EP0441167A1 - Entraînement de commande des arbres à cames pour un moteur en V - Google Patents

Entraînement de commande des arbres à cames pour un moteur en V Download PDF

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Publication number
EP0441167A1
EP0441167A1 EP91100763A EP91100763A EP0441167A1 EP 0441167 A1 EP0441167 A1 EP 0441167A1 EP 91100763 A EP91100763 A EP 91100763A EP 91100763 A EP91100763 A EP 91100763A EP 0441167 A1 EP0441167 A1 EP 0441167A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
intake
driven
toothed belt
camshafts
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.)
Ceased
Application number
EP91100763A
Other languages
German (de)
English (en)
Inventor
Albert Dipl.-Ing. Schweikard (Fh)
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.)
GM Deutschland Holdings GmbH
Original Assignee
Adam Opel GmbH
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 Adam Opel GmbH filed Critical Adam Opel GmbH
Publication of EP0441167A1 publication Critical patent/EP0441167A1/fr
Ceased legal-status Critical Current

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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
    • F01L1/024—Belt drive
    • 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
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/06—Endless member is a belt
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]
    • 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

Definitions

  • the invention relates to an internal combustion engine with two V-shaped rows of cylinders, above the cylinder heads of which an exhaust camshaft is arranged to actuate the exhaust valves and an intake camshaft to actuate the intake valves, the two exhaust camshafts and intake camshafts being driven by means of a toothed belt driven by the crankshaft and the angular position of the intake camshafts relative to the exhaust camshafts can be changed by means of an adjusting device.
  • the internal combustion engine described in the magazine mentioned has its own adjustment device for each intake camshaft. A total of two adjustment devices are therefore required in order to be able to adjust both intake camshafts. The costs for adjusting the camshafts are thus twice as high for a V engine as for an inline engine. Another disadvantage is that if one of the adjusting devices fails, the motor runs out of round and that tolerances in the adjusting devices differ too much Control timing for the left and right engine side.
  • both drives have their own adjusting device, the adjusting device of the primary drive synchronously changing the angular position of both camshafts relative to the crankshaft and the second adjusting device serving to adjust the angular position of both crankshafts to one another.
  • the invention has for its object to design an internal combustion engine of the type mentioned in such a way that an optimal adjustment of the camshafts is possible with the least possible effort.
  • This object is achieved in that at least one intake camshaft and one exhaust camshaft are driven directly by the toothed belt of the crankshaft and at least one camshaft of the other row of cylinders is connected by gear to the corresponding camshaft of the first row of cylinders by means of a secondary drive, and that only those directly from the toothed belt of the crankshaft driven camshaft with the secondary drive has an adjustment device.
  • the same number of adjustment devices as a series engine are sufficient for a V-engine. If the adjustment device fails, the internal combustion engine is still operational because the camshafts connected to one another by the secondary drive inevitably rotate synchronously. Furthermore, the synchronism of the camshafts to be adjusted is improved, since instead of two or four adjusting members, only one adjusting member or two adjusting members are present and the number of error sources is thus halved. The reduction in the number of adjusting elements also leads to a reduction in the weight of the rotating masses, which increases the turning ability of the internal combustion engine.
  • the internal combustion engine can manage with only one adjusting device if, according to an advantageous embodiment of the invention, the toothed belt is guided via one camshaft sprocket of each exhaust camshaft and one camshaft sprocket of an intake camshaft, if the second intake camshaft is connected by gearing to the first intake camshaft driven by the toothed belt and if only the camshaft sprocket of the intake camshaft driven by the toothed belt has the adjusting device.
  • the exhaust camshafts could of course also be designed to be adjustable according to the same principle.
  • the drawing shows an engine block 1 with two V-shaped rows of cylinders 2, 3.
  • Each cylinder row 2, 3 are each above the cylinder heads 4, 5, an exhaust camshaft 6, 7 for controlling the exhaust valves, not shown, and an intake camshaft 8, 9 for controlling the Also assigned intake valves not shown.
  • a camshaft gear 10, 11, 12 is arranged on the exhaust camshafts 6, 7 and the intake camshaft 8, respectively.
  • the three camshaft gears 10, 11, 12 have the same diameter and form a primary drive with the toothed pulley 14 and the toothed belt 13.
  • a second, smaller-diameter camshaft gear 16 is provided on the intake camshaft 8.
  • the same camshaft gear 17 is located on the intake camshaft 9.
  • a secondary toothed belt 18 is guided over these camshaft gears 16, 17 and forms a secondary drive 19 with them.
  • This secondary drive 19 can be arranged on the same engine face as the camshaft gears 10, 11, 12. It However, it is also possible to arrange it at any point between two bearings of the cylinder head 4, 5, for example between the first and second bearings or on the flywheel side.
  • an adjusting device 20 of conventional design is integrated, of which only one control lever 21 can be seen in the drawing.
  • this adjusting device 20 By means of this adjusting device 20, a phase shift between the camshaft sprockets 11 and 16 can be achieved. Since the camshaft gear 17 runs through the secondary toothed belt 18 in synchronism with the camshaft gear 11, it has the same phase shift with respect to the camshaft gear 12 of the exhaust camshaft 7.
  • camshaft drives can of course also be done with chains instead of toothed belts.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
EP91100763A 1990-01-25 1991-01-22 Entraînement de commande des arbres à cames pour un moteur en V Ceased EP0441167A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4002080 1990-01-25
DE19904002080 DE4002080A1 (de) 1990-01-25 1990-01-25 Brennkraftmaschine

Publications (1)

Publication Number Publication Date
EP0441167A1 true EP0441167A1 (fr) 1991-08-14

Family

ID=6398715

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91100763A Ceased EP0441167A1 (fr) 1990-01-25 1991-01-22 Entraînement de commande des arbres à cames pour un moteur en V

Country Status (2)

Country Link
EP (1) EP0441167A1 (fr)
DE (1) DE4002080A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4344501A1 (de) * 1993-12-24 1995-06-29 Audi Ag Mehrzylinder-Brennkraftmaschine
GB2316446A (en) * 1996-08-22 1998-02-25 Fuji Heavy Ind Ltd Overhead camshaft driving mechanism for V-type or horizontally-opposed i.c. engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4205505A1 (de) * 1992-02-22 1993-08-26 Teves Gmbh Alfred Verstellbarer nockenwellenantrieb mit direkt von gleichartigen nockenwellen angetriebenen nockenwellen
JP4327645B2 (ja) * 2004-04-13 2009-09-09 三菱ふそうトラック・バス株式会社 Ｖ型エンジンの可変動弁装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2565627A1 (fr) * 1984-06-06 1985-12-13 Porsche Ag Commande d'arbre a cames d'un moteur a combustion interne
DE3534446A1 (de) * 1985-09-27 1987-04-09 Daimler Benz Ag Brennkraftmaschine mit zwei nebeneinander angeordneten nockenwellen
US4936265A (en) * 1989-01-21 1990-06-26 Daimler-Benz Ag V-type internal combustion engine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4726331A (en) * 1986-05-06 1988-02-23 Yamaha Hatsudoki Kabushiki Kaisha Means for variable valve timing for engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2565627A1 (fr) * 1984-06-06 1985-12-13 Porsche Ag Commande d'arbre a cames d'un moteur a combustion interne
DE3534446A1 (de) * 1985-09-27 1987-04-09 Daimler Benz Ag Brennkraftmaschine mit zwei nebeneinander angeordneten nockenwellen
US4936265A (en) * 1989-01-21 1990-06-26 Daimler-Benz Ag V-type internal combustion engine

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 12, no. 137 (M-690) 26 April 1988, & JP-A-62 258110 (YAMAHA MOTOR CO LTD) 10 November 1987, *
PATENT ABSTRACTS OF JAPAN vol. 12, no. 286 (M-727) 05 August 1988, & JP-A-63 061704 (YAMAHA MOTOR CO LTD) 17 März 1988, *
PATENT ABSTRACTS OF JAPAN vol. 12, no. 404 (M-757)(3251) 26 Oktober 1988, & JP-A-63 147905 (HONDA MOTOR CO LTD) 20 Juni 1988, *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4344501A1 (de) * 1993-12-24 1995-06-29 Audi Ag Mehrzylinder-Brennkraftmaschine
US5622143A (en) * 1993-12-24 1997-04-22 Audi Ag Multi-cylinder internal combustion engine
GB2316446A (en) * 1996-08-22 1998-02-25 Fuji Heavy Ind Ltd Overhead camshaft driving mechanism for V-type or horizontally-opposed i.c. engine
GB2316446B (en) * 1996-08-22 1998-09-30 Fuji Heavy Ind Ltd Camshaft driving mechanism

Also Published As

Publication number Publication date
DE4002080A1 (de) 1991-08-01

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