EP2500533B1 - Moteur à combustion interne doté d'un arbre à came mixte - Google Patents

Moteur à combustion interne doté d'un arbre à came mixte Download PDF

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Publication number
EP2500533B1
EP2500533B1 EP12001347.9A EP12001347A EP2500533B1 EP 2500533 B1 EP2500533 B1 EP 2500533B1 EP 12001347 A EP12001347 A EP 12001347A EP 2500533 B1 EP2500533 B1 EP 2500533B1
Authority
EP
European Patent Office
Prior art keywords
camshaft
cam
combustion engine
internal combustion
mixed
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.)
Not-in-force
Application number
EP12001347.9A
Other languages
German (de)
English (en)
Other versions
EP2500533A2 (fr
EP2500533A3 (fr
Inventor
Axel Groenendijk
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.)
Volkswagen AG
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Volkswagen AG
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Filing date
Publication date
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Publication of EP2500533A2 publication Critical patent/EP2500533A2/fr
Publication of EP2500533A3 publication Critical patent/EP2500533A3/fr
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Publication of EP2500533B1 publication Critical patent/EP2500533B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/026—Gear 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
    • 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
    • F01L13/0042—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 being 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/185—Overhead end-pivot rocking arms
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
    • 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
    • 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
    • F01L2001/34486—Location and number of the means for changing the angular relationship
    • 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 an internal combustion engine, in particular a diesel engine, in particular a motor vehicle, with at least one working cylinder, wherein each cylinder at least two intake valves and at least one exhaust valve is assigned, wherein at least two camshafts are provided, of which at least one mixed camshaft both at least one inlet valve and actuated at least one exhaust valve, wherein at least one mixed camshaft which actuates both at least one inlet valve and at least one exhaust valve, a phaser is arranged which valve timing of the mixed camshaft associated intake and exhaust valves against the valve timing of the at least one other camshaft optional after Early or late adjusted, according to the preamble of claim 1.
  • a valve train in which a cam carrier is arranged rotationally fixed and axially displaceable on a base camshaft.
  • the cam carrier consists of a tubular material, on which at least one cam is arranged, in which emerge from a common base circle axially offset several different cam tracks.
  • the object of the invention is to improve or optimize intake and / or exhaust gate times for the thermodynamic optimization of engine operation in the map.
  • At least on the mixed camshaft at least one cam carrier is provided, wherein the cam carrier relative to this mixed camshaft rotatably and axially displaceably on the mixed camshaft is arranged, wherein the at least one cam carrier has at least one cam on which at least two different Cam tracks are formed, wherein means for axially displacing the at least one cam carrier relative to the mixed camshaft between a first axial position and at least one second axial position are provided.
  • the at least two different cam tracks may be arranged axially spaced from each other and extend substantially parallel to each other.
  • at least a first of the at least two different cam tracks may have a different course from a second of the at least two different cam tracks on the cam at a radial distance from the axis of the cam Have camshaft and / or in the circumferential direction of the mixed camshaft.
  • a high mechanical stability with functional reliability of the cam carrier over many cycles is achieved by enclosing the at least one cam carrier for supporting the at least one camshaft of at least one cylinder head-fixed camshaft bearing.
  • the mixed camshaft may in each case comprise at least one cam for one of the working cylinders, wherein the intake and exhaust valves associated with the mixed camshaft are simultaneously adjustable by actuation of the adjuster either early or late.
  • a particularly well optimizable adaptation of valve timing to an operating state of the internal combustion engine is achieved in that the adjuster is designed such that it has an adjustment range for the valve timing of 60 ° CA +/- 20 °.
  • the operation of the individual intake and exhaust valves in particular for a working cylinder, can be designed individually: at least one of the at least two different cam tracks on a cam for actuating an intake valve and at least one other of the at least two different cam tracks on a cam for actuating an exhaust valve different courses at a radial distance from the axis of the mixed.
  • the cam tracks may have different profiles of their height as a function of the azimuthal angle to the axis of the mixed camshaft.
  • the actuation of the individual intake and exhaust valves of an internal combustion engine with a plurality of working cylinders can be designed individually for individual working cylinders, in particular for the intake valves or for the exhaust valves: at least one of the at least two different cam tracks on one first cam for actuating an inlet or an outlet valve of a first working cylinder and at least one other of the at least two different cam tracks on a cam for actuating a on or Exhaust valve of a second working cylinder may have different courses at a radial distance from the axis of the mixed camshaft and / or in the circumferential direction of the mixed camshaft.
  • the cam tracks may have different profiles of their height as a function of the azimuthal angle to the axis of the mixed camshaft.
  • each cylinder two exhaust valves are assigned, wherein two camshafts are provided, wherein a first camshaft, one half of the intake and exhaust valves and a second camshaft, the other half of the Ein - And exhaust valves actuated, the first camshaft having fixed timing for the camshaft associated valves and is arranged on the second camshaft of the adjuster.
  • a particularly large adjustment range, especially in diesel engines, without collision between valves and reciprocating piston is achieved in that the second camshaft is designed such that at an adjustment angle of 0 ° KW, the exhaust valves associated with the second camshaft close sooner than those associated with the first camshaft Open exhaust valves and the intake valves associated with the second cam later and later close than the intake valves associated with the first camshaft.
  • thermodynamic optimization of the operation of the internal combustion engine is achieved in that the second camshaft is designed such that close at an adjustment angle of 0 ° KW, the intake valves associated with the second camshaft at the same time with the intake valves associated with the first camshaft. In this case, only a late adjustment takes place.
  • a particularly simple and functionally reliable axial displacement of the cam carrier is achieved in that the means for axially displacing the at least one cam carrier relative to the mixed camshaft between a first axial position and at least a second axial position at least one axially fixed relative to the blended camshaft and radially between a first and a second pin position displaceable bolt which engages in the second pin position in a formed on the cam carrier, in the radial direction circumferential groove and spaced in the first pin position of this groove, wherein the groove is formed such that the cam carrier of an axial position on the mixed camshaft shifts to a different axial position on the mixed cam shaft when the bolt engages in the groove.
  • a particularly fast and repeatable axial displacement of the cam carrier is achieved by providing at least one first pin which selectively engages a first groove and at least one second pin spaced axially with respect to the mixed camshaft from the first pin engages the second groove spaced axially from the first groove with respect to the blended camshaft, wherein the cam carrier moves from the first axial position on the blended camshaft to the second axial position on the blended camshaft as the first bolt engages and disengages the first cam groove second axial position on the blended camshaft moves to the first axial position on the blended camshaft when the second bolt engages the second groove.
  • the internal combustion engine may in particular be a diesel engine. It is preferably an internal combustion engine of a motor vehicle, in particular a trackless agricultural vehicle.
  • an inventive internal combustion engine comprises a cylinder head 10, are arranged in the non-illustrated working cylinder, in which each have a reciprocating piston (not shown) oscillating moves.
  • the cylinder head 10 has an outlet side 12, at which exhaust gases are discharged from the working cylinders, and an inlet side 14, at which the working cylinders fresh gas is supplied.
  • Each cylinder is associated with two intake valves (not shown) and two exhaust valves (not shown), wherein a first camshaft 16 and a second camshaft 18 are provided.
  • the first camshaft 16 carries inlet cams 20; each actuating an intake valve, and exhaust cams 22 each actuating an exhaust valve.
  • the second camshaft 18 carries intake cams 24, each actuating an intake valve, and exhaust cams 26, each actuating an exhaust valve.
  • intake cams 20, 24 and exhaust cams 22, 26 alternate as seen in the longitudinal direction. In this way, the two intake valves and exhaust valves of each working cylinder are actuated by different camshafts 16, 18.
  • each of the camshafts 12, 14 is a so-called mixed camshaft, ie, each camshaft 12, 14 actuates both intake and exhaust valves via respective intake cams 20, 24 and exhaust cams 22, 26, respectively.
  • the timing of the first camshaft 16 for the associated intake and exhaust valves are fixed unchangeable.
  • a phaser 28 which changes the timing of the intake and exhaust valves associated therewith with respect to the timing of the first camshaft 16 by rotating the second camshaft 18 by the phaser 28 relative to the first camshaft 16.
  • the first camshaft 16 is the camshaft that is driven at 30 by a crankshaft, not shown, of the internal combustion engine.
  • the first camshaft 16 in turn drives the second camshaft 18 via gears 32.
  • FIG. 3 to 5 is on a horizontal axis 34, a crank angle and a vertical axis 36, a lifting movement applied.
  • On the horizontal axis 34 is at 38 a bottom dead center (UT) of the reciprocating before.dem charge change, at 40 an upper dead center (TDC) of the reciprocating piston during the charge cycle and at 42 a bottom dead center (UT) of the reciprocating piston applied after the charge cycle.
  • a first graph 44 illustrates the lift 36 across the crank angle 34 for the piston
  • a second graph 46 illustrates the lift 36 over the crank 34 for those exhaust valves controlled by the exhaust cams 22 of the first cam 16
  • a third graph 48 (dashed line) FIG.
  • a fourth graph 50 illustrates the lift motion 36 versus the crank angle 34 for those intake valves that are from the intake cams 20 of the first camshaft 16 controlled and a fifth graph 52 (dashed) illustrates the lift 36 over the crank angle 34 for those intake valves controlled by the intake cams 24 of the second camshaft 18.
  • Fig. 3 is a position of the adjuster 28 shown at 0 ° KW, ie, the camshafts 16, 18 are not rotated against each other.
  • Fig. 4 is a position of the adjuster at maximum displacement towards late and in Fig. 5 is a position of the adjuster at maximum adjustment shown in the morning.
  • the stroke of the valves of the first crankshaft 16 (second graph 46 and fourth graph 50) remains unchanged relative to the crankshaft, whereas the stroke of the valves of the second crankshaft 18 (third graph 48 and fifth graph 52 each dashed) together for the associated Inlet valves and exhaust valves are moved.
  • the prerequisite for this simulated Miller is the presence of at least two intake valves per cylinder and one, preferably two exhaust valves per cylinder, the intake valves of each cylinder being actuated by different crankshafts.
  • a camshaft 16 serves half of all intake and exhaust valves with conventional timing.
  • the inlet side is optimized for maximum filling at a specific operating point, for example for the cold start operating point.
  • the second camshaft 18 operates the remaining intake and exhaust valves and is with respect to the cam contour for "exhaust valve closes" and "inlet valve opens” designed so that an adjustment of this camshaft 18 of about 60 ° CA +/- 20 ° can take place without piston collision ,
  • the Miller bulk is achieved in that the earliest "intake valve opens” associated with one camshaft 16 and the latest “intake valve closes” the other camshaft 18 different valves for each cylinder, see. Fig. 4 ,
  • this can also be considered as 0 ° position for the second camshaft 18, so that then only a retardation occurs. It is important in any case, however, that the intake cam of the first camshaft 16 is shortened in such a way in comparison to UT, for example in diesel engines at about 10 ° -25 ° CA to UT, that the UT position ES can be achieved by both cams.
  • FIG. 6 shows a portion of the second mixed camshaft 18, on which axially spaced, for example, four formed as a hollow shaft cam carrier 54 are arranged, wherein in Fig. 6 only one of the cam supports 54 is shown.
  • the following description refers only to the illustrated cam carrier 54, but also applies to all other, not shown cam carrier on the second camshaft 18.
  • the cam carrier 54 is axially displaceable on the second camshaft 18 but rotatably mounted.
  • a worm drive with an axial curve 56 or 68 designed as a depression or groove, which winds helically about a cam carrier axis.
  • the grooves 56, 58 extend circumferentially around the cam carrier 54.
  • each cam piece 54 On the cam carrier 54, two cams are arranged, with each cam from the same base circle axially offset two different cam tracks 60, 62 and 64, 66 emerge.
  • the cylindrical region of the lateral surface of each cam piece 54 located between the two cams is designed as a bearing surface for a camshaft bearing 68.
  • Each cam carrier 54 is rotatably and axially displaceably mounted with this cylindrical bearing surface in a camshaft bearing block 68 of a cylinder head (not shown).
  • the two camshaft bearing block 68 facing end faces of the cams are formed as contact surfaces 70 and 72. Accordingly, the cam-facing end faces of the camshaft bearing 68 are formed as a contact surface 74 and 76, respectively.
  • the distance between the two contact surfaces 70 and 72 of the cams is greater than the distance between the contact surfaces 74 and 76 of the camshaft bearing 68.
  • Gas exchange valve 78, 80 of the internal combustion engine are actuated by the cam via cam follower 82, 86, the Friction reduction with a roller 84 are formed.
  • one gas exchange valve 78 is an inlet valve and the other gas exchange valve 80 is an outlet valve.
  • the rocker arms 82, 86 is in a conventional known manner formed in the cylinder head clearance compensation element 88 and 90th
  • the cam carrier 54 In the first position of the cam carrier 54, as in FIG Fig. 6 in which the contact surface 70 of the inlet cam 24 abuts the abutment surface 74 of the camshaft bearing 68, and in the second position of the cam carrier 54, in which the abutment surface 72 of the exhaust cam 26 abuts the abutment surface 76 of the camshaft bearing 68, the cam carrier 54 is respectively fixed in the axial direction by a releasable locking device, as in Fig. 6 is indicated in the broken outlet cam 26. In this way, the cam carrier 2 is fixed for both axial positions.
  • cam carrier 54 arranged on the second camshaft 18 can in this way be adjusted individually by the associated actuators 94 and 98, respectively, between their two operating positions for the stroke valve control. According to the invention, such a configuration of the adjustment of the Hubventil penetrateung for a both intake valves controlling and exhaust valves controlling mixed camshaft 18 is provided with camshaft adjuster 28.

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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)

Claims (15)

  1. Moteur à combustion interne, avec au moins un cylindre de travail, dans lequel au moins deux soupapes d'admission (78) et au moins une soupape d'échappement (80) sont associées à chaque cylindre de travail, dans lequel il est prévu au moins deux arbres à cames (16, 18), dont au moins un arbre à cames mixte (18) actionne aussi bien au moins une soupape d'admission (78) qu'au moins une soupape d'échappement (80), dans lequel un variateur (28) est disposé sur au moins un arbre à cames mixte (18), qui actionne aussi bien au moins une soupape d'admission (78) qu'au moins une soupape d'échappement (80), lequel fait varier au choix vers l'avance ou le retard les instants de commande de soupapes des soupapes d'admission et d'échappement (78, 80) associées à cet arbre à cames mixte (18) par rapport aux instants de commande de soupapes dudit au moins un autre arbre à cames (16), caractérisé en ce qu'il est prévu sur ledit au moins un arbre à cames mixte (18) au moins un porte-cames (54), dans lequel le porte-cames (54) est calé en rotation par rapport à cet arbre à cames mixte (18) et est déplaçable axialement sur cet arbre à cames mixte (18), dans lequel ledit au moins un porte-cames (54) présente au moins une came (24, 26), sur laquelle au moins deux pistes de came différentes (60, 62, 64, 66) sont formées, dans lequel il est prévu des moyens (92, 96, 56, 58) pour déplacer ledit au moins un porte-cames (54) par rapport à l'arbre à cames mixte (18) entre une première position axiale et au moins une deuxième position axiale.
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que lesdites au moins deux pistes de came différentes (60, 62, 64, 66) sont disposées axialement à distance l'une de l'autre et s'étendent essentiellement parallèlement l'une à l'autre.
  3. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins une première desdites au moins deux pistes de came différentes (60, 62, 64, 66) présente un tracé différent d'une deuxième desdites au moins deux pistes de came différentes (60, 62, 64, 66) sur la came (24, 26) à distance radiale de l'axe de l'arbre à cames mixte (18) et/ou en direction périphérique de l'arbre à cames mixte (18).
  4. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que ledit au moins un porte cames (54) est entouré par au moins un palier d'arbre à cames (68) solidaire de la culasse pour l'appui dudit au moins un arbre à cames (18).
  5. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le moteur à combustion interne présente une multiplicité de cylindres de travail et l'arbre à cames mixte (18) comprend respectivement au moins une came (24, 26) pour un des cylindres de travail, dans lequel les soupapes d'admission et d'échappement (78, 80) associées à l'arbre à cames mixte sont réglables en même temps, au choix vers l'avance ou le retard, par actionnement du variateur.
  6. Moteur à combustion interne selon au moins une des revendications précédentes, caractérisé en ce que le variateur (28) est réalisé de telle manière que celui-ci présente une plage de réglage pour les instants de commande de soupapes de 60° ± 20° d'angle du vilebrequin.
  7. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins une desdites au moins deux pistes de came différentes (60, 62, 64, 66) sur une came (24) présente, pour l'actionnement d'une soupape d'admission, et au moins une autre desdites au moins deux pistes de came différentes (60, 62, 64, 66) sur une came (26) présente, pour l'actionnement d'une soupape d'échappement, des tracés différents à distance radiale de l'axe de l'arbre à cames mixte (18) et/ou en direction périphérique de l'arbre à cames mixte (18).
  8. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le moteur à combustion interne présente une multiplicité de cylindres de travail et au moins une desdites au moins deux pistes de came différentes (60, 62, 64, 66) sur une première came (24, 26) présente, pour l'actionnement d'une soupape d'admission ou d'une soupape d'échappement d'un premier cylindre de travail, et au moins une autre desdites au moins deux pistes de came différentes (60, 62, 64, 66) sur une came (24, 26) présente, pour l'actionnement d'une soupape d'admission ou d'une soupape d'échappement d'un deuxième cylindre de travail, des tracés différents à distance radiale de l'axe de l'arbre à cames mixte (18) et/ou en direction périphérique de l'arbre à cames mixte (18).
  9. Moteur à combustion interne selon au moins une des revendications précédentes, caractérisé en ce que deux soupapes d'échappement (80) sont associées à chaque cylindre de travail, dans lequel il est prévu deux arbres à cames (16, 18), dans lequel un premier arbre à cames (16) actionne une moitié des soupapes d'admission et d'échappement et un deuxième arbre à cames (18) actionne l'autre moitié des soupapes d'admission et d'échappement, dans lequel le premier arbre à cames (16) présente des instants de commande fixes pour les soupapes associées à cet arbre à cames (16) et le variateur (28) est disposé sur le deuxième arbre à cames (18).
  10. Moteur à combustion interne selon la revendication 9, caractérisé en ce que le deuxième arbre à cames (18) est réalisé de telle manière que, pour un angle de variation de 0° du vilebrequin, les soupapes d'échappement (80) associées au deuxième arbre à cames (18) se ferment plus tôt que les soupapes d'échappement associées au premier arbre à cames (16) et les soupapes d'admission (78) associées au deuxième arbre à cames (18) s'ouvrent plus tard et se ferment plus tard que les soupapes d'admission associées au premier arbre à cames (16).
  11. Moteur à combustion interne selon la revendication 9, caractérisé en ce que le deuxième arbre à cames (18) est réalisé de telle manière que, pour un angle de variation de 0° du vilebrequin, les soupapes d'admission (78) associées au deuxième arbre à cames (18) se ferment en même temps que les soupapes d'admission associées au premier arbre à cames (16).
  12. Moteur à combustion interne selon au moins une des revendications précédentes, caractérisé en ce qu'un moyen pour le déplacement axial dudit au moins un porte-cames par rapport à l'arbre à cames mixte entre une première position axiale et au moins une deuxième position axiale présente au moins un axe (92) fixe axialement par rapport à l'arbre à cames mixte (18) et déplaçable radialement entre une première et une deuxième positions d'axe, qui dans la deuxième position d'axe s'engage dans une rainure (56) périphérique en direction radiale formée sur le porte-cames (54) et dans la première position d'axe est espacé de cette rainure (56), dans lequel la rainure (56) est réalisée de telle manière que le porte-cames (54) se déplace d'une position axiale sur l'arbre à cames mixte (18) à une autre position axiale sur l'arbre à cames mixte (18), lorsque l'axe (92) s'engage dans la rainure (56).
  13. Moteur à combustion interne selon la revendication 12, caractérisé en ce qu'il est prévu au moins un premier axe (92), qui s'engage au choix dans une première rainure (56) et au moins un deuxième axe (96) espacé du premier axe (92) axialement par rapport à l'arbre à cames mixte (18), qui s'engage au choix dans une deuxième rainure (58) espacée de la première rainure (56) axialement par rapport à l'arbre à cames mixte (18), dans lequel le porte-cames (54) se déplace de la première position axiale sur l'arbre à cames mixte (18) à la deuxième position axiale sur l'arbre à cames mixte (18), lorsque le premier axe (92) s'engage dans la première rainure (56) et se déplace de la deuxième position axiale sur l'arbre à cames mixte (18) à la première position axiale sur l'arbre à cames mixte. (18) lorsque le deuxième axe (96) s'engage dans la deuxième rainure (58).
  14. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le moteur à combustion interne est un moteur Diesel.
  15. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le moteur à combustion interne est un moteur à combustion interne d'un véhicule automobile.
EP12001347.9A 2011-03-18 2012-02-29 Moteur à combustion interne doté d'un arbre à came mixte Not-in-force EP2500533B1 (fr)

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DE102011014308A DE102011014308A1 (de) 2011-03-18 2011-03-18 Brennkraftmaschine mit gemischter Nockenwelle

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EP2500533A3 EP2500533A3 (fr) 2013-02-06
EP2500533B1 true EP2500533B1 (fr) 2014-10-15

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DE102013004800A1 (de) 2013-03-20 2014-09-25 Volkswagen Aktiengesellschaft Brennkraftmaschine und Verfahren zum Betreiben einer solchen Brennkraftmaschine
DE102013009896A1 (de) 2013-06-13 2014-12-18 Volkswagen Aktiengesellschaft Brennkraftmaschine und Verfahren zum Betreiben einer solchen Brennkraftmaschine
DE102013223646A1 (de) * 2013-11-20 2015-05-21 Volkswagen Aktiengesellschaft Hubkolbenbrennkraftmaschine mit mindestens einem Zylinder umfassend mindestens zwei Einlassventile und einen variablen Ventiltrieb
JP6070585B2 (ja) * 2014-01-21 2017-02-01 マツダ株式会社 エンジンの動弁装置
DE102014008643B4 (de) * 2014-06-13 2022-09-29 Rolls-Royce Solutions GmbH Verfahren zum Betreiben einer Brennkraftmaschine
DE102018209244A1 (de) 2018-06-11 2019-12-12 Volkswagen Aktiengesellschaft Brennkraftmaschine mit mindestens einem Zylinder, mindestens zwei Nockenwellen und mindestens einem schaltbaren Nockenprofil

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DE4230877A1 (de) 1991-09-30 1993-04-01 Volkswagen Ag Ventilsteuerung fuer ein hubventil mit zwei nocken
DE4426557A1 (de) 1994-07-27 1996-02-01 Imre Dr Techn Szodfridt Diagonal angeordnete Ventile
DE19908286B4 (de) 1999-02-26 2007-03-01 Dr.Ing.H.C. F. Porsche Ag Variable Ventilsteuerung für Brennkraftmaschinen
SE522080C2 (sv) * 1999-12-13 2004-01-13 Volvo Car Corp Fyrtakts förbränningsmotor med variabla kamtider
WO2002029214A1 (fr) * 2000-09-29 2002-04-11 Edward Charles Mendler Systeme de commande de soupapes
DE102004011586A1 (de) * 2003-03-21 2004-10-07 Audi Ag Ventiltrieb einer einen Zylinderkopf aufweisenden Brennkraftmaschine
US7762225B2 (en) * 2003-10-25 2010-07-27 Audi Ag Valve train of an internal combustion engine comprising at least one camshaft
DE102004005588A1 (de) * 2004-02-04 2005-08-25 Fev Motorentechnik Gmbh Schaltbare Nockenwelle zur Änderung der Nockenerhebungsdauer
LV13238B (en) * 2004-08-06 2004-12-20 Arnis Treijs Mechanical device for distribution of gases that automatically changes phases of intake/exhaust depending of workload and speed of engine
DE102006042912A1 (de) * 2006-09-13 2008-03-27 Volkswagen Ag Brennkraftmaschine mit gemischten Nockenwellen
DE102007049109A1 (de) * 2007-10-12 2009-04-16 Volkswagen Ag Brennkraftmaschine mit gemischten Nockenwellen
DE102007056337A1 (de) * 2007-11-22 2009-05-28 Daimler Ag Ventiltriebvorrichtung
DE102008005639B4 (de) * 2008-01-23 2021-10-21 Daimler Ag Ventiltriebvorrichtung
DE102008050776A1 (de) * 2008-10-08 2010-04-15 Daimler Ag Ventiltriebvorrichtung
DE102009024903A1 (de) * 2009-06-15 2010-12-16 Volkswagen Ag Verfahren zum Betreiben einer Hubkolben-Brennkraftmaschine

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EP2500533A2 (fr) 2012-09-19
EP2500533A3 (fr) 2013-02-06

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