EP1573190A1 - Culasse de moteur a combustion interne a baguette de palier d'arbre a cames - Google Patents

Culasse de moteur a combustion interne a baguette de palier d'arbre a cames

Info

Publication number
EP1573190A1
EP1573190A1 EP03748043A EP03748043A EP1573190A1 EP 1573190 A1 EP1573190 A1 EP 1573190A1 EP 03748043 A EP03748043 A EP 03748043A EP 03748043 A EP03748043 A EP 03748043A EP 1573190 A1 EP1573190 A1 EP 1573190A1
Authority
EP
European Patent Office
Prior art keywords
cylinder head
camshaft
camshaft bearing
bearing
bearing strip
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
EP03748043A
Other languages
German (de)
English (en)
Other versions
EP1573190B1 (fr
Inventor
Georg Malek
Doris Schiecke
Axel Temmesfeld
Brian O'reilly
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1573190A1 publication Critical patent/EP1573190A1/fr
Application granted granted Critical
Publication of EP1573190B1 publication Critical patent/EP1573190B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • 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
    • 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
    • F01L13/0021—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 rocker arm ratio
    • F01L13/0026—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 rocker arm ratio by means of an eccentric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/38—Cylinder heads having cooling means for liquid cooling the cylinder heads being of overhead valve 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—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
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • 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
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • F01L2303/01—Tools for producing, mounting or adjusting, e.g. some part of the distribution
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/13—Throttleless
    • 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]

Definitions

  • the present invention relates, according to the preamble of claim 1, to a cylinder head of an internal combustion engine having a cylinder head housing, a two-part camshaft bearing strip with a lower part comprising a lower bearing block and an upper part comprising an upper bearing cover, and a cylinder head cover.
  • the lower part of the carrier described has crosspieces, each of which comprises bearing lower parts for mounting the intake and exhaust camshafts, further struts and supports and receptacles for tappets are arranged in the spaces formed between the crosspieces.
  • the upper part of the carrier likewise has transverse webs, which each comprise upper bearing parts corresponding to the lower bearing parts of the lower part for mounting the intake and exhaust camshafts; the upper part of the carrier is also designed like a frame open at the top.
  • the camshaft carrier according to the DE '39 40 845 C1 are accessible, for example the spaces formed between the transverse webs for the introduction of support bearings in the processing of the storage aisles because of the arrangement for receiving the tappet and the central webs exclusively from above through the carrier shell;
  • the upper part of the carrier is necessarily designed to be open at the top, so that the arrangement during operation of the internal combustion engine offers no protection for oil spraying off the cams and the oil is thrown directly onto the cylinder head cover, in particular the seals between the cylinder head cover and the cylinder head housing and seals in the area of the spark plug dome be claimed.
  • the carrier due to its frame-like configuration, the carrier has only a small section modulus, so that there is not sufficient rigidity, particularly in the longitudinal direction.
  • the object of the present invention is to further develop a cylinder head of the type mentioned at the outset in such a way that particularly high rigidity is achieved in a simple and cost-effective manner and a production-technically favorable production, in particular of the camshaft carrier, is made possible. Furthermore, the cylinder head should be light and only include some components.
  • the object is achieved with the features of claim 1, the underlying concept comprising a hood-like closed design of the upper part of the camshaft bearing strip, in particular in the area between the bearing caps.
  • the camshaft bearing strip includes integrated oil channels for the application of oil to the camshaft bearings and / or the cams.
  • the oil channels are acted upon for example from below through the lower part of the camshaft bearing strip, channels in the longitudinal direction of the bearing strip directing the lubricating oil to the bearing points or to the cams.
  • camshaft bearing strip from die-cast magnesium alloy and to process it at least approximately independently of the other components of the cylinder head before installation.
  • support bearings can be inserted from below through the lower part for machining the bearing lane of the camshaft bearing strip.
  • aluminum screws are provided for fastening the camshaft bearing strip to the cylinder head housing, in particular with a design of the camshaft bearing strip in magnesium alloy and a cylinder head housing made of steel or aluminum, a particular advantage being the low preload losses of this connection.
  • a separate camshaft bearing ledge is preferably provided for mounting an intake or exhaust camshaft, which results in special design freedoms. Furthermore, it is considered to be very advantageous if the spark plug domes for integrating the spark plugs are integrally molded into the cylinder head cover; Compared to a version with separate pipe sockets in the cylinder head cover to accommodate the spark plugs, there is no additional connection and seal, compared to spark plug domes that are cast with the cylinder head housing, there is the advantage that a design together with the cylinder head cover in magnesium alloy is possible.
  • FIG. 1 shows a section through a cylinder head
  • FIG. 2 is a plan view of a two-part camshaft bearing strip
  • Figure 3 shows a two-part camshaft bearing strip from below
  • FIG. 4 sections through a two-part camshaft bearing strip.
  • FIG. 1 shows a cylinder head 100 according to the invention using the example of an internal combustion engine with a variable valve train, in which a quantitative metering of the cylinder charge takes place by means of a variable stroke of the intake valves.
  • the cylinder head 100 has a cylinder head housing 102, a camshaft 106 for actuating intake valves, not shown here, with lower camshaft bearing blocks 112 and upper camshaft bearing caps 116, which are connected to the cylinder head housing 102 by means of screws 122, a camshaft 104 for actuating exhaust valves, not shown here with lower camshaft bearing blocks 114 and upper camshaft bearing caps 118, which are connected to the cylinder head housing 102 by means of screws 120 and a cylinder head cover 110.
  • an eccentric shaft 108 for controlling the change in stroke of the intake valves is arranged and mounted.
  • the cylinder head cover 110 includes integrated domes 126 for receiving spark plugs.
  • Oil channels 124 are provided for supplying oil to the cams and camshaft bearings.
  • the cylinder head housing 102 is made of cast steel or aluminum, in particular the bearing blocks
  • Cylinder head cover 110 is made of a magnesium alloy, which saves a lot of weight while maintaining high rigidity.
  • the (machining) processing of the components of different materials takes place separately from each other, so that due to the mix of materials there is no additional increased processing effort.
  • the arrangements for mounting the camshaft can be installed and machined, it is not necessary to have one in the area of the cylinder head cover
  • spark plug domes 126 Due to the integration of the spark plug domes 126 into the cylinder head cover 110, their execution in magnesium alloy is also possible compared to other designs in which the spark plug domes are cast together with the cylinder head housing. In addition, compared to exemplary embodiments with separate tubular receptacles for the spark plugs inserted into the cylinder head cover Elimination of the otherwise necessary seal and the simplified production advantageous.
  • aluminum screws 120, 122 are used for fastening the camshaft bearing arrangements to the cylinder head housing 102, a particular advantage being their similar thermal expansion compared to the magnesium alloy used. The aluminum screws 120, 122 used, moreover, cannot be tightened excessively and have a very advantageous behavior with regard to the loss of pretensioning of the connection.
  • FIG. 2 shows a two-part camshaft bearing strip 200, which comprises a lower part 252 with a plurality of lower bearing blocks 240 and an upper part 254 with a plurality of upper bearing caps.
  • Chamber-like sections 242 are formed between the bearing points, and the hood-like design of the upper bearing ledge 254 means that these chamber sections 242 are each closed off at the top, so that effective splash protection is provided against oil being thrown off by cams rotating in the chamber sections 242.
  • Chamber sections 242 also serve as a pre-oil separator.
  • Another essential point is the increased rigidity, particularly in the longitudinal direction, due to the closed design of the upper bearing strip 254.
  • the camshaft bearing ledge 200 consists of a magnesium alloy;
  • the magnesium alloy used is characterized by particularly good creep behavior, especially at oil temperatures up to 150 ° C.
  • Bores 244, 246, 248, 250 are provided in the area of the bearing blocks for connecting both the upper bearing bar 254 to the lower bearing bar 252 and both bearing bars 252, 254 by means of screws on the cylinder head housing.
  • FIG. 3 shows the lower bearing bar 352 and the upper bearing bar 354 from below.
  • the chamber sections 342 closed at the top are open at the bottom and are accessible from below through the lower bearing bar 352.
  • Each chamber section 342 is divided by webs 360 in the upper bearing bar 354 and webs 362, 364, 366 in the lower bearing bar 352 into two partial sections 368, 370 adjacent to the bearing blocks 340, in which the cams (not shown in more detail here) when the valves are actuated rotate.
  • oil outlet points 256 are provided in the upper bearing strip 354, through which oil emerges in the direction of the cams.
  • the pockets 290 shown in FIG. 2 with integrated oil channels are provided for oil transfer between the oil exit points 356 and further oil exit points for lubricating the camshaft bearings.
  • FIG. 4 shows sections A-A through the area of an oil spray nozzle 456 and B-B through the area of a camshaft bearing of the bearing ledge 400.
  • the camshaft bearings are lubricated via oil outlet points 482;
  • Oil spray nozzles 456 for lubricating the cams can be acted upon by oil via an opening 480 and an oil channel 484 which extends on the outside of the camshaft bearing strip and essentially in the axial direction.
  • the opening 480 is located approximately in the middle in the separation area between the upper bearing ledge 452 and the lower bearing ledge 454, the oil spray nozzles 456 are in the region of the upper bearing ledge 452, the emerging oil jet being directed obliquely downwards in the direction of the cam. Oil is applied to the entire lubrication system from below through the cylinder head housing and the lower bearing block.
  • the camshaft bearing strip described is particularly suitable for use in an internal combustion engine whose valve actuation is based on the rocker arm concept, since there is no guidance for cup tappets in the area of the lower bearing strip 252, 352, and the chamber sections 242, 342 from below, in contrast to confirmation by means of a cup tappet are freely accessible.
  • the necessary support bearings can be introduced from below, so that the chamber sections 242, 342 can be closed at the top.
  • the structural separation of the bearing arrangements for mounting the intake and exhaust camshafts is made possible in particular by the special rigidity of the construction, so that no frame-like construction is necessary for • joint mounting of the intake and exhaust camshafts and a much freer design - e.g. around 90 ° with respect to their longitudinal axis rotated arrangement of the intake camshaft bearing strip as shown in Figure 1 - is possible.
  • camshaft bearing strip is further simplified compared to a construction for jointly storing both the intake and exhaust camshafts in that a processing machine with only one spindle is required instead of a machine with two parallel spindles.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne une culasse (100) de moteur à combustion interne, comportant un boîtier de culasse (102), une baguette de palier d'arbre à cames (200) en deux parties, à savoir une partie inférieure (252) comprenant un support de palier inférieur (240) et une partie supérieure (254) comprenant un chapeau de palier supérieur, ainsi qu'un capot de culasse (110). La partie supérieure (254) de la baguette de palier d'arbre à cames (200) est conçue de manière fermée, comme un capot, notamment dans la zone située entre les chapeaux de paliers.
EP03748043A 2002-10-29 2003-09-16 Culasse de moteur a combustion interne a baguette de palier d'arbre a cames Expired - Lifetime EP1573190B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10250303 2002-10-29
DE10250303A DE10250303A1 (de) 2002-10-29 2002-10-29 Zylinderkopf einer Brennkraftmaschine mit Nockenwellenlagerleiste
PCT/EP2003/010303 WO2004040115A1 (fr) 2002-10-29 2003-09-16 Culasse de moteur a combustion interne a baguette de palier d'arbre a cames

Publications (2)

Publication Number Publication Date
EP1573190A1 true EP1573190A1 (fr) 2005-09-14
EP1573190B1 EP1573190B1 (fr) 2009-12-30

Family

ID=32114903

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03748043A Expired - Lifetime EP1573190B1 (fr) 2002-10-29 2003-09-16 Culasse de moteur a combustion interne a baguette de palier d'arbre a cames

Country Status (5)

Country Link
US (1) US7165522B2 (fr)
EP (1) EP1573190B1 (fr)
JP (1) JP2006504894A (fr)
DE (2) DE10250303A1 (fr)
WO (1) WO2004040115A1 (fr)

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Also Published As

Publication number Publication date
US7165522B2 (en) 2007-01-23
DE10250303A1 (de) 2004-05-19
US20050252470A1 (en) 2005-11-17
EP1573190B1 (fr) 2009-12-30
DE50312304D1 (de) 2010-02-11
JP2006504894A (ja) 2006-02-09
WO2004040115A1 (fr) 2004-05-13

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