EP0798451A1 - Commande de soupape d'un moteur à combustion interne - Google Patents

Commande de soupape d'un moteur à combustion interne Download PDF

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Publication number
EP0798451A1
EP0798451A1 EP97102494A EP97102494A EP0798451A1 EP 0798451 A1 EP0798451 A1 EP 0798451A1 EP 97102494 A EP97102494 A EP 97102494A EP 97102494 A EP97102494 A EP 97102494A EP 0798451 A1 EP0798451 A1 EP 0798451A1
Authority
EP
European Patent Office
Prior art keywords
cam
camshaft
actuating
lifting
tracks
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
EP97102494A
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German (de)
English (en)
Other versions
EP0798451B1 (fr
Inventor
Klaus Tiede
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.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche 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 Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0798451A1 publication Critical patent/EP0798451A1/fr
Application granted granted Critical
Publication of EP0798451B1 publication Critical patent/EP0798451B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F01L1/34—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
    • F01L1/34413—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 using composite camshafts, e.g. with cams being able to move relative to the camshaft
    • 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
    • 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
    • F01L13/0015—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
    • F01L2305/00—Valve arrangements comprising rollers

Definitions

  • the invention relates to a valve train of an internal combustion engine according to the preamble of the main claim.
  • Such a valve train is described, for example, in DE 42 30 877 A1 and shows a camshaft on which a cam block with two different cam tracks is rotatably but axially displaceably guided.
  • the cam block interacts with a gas exchange valve of the internal combustion engine, the stroke course of one of the two cam tracks being transmitted to the gas exchange valve depending on the working position of the cam block.
  • a spiral guide groove is worked into the camshaft, into which a spring-mounted swivel bracket can engage. This swivel bracket engages in the spiral groove depending on the rotational position of the camshaft on the end face of the cam block.
  • the spiral groove in the camshaft is designed and positioned in a defined angular assignment to the rotary movement of the camshaft in such a way that the cam block can only be moved during the base circle phase of the first cam track.
  • the camshaft for such a valve train is very complex to manufacture, since the spiral groove must be assigned the correct angle for each cam block to be actuated.
  • the creation of such a groove in the camshaft requires several machining operations, so that the overall production of the camshaft is complex and expensive.
  • the means Attaching such a spiral groove in the camshaft has a not inconsiderable reduction in cross-section, so that under certain circumstances the shaft diameter must be chosen to be relatively large in order to be able to absorb the forces and moments resulting from the valve train.
  • the operation with a spring-loaded swivel bracket is complex and requires a not inconsiderable installation space. Incorrect switching due to the resilient bearing cannot be ruled out. Furthermore, such an actuation only enables switching between two cam tracks.
  • the lifting profile can be processed independently of the shaft.
  • the cross section of the shaft itself is no longer affected, so that very small shaft diameters are also possible.
  • the camshaft itself can be manufactured, for example, as a drawn and therefore inexpensive component.
  • camshaft from relatively inexpensive material, since the forces and moments caused by the displacement movement have an effect in the cam itself, which is already manufactured due to the higher material quality required by the operating loads.
  • the cam advantageously interacts with an actuating pin arranged radially to the camshaft, which can be slidably brought into engagement with the lifting profile.
  • Such an arrangement can with very little construction and space Cylinder head can be arranged and enables safe operation without the risk of incorrect switching.
  • a particularly advantageous valve train with three different lift profiles per cam results if three cam tracks are arranged one behind the other. The displacement of the cam with these three cam tracks takes place particularly advantageously if two lift curves are formed on the cam, each of which is formed on one end face of the cam.
  • a particularly advantageous actuation of the axially displaceable cam results if each stroke curve interacts with two spaced actuation pins which trigger axial movements when the cam curve is engaged, depending on the starting position of the cam.
  • the use of return elements in the form of compression springs or the like can be dispensed with. This also leads to the fact that the switching errors caused thereby can be avoided.
  • the cam can be secured in its respective axial position in a particularly simple manner by spring-loaded latching elements which engage in a latching groove on the cam assigned to the respective working position.
  • the valve train of the internal combustion engine shown in simplified form in FIG. 1 shows a gas exchange valve 1, which is equipped with a roller rocker arm 2 known per se cooperates, the roller 3 abuts the cam track 4 of a cam 5.
  • the cam 5 is rotatably but axially displaceably guided on a camshaft 6 which is driven in a manner known per se.
  • the interaction of the cam track 4 with the roller 3 of the roller finger follower 2 converts the rotary movements of the camshaft 6 into stroke movements of the gas exchange valve 1.
  • the cam 5 has three axially adjacent cam tracks 4a to 4c (FIG. 2), which differ in their stroke profile, their stroke height and / or their phase position.
  • the width of the cam tracks 4a to 4c is selected so that it is somewhat larger than the width of the roller 3 of the roller finger follower 2, so that one cam track interacts with the roller 3 of the roller finger follower 2 and thus with the gas exchange valve 1 during operation of the internal combustion engine.
  • the cam 5 In order to bring the roller rocker arm 2 into engagement with one of the three cam tracks 4a to 4c, the cam 5 is guided on the camshaft 6 in an axially displaceable manner.
  • it has an axially extending profiling on its circumference, which cooperates with a corresponding profiling of the cam 5 and thus enables the rotary movement to be transmitted with simultaneous axial displaceability.
  • the cam 5 has on its two end faces a cylindrical extension 7, 8, in each of which a stroke curve 9, 10 extending over part of the circumference is incorporated in the form of a depression.
  • Two actuating elements 11, 12 are arranged in the region of the cylindrical extension 7, two further actuating elements 13, 14 are arranged in the region of the cylindrical extension 8.
  • actuating elements 11 to 14 each have an actuating pin 15 to 18, which extends approximately radially to the camshaft 6 and is axially displaceable.
  • the actuating pins 15 to 18 are designed as hydraulic pistons which can be axially displaced in the direction of the camshaft 6 by pressurizing the actuating elements 11 to 14 against the action of a compression spring 31.
  • the actuating elements 11 to 14 with their actuating pins 15 to 18 are arranged such that, depending on the axial position of the cam 5, the actuating pins apply when the actuating elements are pressurized on the cylindrical extension 7 or 8 and depending on the rotational position of the camshaft 6 and Engage cam 5 in the respectively assigned stroke curve 9 or 10. If one of the actuating pins 15 to 18 engages in the respectively assigned stroke curve 9 or 10, the cam 5 is axially displaced due to the curve profile of the stroke curve 9 or 10. The interaction of the stroke curve 9 (left stroke curve according to FIG. 2) with the actuating pins 15 or 16 produces a shift from the respective starting position to the left.
  • the cam 5 By interaction of one of the actuating pins 13 or 14 with the stroke curve 10 (right stroke curve according to FIG. 2), the cam 5 correspondingly causes a shift of the cam 5 from its respective working position to the right. By changing the slope direction of the stroke curve, a reversal of the adjustment direction is easily possible.
  • the cam 5 In cooperation with the actuating elements 11 to 14, the cam 5 has three different working positions to in which one of the cam tracks 4a to 4c cooperates with the roller 3 of the roller finger follower 2. To the cam 5 in its respective working position to to lock, it has on its inner peripheral surface three annular circumferential grooves 19 to 21. In the camshaft 6, a detent ball 23 is guided in a cylindrical recess 22, which engages in one of the three grooves 19 to 21 by the action of a spring element 24.
  • the correct angular assignment of the lifting curves to the cam profile depends on the angular position of the adjusting elements.
  • the cam 5 has reached its left end position, that of the working position corresponds, and in which the roller 3 cooperates with the cam track 4c.
  • the stroke curves 9 and 10 are designed in their extension and angular assignment so that the axial displacement only takes place as long as the roller 3 in the base circle region 25 abuts the respective cam tracks 4a to 4c.
  • the cam tracks 4a to 4c are designed in such a way that they each have a base circle region 25 which runs at least over the major part of its length parallel and at the same height to the base circle regions of the adjacent cam tracks.
  • This base circle region 25 of the cam tracks is assigned the base circle region 25 'of the lifting curves 9, 10 or the cylindrical extensions 7, 8, which is angularly shifted depending on the spatial position of the adjusting elements.
  • the actuating element 11 is depressurized so that the actuating pin 11 is moved back into its initial position by the action of the compression spring 31.
  • the cam 5 is held in its switching position due to the detent. If the pressure applied to the respective adjusting element is not removed after the cam has reached the end position, this has no influence on the adjusting movement.
  • the respective actuating pin is then still in contact with the respective cylindrical extension, but only comes into engagement with it in the outlet area of the respective stroke curve, so that no adjustment takes place.
  • the respective inlet area 26, 27 and outlet area 28, 29 of the lifting curves 9, 10 merge into the circumferential surface of the cylindrical extensions without a step.
  • the actuating element 13 is pressurized so that the actuating pin 17 rests on the cylindrical extension 8 and when the Base circle phase engages in the cam 10. By the interaction of the actuating pin 17 and the cam 10, the cam is in the middle working position moved back.
  • a shift of the cam from the middle working position in the right working position takes place by acting on the actuating element 14, which also interacts with the cam 10 and moves the cam to the right.
  • the return of the cam to the middle working position takes place in an analogous manner by pressurizing the actuating element 12, which interacts with the stroke curve 9.
  • Suitable control of the actuating elements 11 to 14 ensures that only one actuating pin 15 to 18 can be lowered at a time, while the three other actuating pins are moved back into their initial position and remain there.
  • the actuation elements 11 to 14 can also be actuated pneumatically, purely mechanically or electromagnetically.
  • the roller finger follower shown and described it is also possible to use other - known per se - transmission mechanisms which convert the rotary movement of the cam into a lifting movement of the gas exchange valve.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Mechanically-Actuated Valves (AREA)
  • Portable Nailing Machines And Staplers (AREA)
EP97102494A 1996-03-25 1997-02-15 Commande de soupape d'un moteur à combustion interne Expired - Lifetime EP0798451B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19611641 1996-03-25
DE19611641A DE19611641C1 (de) 1996-03-25 1996-03-25 Ventiltrieb einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0798451A1 true EP0798451A1 (fr) 1997-10-01
EP0798451B1 EP0798451B1 (fr) 1999-04-21

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP97102494A Expired - Lifetime EP0798451B1 (fr) 1996-03-25 1997-02-15 Commande de soupape d'un moteur à combustion interne

Country Status (4)

Country Link
EP (1) EP0798451B1 (fr)
JP (1) JP3980699B2 (fr)
KR (1) KR100416895B1 (fr)
DE (2) DE19611641C1 (fr)

Cited By (35)

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Publication number Priority date Publication date Assignee Title
WO2004083611A1 (fr) * 2003-03-21 2004-09-30 Audi Ag Commande de soupape d'un moteur a combustion interne presentant une culasse
EP1503048A1 (fr) * 2003-07-19 2005-02-02 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Mécanisme de commande de soupapes pour moteur à combustion interne
WO2005040562A1 (fr) 2003-10-25 2005-05-06 Audi Ag Mecanisme de distribution de moteur a combustion interne comprenant au moins un arbre a cames
WO2005080761A1 (fr) * 2004-02-21 2005-09-01 Schaeffler Kg Mecanisme de distribution a inversion de cames pour soupapes d'echange de gaz de moteurs a combustion interne a 4 temps
WO2005090766A1 (fr) * 2004-03-15 2005-09-29 Siemens Aktiengesellschaft Procede et dispositif pour commander un moteur a combustion interne
EP1609961A1 (fr) * 2004-06-18 2005-12-28 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Elément d'actionnement de soupape pour deux soupapes avec des éléments hydrauliques de compensation de jeu
WO2006012959A1 (fr) * 2004-07-30 2006-02-09 Schaeffler Kg Mecanisme de distribution de moteur a combustion interne
CN100378298C (zh) * 2003-03-21 2008-04-02 奥迪股份公司 有气缸盖的内燃机气门机构
WO2009027179A1 (fr) * 2007-08-29 2009-03-05 Schaeffler Kg Moteur à combustion interne à mécanisme de commande variable de soupape d'échange des gaz
US8161930B2 (en) 2008-10-31 2012-04-24 Schaffler Technologies AG & Co. KG Camshaft for a variable lift valve train of an internal combustion engine
DE102010053359A1 (de) 2010-12-03 2012-06-06 Schaeffler Technologies Gmbh & Co. Kg Schiebenockensystem mit Schiebenuten und Arretierungen
DE102011003024A1 (de) 2011-01-24 2012-07-26 Schaeffler Technologies Gmbh & Co. Kg Schiebenockensystem mit Reibarretierung
US8235013B2 (en) 2009-03-23 2012-08-07 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Internal combustion engine
US8307794B2 (en) 2007-08-10 2012-11-13 Daimler Ag Internal combustion engine valve drive switching device
WO2012152456A1 (fr) 2011-05-10 2012-11-15 Schaeffler Technologies AG & Co. KG Moteur à combustion interne à piston alternatif équipé d'un dispositif de réglage de l'arbre à cames
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DE102011085706A1 (de) 2011-11-03 2013-05-08 Schaeffler Technologies AG & Co. KG Ventiltrieb einer Brennkraftmaschine
US8479509B2 (en) 2009-03-23 2013-07-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Internal combustion engine
CN103370502A (zh) * 2011-02-17 2013-10-23 戴姆勒股份公司 具有可轴向移动的凸轮件的凸轮轴
US8695549B2 (en) 2011-05-13 2014-04-15 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Valve train for internal combustion engines for actuating gas exchange valves
DE102013213125A1 (de) 2013-07-04 2015-01-08 Schaeffler Technologies Gmbh & Co. Kg Schiebenockensystem mit Arretierung und Positionserkennung
DE102013218181A1 (de) 2013-09-11 2015-03-12 Schaeffler Technologies Gmbh & Co. Kg Schiebenockensystem mit einem Kulissenstein
DE102013218908A1 (de) 2013-09-20 2015-03-26 Schaeffler Technologies Gmbh & Co. Kg Schiebenockensystem mit Querstift
US9074499B2 (en) 2012-12-18 2015-07-07 Hyundai Motor Company Multiple variable valve lift apparatus and engine provided with the same
CN105298570A (zh) * 2014-06-30 2016-02-03 通用汽车环球科技运作有限责任公司 锁销组件以及组装该锁销组件的方法
DE102014215702A1 (de) 2014-08-07 2016-02-11 Schaeffler Technologies AG & Co. KG Schiebenockensystem mit indirektem Zugriff der Aktorstifte
US9267402B2 (en) 2013-03-14 2016-02-23 Hyundai Motor Company Multistage variable valve lift apparatus, system and engine
DE102015204928A1 (de) 2015-03-19 2016-07-21 Schaeffler Technologies AG & Co. KG Schiebenockensystem mit einem an einem Aktorgehäuse gelagerten Kulissenstein
DE102015205775A1 (de) 2015-03-31 2016-07-21 Schaeffler Technologies AG & Co. KG Schiebenockensystem mit einem an einer Aktorvorrichtung geführten Kulissenstein
DE102015203419B3 (de) * 2015-02-26 2016-08-25 Schaeffler Technologies AG & Co. KG Schiebenockensystem mit einem mittels Rückhubfeder deaktivierbaren Aktorstift
CN108868945A (zh) * 2017-05-16 2018-11-23 现代自动车株式会社 多级可变气门升程装置
WO2019034254A1 (fr) 2017-08-17 2019-02-21 Wärtsilä Finland Oy Ensemble arbre à cames pour moteur à piston à combustion interne et procédé de conversion d'un moteur à piston à combustion interne pour permettre son fonctionnement selon au moins deux modes de fonctionnement
DE102017120145A1 (de) 2017-09-01 2019-03-07 Man Truck & Bus Ag Schiebenockensystem
KR20190070206A (ko) 2017-12-12 2019-06-20 현대자동차주식회사 엔진의 가변 밸브 장치
DE102007052253B4 (de) 2007-11-02 2023-07-06 Mercedes-Benz Group AG Ventiltriebvorrichtung

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DE102007054978B4 (de) * 2007-11-17 2023-12-14 Mercedes-Benz Group AG Ventiltriebvorrichtung
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JP4962370B2 (ja) * 2008-03-21 2012-06-27 トヨタ自動車株式会社 内燃機関の可変動弁機構
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DE102008020893A1 (de) 2008-04-25 2009-10-29 Schaeffler Kg Elektromagnetische Stellvorrichtung
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JP5153562B2 (ja) * 2008-10-16 2013-02-27 株式会社オティックス 可変動弁機構
CN101802351B (zh) 2008-11-05 2013-06-19 丰田自动车株式会社 内燃机气门装置
DE102008060170A1 (de) * 2008-11-27 2010-06-02 Dr.Ing.H.C.F.Porsche Aktiengesellschaft Ventiltrieb einer Brennkraftmaschine
DE102008060167B4 (de) 2008-11-27 2021-05-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Ventiltrieb einer Brennkraftmaschine
DE102009008422A1 (de) * 2009-02-11 2010-08-12 Daimler Ag Ventiltriebumschaltvorrichtung
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JPH108928A (ja) 1998-01-13
KR100416895B1 (ko) 2004-03-31
KR970065972A (ko) 1997-10-13
DE19611641C1 (de) 1997-06-05
EP0798451B1 (fr) 1999-04-21
JP3980699B2 (ja) 2007-09-26
DE59700135D1 (de) 1999-05-27

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