe fuer Einhebelbedienstand von umsteuerbaren Verbrennungskraftmaschinen
US3738338A (en) * 1971-04-23 1973-06-12 Amf Inc Internal combustion engines
CS170026B1 (fr) * 1974-01-24 1976-08-27

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0922838A3 (fr) * 1997-12-13 1999-07-28 Motoren-Werke Mannheim AG Renversement du sens de rotation d'un moteur
CN100420833C (zh) * 2004-12-24 2008-09-24 曼B与W狄赛尔公司 具有单列10缸的两冲程涡轮增压内燃机
DE102008034725A1 (de) * 2008-07-25 2010-01-28 Man Diesel Se Brennkraftmaschine
DE102013005837B3 (de) * 2013-04-04 2013-10-31 Gert Fischer Verbrennungsmotor mit Variation der Zündfolge

Also Published As

Publication number Publication date
DE3035244A1 (de) 1982-03-25
ES505223A0 (es) 1982-08-16
DK148811C (da) 1986-03-17
DK148811B (da) 1985-10-07
JPS5786501A (en) 1982-05-29
DK395681A (da) 1982-03-19
ES8205935A1 (es) 1982-08-16
EP0048321A3 (en) 1982-09-08
EP0048321B1 (fr) 1984-10-24
DE3035244C2 (de) 1986-12-11

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