EP0914546B1 - Mecanisme de distribution et culasse de moteur a combustion interne - Google Patents

Mecanisme de distribution et culasse de moteur a combustion interne Download PDF

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Publication number
EP0914546B1
EP0914546B1 EP97932761A EP97932761A EP0914546B1 EP 0914546 B1 EP0914546 B1 EP 0914546B1 EP 97932761 A EP97932761 A EP 97932761A EP 97932761 A EP97932761 A EP 97932761A EP 0914546 B1 EP0914546 B1 EP 0914546B1
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EP
European Patent Office
Prior art keywords
valve
camshaft
transmission device
pressure transmission
cylinder head
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.)
Expired - Lifetime
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EP97932761A
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German (de)
English (en)
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EP0914546A1 (fr
Inventor
Dieter Reitz
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Individual
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Individual
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Priority claimed from DE19629349A external-priority patent/DE19629349A1/de
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Publication of EP0914546A1 publication Critical patent/EP0914546A1/fr
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Publication of EP0914546B1 publication Critical patent/EP0914546B1/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
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • 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
    • 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
    • F01L13/0063—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • 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
    • F01L13/0063—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F01L2013/0073—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "Delphi" 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values

Definitions

  • the invention relates to a valve train and one equipped with such a valve train Cylinder head of an internal combustion engine.
  • the valve train is between their at least one lift valve and their camshaft to control the variable Stroke course available.
  • a generic valve train with which a valve stroke curve can be variably set with regard to stroke size and stroke duration.
  • the valve train has a pressure transmission device that is adjustable transversely to the camshaft axis, which presses against the stroke valve with its contact surface.
  • the contact area has at least one first surface area during its cyclical relative movement to the valve this does not perform any lifting movement, and an adjoining one second surface area, when it comes into contact with the valve this leads to an opening movement is initiated.
  • a contact body lies against a cam of the camshaft and causes an oscillating change in its position caused by turning the cam Movement of the pressure transmission device.
  • the reversal points of the oscillating Pressure transmission device are shifted so that the ratio of the scanning paths of the first and second surface area is changed.
  • This adjustment movement takes place through elements subject to the dynamic valve train motion, such as gear-rack pairing or guides of components with several degrees of freedom.
  • a disadvantage of this prior art is the complexity of the rapidly moving elements, their use in high-speed engines because of the inevitable play between the individual components and the low durability of the line contact Guides of components is inconceivable.
  • valve timing is required to change asymmetrically along with the change in lifting height.
  • stroke maxima are temporal in a state-of-the-art valve train same, so that depending on the stroke size, the camshaft additionally by a certain Angle must be phase shifted.
  • a separate phase adjuster is required for this, the additional space required. Because of the phase shift now the exhaust valves are not actuated by the same camshaft as the intake valves so that two camshafts are required. This is particularly on the page the control drive requires additional space.
  • the invention is based on the object to specify a valve train, the adjustment of the valve stroke and the valve opening duration enabled in a constructively satisfactory manner and with the one as possible compact cylinder head can be designed constructively.
  • This invention is for a valve train by the features of claim 1 and for a corresponding cylinder head by the features of claim 8 given.
  • the valve drive according to the invention is characterized in that the pressure transmission device has a rocker arm which at one end the Contact body carries around a bearing axis parallel and at a distance from the camshaft is oscillating, in its longitudinal direction approximately tangential to the cam base circle of the camshaft and on the element of the pressure transmission device having the contact surface directly or indirectly pressing, and the pressure transmission device further has an adjusting element which is mounted in the cylinder head, the bearing axis of the Rocker arm displaceably leads and a displacement path of the bearing axis of the rocker arm generated about starting from the shift position for maximum valve lift the longitudinal axis of the rocker arm when scanning the cam base circle by the Contact body (35, 221) corresponds.
  • the rocker arm scans the camshaft cam with its contact body transfers its oscillating movement to the oscillating one that carries the contact surface Element of the pressure transmission device.
  • the contact body moves along the circumference of the cam, whereby the cam is scanned sooner or later depending on the direction of rotation of the camshaft becomes.
  • the rocker arm is moved, the rest point of the the contact surface bearing element, resulting in a change in the valve lift height and the valve opening duration.
  • the valve train can be designed such that the adjusting element is rotatable on the camshaft is mounted as well as an element that surrounds the camshaft in a ring part of its circumference has the contact surface to the globe valve.
  • the adjusting element is parallel and in Distance to the camshaft in the cylinder head pivoted axis. It can optionally be rotatably mounted on a shaft attached in the cylinder head or on a be rotatably mounted in the cylinder head adjustment shaft rotatably. It's like one simple lever that extends from its pivot axis to the bearing axis of the rocker arm extends.
  • the storage of the contact surface (80) can be particularly space-saving. having element (78.2) on the axis (100) mounted in the cylinder head.
  • the movement of the rocking lever oscillating about the bearing axis can be advantageous Way transferred by a pressure rod to the element having the contact surface become. It does not matter whether the latter is a cyclical rotating or longitudinally displaceable Performs movement.
  • the contact surface can be pressed directly on the valve or indirectly by means known per se Transmission elements such as a roller rocker arm on the valve issue.
  • the camshaft can remain at a constant speed are driven.
  • This enables a single camshaft to be used both for Control the intake and exhaust valves of an internal combustion engine to be provided.
  • space is free above the cylinder head of this engine, in which the valve train with its Pressure transmission devices can be placed.
  • the space needed over one The cylinder head becomes practical when the valve train according to the invention is arranged not larger, so that a very slim cylinder head can be designed.
  • the valve train according to the invention is located between the camshaft and the at least one inlet valve. Between the camshaft and the at least one exhaust valve can be arranged a known valve train.
  • the cylinder head of an internal combustion engine designed accordingly in accordance with the invention is characterized in that its at least between the camshaft and a Inlet valve existing pressure transmission device has a rocker arm which at its end carries the contact body to a parallel and at a distance from the camshaft existing bearing axis is oscillating, in its longitudinal direction approximately tangential to Cam base circle of the camshaft runs and on that having the contact surface Element of the pressure transmission device bears directly or indirectly, and the pressure transmission device furthermore has an adjustment element which is mounted in the cylinder head, the Bearing axis of the rocker arm leads displaceably and a displacement path of the bearing axis of the rocker arm generated from the shift position for maximum Valve stroke approximately the longitudinal axis of the rocker arm when scanning the cam base circle corresponds through the contact body.
  • valve train according to the invention additionally is also arranged between the camshaft and the exhaust valve, so that the Stroke course of the exhaust valve is controllable in the same way as that of the intake valve.
  • the camshaft and adjusting shaft can be roughly in same height above the valves aligned at an acute angle to each other their essential components.
  • the adjustment shaft can be arranged below the camshaft between the valves.
  • the pressure transmission device is essentially between the camshaft, the adjusting shaft and the inlet valve.
  • FIG Inlet valve 12 A cylinder head 10 with a section of an internal combustion engine is shown in FIG Inlet valve 12 shown. Above the cylinder head 10 and thus also above the Intake valve 12 has an overhead camshaft 34 from which its axis 14 and one of several cams, one for driving the intake valve 12 Inlet cams 16 can be seen.
  • a roller 35 is rotatably mounted, which in the present case is needle-bearing is.
  • the axis of rotation 36 of the roller 35 is parallel to the axis 14 of the camshaft 34 and parallel to another shaft 30.
  • This shaft 30 can be on a circumferential circle 31 can be adjusted back and forth with the radius R2 around the center point M (axis 14). Is to the shaft 30 is attached to an adjusting element 32.
  • This adjustment element 32 can in a corresponding circular arc also around the axis 14 with a constant radius adjust.
  • the adjustment of the adjusting element 32 relative to the respective rotational orientation of the Camshaft 34 takes place by means of a gearwheel 54 fastened on an adjusting shaft 56, that meshes with a toothing 52 provided on the adjusting element 32 stands.
  • the gear 54 is fixed on the adjusting shaft 56 in a rotationally fixed manner.
  • a rocker arm 74 is rotatable on the shaft 30, which is fastened to the adjusting element 32 1, which carries the roller 35 at its upper end in FIG. 1, which on the inlet cam 16 is present.
  • the underside of the element 78 facing the inlet valve 12 has a special one molded contact surface 80.
  • This contact surface 80 presses on a roller 82 which another rocker arm 84 is rotatably held.
  • This lower rocker arm 84 is located from above on a contact surface 22 of the inlet valve 12.
  • This rocker arm 84 is on a hydraulic bolt 23 pivotally mounted.
  • the valve plate 40 of the valve 12 is more or less far from the valve seat 42 moved away and thereby the inlet channel 44 different distances and different open long.
  • the contact surface 80 of the element 78 has a first surface area 80.1 which has a circular cylindrical curvature with the camshaft axis 14 as the cylinder longitudinal axis. The radius of this cylindrical curvature is constant. On this Surface area 80.1 closes another surface area on contact area 80 80.2, which has an alternating distance from the axis 14. On this second surface area 80.2 is followed by a third surface area 80.3 which also has a circular cylindrical curvature with the camshaft axis 14 as the cylinder longitudinal axis. The radius of this third surface area is also 80.3 constant and is larger than the radius of the first surface area 80.1.
  • a rolling of the contact surface 80 on the roller 82 in the area of the first surface area 80.1 and the third surface area 80.3 during the rolling movement no relative adjustment of the valve plate within these two sub-areas 80.1 and 80.3 40 with respect to its valve seat 42 and thus no change in the stroke position of the Inlet valve 12.
  • Only within the middle surface area 80.2 causes twisting of the element 78 and thus a pivoting of the contact surface 80 is a change the stroke position of the inlet valve 12. This effect can be used in different ways become.
  • the adjusting element 32 can, which is not shown in more detail, on the camshaft 34 for example, be held comprehensive component.
  • the adjusting shaft 56 which pivots of the adjusting element 32 relative to the alignment of the camshaft 34 can be rotated in the usual way.
  • the rocker arm 74 can also have a correspondingly shaped one Bear the sliding surface against the camshaft 34.
  • the contact surface 80 can also be on one provided for hydraulic lash adjustment of an intake valve, for example Fit the tappet.
  • FIG. 2 shows a cylinder head 10.2, each with an inlet valve 12.2 and an outlet valve 13.2.
  • On the inlet valve 12.2 is a rocker arm 84, as above in In connection with Figure 1 for the inlet valve 12 there has already been described.
  • the on that Rocker arm 84 existing roller 82 bears against the contact surface 80 from below again has three surface areas 80.1, 80.2 and 80.3. These three surface areas are arranged from left to right in Fig. 2, while in Fig. 1 from are arranged right to left.
  • the contact surface 80 is part of an element 78.2, which has an adjusting shaft 56.2 in the form of a ring. rotates relative to the same.
  • a compression spring 92 which is with its lower end on the cylinder head 10.2 supports. The compression spring 92 thus wants the adjusting element 78.2 to rotate counterclockwise turn the adjusting shaft 56.2.
  • adjusting element 94 On the adjusting shaft 56.2 there is an adjusting element 94 which projects in a rotationally fixed manner This example case obliquely in the area between the two valves 12.2 and 13.2 protrudes.
  • a rocker arm 96 held rotatable.
  • the roller 35 on the one hand rotatably supported At the free end 98 of the rocker arm 96 is the roller 35 on the one hand rotatably supported, which abuts the inlet cam 16, as well as the one end of a push rod 76.2 stored.
  • the other end of this push rod 76.2 presses against the element 78.2.
  • the push rod 76.2 thus presses clockwise against the element 78.2.
  • the pivoting of the adjusting elements 32, 94 is used with a suitable design of the components and corresponding direction of rotation of the camshaft not only the change of Maximum stroke and opening time, but also changes the phase of each Stroke maximums relative to the camshaft / crankshaft so that particularly favorable motor Operating points with regard to fuel consumption and exhaust emissions are shown can without an additional twisting device of the intake camshaft.
  • a cylinder head 210 with an intake valve 212 and an exhaust valve 213.
  • the cam 216 is scanned by a roller 221.
  • the roller 221 is on a pin 222 is rotatably supported by means of needles and transmits the cam stroke to the rocker arm 220.
  • the rocker arm 220 oscillates about the axis 223 of a pin 224. With its The contact surface 225 presses the rocker arm 220 on the rounded end face 231 of the tappet 230 and sets it in an oscillating motion according to the cam stroke.
  • the plunger 230 has the shape of a cylinder and is in a bore in the frame 265 slidably mounted. The plunger mass is through a recess 232 reduced.
  • the plunger 230 has one at its end opposite the end face 231 Recess on, which creates the contact surface 238 on which another needle-bearing Roll 241 is present.
  • This contact area is divided into three surface areas.
  • the first surface area 235 is flat and runs parallel to the ram longitudinal axis 233 also represents the axis of movement.
  • the second surface area 236 has any one Contour, which is not at the same time flat and runs parallel to the tappet axis 233 and opens in the direction of the tappet axis 233 in the first surface area 235 and the third surface area 237.
  • the third surface area 237 again runs flat and parallel to the tappet axis 233, being closer to the inlet valve than the first Surface area 235.
  • the roller 241 Depending on the stroke position of the plunger 230, the roller 241 lies alternately on the surface areas 235, 236 and 237 respectively.
  • the roller 241 transmits via a pin 242 the valve actuation force on the rocker arm 240, which is in a known manner on a Hydraulic bolt 248 supports and at its other end via a contour 245 on the Valve stem end of intake valve 212 presses.
  • the tappet 230 experiences no restoring force by the valve spring 214 of the intake valve 212. Therefore, the restoring spring 250 required, which acts on the plunger 230 via a riveted spring plate 251 and this, the rocker arm 220 with its roller 221 and the cam 216 in constantly keeps pressing contact.
  • the return spring 250 is supported in the cylinder head 210 via a screwed on cover 218.
  • the adjusting shaft 260 is parallel to the camshaft 215 rotatably mounted.
  • a cranked lever-shaped adjusting element 262 is on his wide end connected by a pin to the adjusting shaft 260 in a rotationally fixed manner - this lever end is not on the drawing level and is partially shown in the breakup.
  • On his The narrow end of the adjusting element 262 rotatably supports the bolt 224.
  • the pin axis 223 is the axis of rotation of the rocker arm 220 and can simultaneously by rotating the Adjustment shaft 260 are pivoted about its axis 261.
  • a constant rotation of the camshaft 215 is set counterclockwise ahead, the stroke maximum occurs earlier in the position of the adjusting shaft according to FIG. 4 than in the position shown in Figure 3.
  • the contact surface 225 is the Rocker arm 220 designed so that during the adjustment of the adjustment shaft 260 Ram 230 in its respective rest position between the stroke events at the same time Early adjustment of the maximum stroke moves more and more towards the camshaft 215. This effect and the changed lever ratio on the rocker arm 220 cause that the plunger 230 in the arrangement according to FIG.
  • the roller 241 already reaches after a very slight stroke movement of the plunger 230, the surface area 236, so that a lifting movement of the Intake valve 212 takes place, and finally surface area 237, the valve remains at maximum lifting height.
  • the roller 241 alternately runs through the Surface areas 235 and 236 such that different portions of the stroke movement of the tappet 230 on the non-valve opening surface area 235 or on the valve opening Surface area 236 is eliminated. Therefore, the adjustment shaft is twisted 260 along with the change in valve opening and closing times Change in stroke amplitude and opening time of intake valve 212.
  • FIG. 5 shows an example of a family of valve lift curves, such as those by means of of the valve train shown in Figures 3 and 4 with left-turning camshaft can be generated.
  • the valve opens when the phase position is almost constant, while the stroke amplitude increases continuously with the opening time.
  • the stroke amplitude Upon reaching the Surface area 237 by the roller 241, the stroke amplitude remains constant during the opening time continues to increase. This corresponds to an elongation of the stroke curve as indicated the curve can be seen with a stroke amplitude of 10 millimeters.
  • the outlet valve 213 is actuated via a rocker arm 270 known per se. He is rotatably mounted on a shaft 275 and transmits its movement via a hydraulic Valve lash adjuster 274 on exhaust valve 213. Scanning the cam takes place via a needle-bearing roller 271 and a bearing pin 272
  • the camshaft 215 and corresponding valve timing can also the roller 271 otherwise scan the cam 216 of the camshaft 215 assigned to the intake valve.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un mécanisme de distribution de moteur à combustion interne, situé entre au moins une soupape de levage (12) et un arbre à cames (34), pour assurer la commande de la marche variable de levée. Le mécanisme de distribution comprend un dispositif de transmission de pression placé de manière à appuyer sur la soupape de levage (12), ainsi qu'un élément de contact (35) situé sur une came (16) de l'arbre à cames (34) et qui produit un mouvement oscillant du dispositif de transmission de pression, lors de son changement de position dû à la rotation de la came (16). Le dispositif de transmission de pression présente une surface de contact (80) par l'intermédiaire de laquelle s'effectue la transmission de pression. La surface de contact (80) qui peut pivoter autour de l'axe du palier (14) comporte d'une part une première zone superficielle (80,1) présentant une courbure cylindrique circulaire, l'axe du palier (14) constituant l'axe longitudinal du cylindre, et d'autre part, une seconde zone superficielle (80,2) qui se raccorde à la première zone superficielle (80,1) et ne présente pas de courbure cylindrique circulaire.

Claims (10)

  1. Mécanisme de distribution d'un moteur à combustion interne, qui est présent entre sa ou ses soupapes (12, 12.2, 212) à levée rectiligne et son arbre à cames (34, 215) pour commander l'allure variable de la levée,
    avec un dispositif de transmission de pression, qui peut être réglé transversalement à l'axe (14, 217) de l'arbre à cames et qui s'applique en pression, par sa face de contact (80, 238), contre la soupape (12, 12.2, 212) à levée rectiligne,
    avec une face de contact (80, 238) du dispositif de transmission de pression qui présente au moins une première région de surface (80.1, 235), la soupape (12, 12.2, 212) n'accomplissant pas de mouvement de levée lors du mouvement relatif cyclique de cette première région par rapport à ladite soupape, et une deuxième région de surface (80.2, 236), limitrophe de la première, un mouvement d'ouverture de la soupape (12, 12.2, 212) étant produit lors du contact de cette deuxième région avec ladite soupape,
    avec un corps de contact (35, 221), qui s'applique contre une came (16, 216) de l'arbre à cames (34, 215) et qui, lors de sa modification de position provoquée par la rotation de la came (16, 216), produit un mouvement oscillant du dispositif de transmission de pression,
    caractérisé en ce que
    le dispositif de transmission de pression présente un levier oscillant (74, 96, 220) qui
    porte à sa première extrémité (98) le corps de contact (35, 221),
    est monté en oscillation autour d'un axe de palier (30, 223) présent parallèlement et à distance de l'arbre à cames (34, 116, 215),
    s'étend, dans sa direction longitudinale, environ tangentiellement au cercle de base (16.1) de la came de l'arbre à cames (34, 116, 215),
    s'applique en pression, indirectement ou directement, contre l'élément (78, 78.2, 230) du dispositif de transmission de pression qui présente la face de contact (80, 238),
    le dispositif de transmission de pression présente un élément de réglage (32, 94, 262) qui
    est monté dans la culasse,
    guide avec possibilité de décalage l'axe de palier (30, 223) du levier oscillant (74, 96, 220),
    produit une trajectoire de décalage de l'axe de palier (30, 223) du levier oscillant (74, 96, 220) qui, en partant de la position de décalage pour la levée de soupape maximale, correspond approximativement à l'axe longitudinal du levier oscillant (74, 96, 220) lors du balayage du cercle de base (16.1) de la came par le corps de contact (35, 221).
  2. Mécanisme de distribution selon la revendication 1, caractérisé en ce que
    l'élément de réglage (32) est monté à rotation sur l'arbre à cames (34),
    l'élément (78) présentant la face de contact (80) est monté à rotation sur l'arbre à cames (34).
  3. Mécanisme de distribution selon la revendication 1, caractérisé en ce que l'élément de réglage (94, 262) est pivotant autour d'un axe (100, 261) monté dans la culasse parallèlement et à distance de l'arbre à cames (116, 215).
  4. Mécanisme de distribution selon la revendication 3, caractérisé en ce que l'élément de réglage (94, 262) est monté à rotation sur un arbre (56.2, 260) fixé dans la culasse.
  5. Mécanisme de distribution selon la revendication 3, caractérisé en ce que l'élément de réglage (94, 262) est fixé en solidarité de rotation sur un arbre de réglage (56.2, 260) monté à rotation dans la culasse.
  6. Mécanisme de distribution selon une des revendications 3 à 5,
    caractérisé en ce que l'élément (78.2) présentant la face de contact (80) est monté à rotation sur l'axe (100) monté dans la culasse.
  7. Mécanisme de distribution selon la revendication 1, caractérisé en ce que le levier oscillant (74, 96) s'applique indirectement, par l'intermédiaire d'une barre de pression (76, 76.2), contre l'élément (78, 78.2) présentant la face de contact (80).
  8. Mécanisme de distribution selon la revendication 1, caractérisé en ce que le levier oscillant (220) s'applique directement, par une face de contact (225), contre un poussoir (230) présentant la face de contact (238).
  9. Culasse d'un moteur à combustion interne,
    avec au moins une soupape d'admission (12, 12.2, 212) et au moins une soupape d'échappement (13.2, 213),
    avec un arbre à cames (34, 215) pour commander l'allure de la levée des soupapes (12, 12.2, 13.2, 212, 213),
    avec un premier mécanisme de distribution, présent entre cet arbre à cames (34, 215) et la ou les soupapes d'échappement (13.2, 213),
    avec un deuxième mécanisme de distribution, présent entre cet arbre à cames (34, 215) et la ou les soupapes d'admission (12, 12.2, 212),
    avec un dispositif de transmission de pression, présent au moins dans le deuxième mécanisme de distribution, dispositif qui peut être réglé transversalement à l'axe (14, 217) de l'arbre à cames et qui s'applique en pression, par sa face de contact (80, 238), contre une soupape (12, 12.2, 212) à levée rectiligne,
    avec au moins une face de contact (80, 238) du dispositif de transmission de pression qui présente au moins une première région de surface (80.1, 235), la soupape (12, 12.2, 212) n'accomplissant pas de mouvement de levée lors du mouvement relatif cyclique de cette première région par rapport à ladite soupape, et une deuxième région de surface (80.2, 236), limitrophe de la première, un mouvement d'ouverture de la soupape (12, 12.2, 212) étant produit lors du contact de cette deuxième région avec ladite soupape,
    avec un corps de contact (35, 221), qui s'applique contre une came (16, 216) de l'arbre à cames (34, 215) et qui, lors de sa modification de position provoquée par la rotation de la came (16, 216), produit un mouvement oscillant du dispositif de transmission de pression,
    selon une des revendications précédentes,
    caractérisée en ce que
    le dispositif de transmission de pression présente un levier oscillant (74, 96, 220) qui
    porte à sa première extrémité (98) le corps de contact (35, 221),
    est monté en oscillation autour d'un axe de palier (30, 223) présent parallèlement et à distance de l'arbre à cames (34, 116, 215),
    s'étend, dans sa direction longitudinale, environ tangentiellement au cercle de base (16.1) de la came de l'arbre à cames (34, 116, 215),
    s'applique en pression, indirectement ou directement, contre l'élément (78, 78.2, 230) du dispositif de transmission de pression qui présente la face de contact (80, 238),
    le dispositif de transmission de pression présente un élément de réglage (32, 94, 262) qui
    est monté dans la culasse,
    guide avec possibilité de décalage l'axe de palier (30, 223) du levier oscillant (74, 96, 220),
    produit une trajectoire de décalage de l'axe de palier (30, 223) du levier oscillant (74, 96, 220) qui, en partant de la position de décalage pour la levée de soupape maximale, correspond approximativement à l'axe longitudinal du levier oscillant (74, 96, 220) lors du balayage du cercle de base (16:1) de la came par le corps de contact (35, 221).
  10. Culasse selon la revendication 9, caractérisée en ce que le premier mécanisme de distribution est configuré comme le deuxième mécanisme de distribution, de sorte qu'un dispositif de transmission de pression présentant un levier oscillant (74, 96, 220) et un élément de réglage (32, 94, 262) est présent aussi bien entre l'arbre à cames (34, 215) et la ou les soupapes d'admission (12, 12.2, 212) qu'entre l'arbre à cames (34, 215) et la ou les soupapes d'échappement (13.2, 213).
EP97932761A 1996-07-20 1997-07-18 Mecanisme de distribution et culasse de moteur a combustion interne Expired - Lifetime EP0914546B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19629349 1996-07-20
DE19629349A DE19629349A1 (de) 1996-07-20 1996-07-20 Ventiltrieb und Zylinderkopf einer Brennkraftmaschine
DE19640520A DE19640520A1 (de) 1996-07-20 1996-10-01 Ventiltrieb und Zylinderkopf einer Brennkraftmaschine
DE19640520 1996-10-01
PCT/DE1997/001514 WO1998003778A1 (fr) 1996-07-20 1997-07-18 Mecanisme de distribution et culasse de moteur a combustion interne

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EP0914546B1 true EP0914546B1 (fr) 2001-05-16

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Publication number Publication date
EP0914546A1 (fr) 1999-05-12
DE59703557D1 (de) 2001-06-21
WO1998003778A1 (fr) 1998-01-29
DE19780736D2 (de) 1998-10-01
DE19640520A1 (de) 1998-04-09

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