WO1995018917A1 - Arbre a cames pour distribution variable avec levee des soupapes variable - Google Patents

Arbre a cames pour distribution variable avec levee des soupapes variable Download PDF

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Publication number
WO1995018917A1
WO1995018917A1 PCT/AU1995/000002 AU9500002W WO9518917A1 WO 1995018917 A1 WO1995018917 A1 WO 1995018917A1 AU 9500002 W AU9500002 W AU 9500002W WO 9518917 A1 WO9518917 A1 WO 9518917A1
Authority
WO
WIPO (PCT)
Prior art keywords
camshaft
shaft
valve
cam
rocker arm
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/AU1995/000002
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English (en)
Inventor
Stephen Keith Madden
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.)
Individual
Original Assignee
Individual
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
Priority claimed from AUPM3228A external-priority patent/AUPM322894A0/en
Priority claimed from AUPM4536A external-priority patent/AUPM453694A0/en
Priority claimed from AUPM6505A external-priority patent/AUPM650594A0/en
Priority claimed from AUPM6827A external-priority patent/AUPM682794A0/en
Application filed by Individual filed Critical Individual
Priority to GB9614003A priority Critical patent/GB2301396B/en
Priority to AU13764/95A priority patent/AU1376495A/en
Priority to DE19581459T priority patent/DE19581459T1/de
Publication of WO1995018917A1 publication Critical patent/WO1995018917A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • F01L1/181—Centre 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/348—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 by means acting on timing belts or chains
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic 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
    • F01L1/08—Shape of cams
    • 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
    • F01L2001/0471—Assembled camshafts
    • F01L2001/0473—Composite camshafts, e.g. with cams or cam sleeve being able to move relative to the inner camshaft or a cam adjusting rod

Definitions

  • This invention relates to a variable timing camshaft consisting of concentric shafts, which is used for mechanically varying the valve timing for internal combustion engines and motors and air compressors and motors.
  • this invention is able to take account of the engine speed, throttle position, ambient temperature, operation temperature, super charging or natural aspiration and similar parameters to ensure maximum intake turbulence occurs at all engine speeds and that the maximum possible volume of air/fuel is induced at full throttle for any engine speed. Because the invention provides for no valve overlap at low engine speeds and increasing valve overlap as the engine speed increases, mixing of inlet and exhaust gases, and expulsion of unburnt fuel through the exhaust at low speed are prevented. Also maximum valve dwell is achieved at high speed.
  • variable valve lift is also provided for, resulting in improved motor performance, flat torque curve from idle to maximum engine speed with near maximum torque available from minimum engine speed, improved efficiency and fuel economy, decreased pollution and smaller motor sizes with less gear changes.
  • air compressor is used to store compressed air directly from braking energy
  • both compressor and combustion motors have valve timings varied by the invention, there exist significant advantages including no need for a starter motor, requirement for only a small battery, compressed air available to supercharge the motor or drive the compressor, reduced vehicle weight and more efficient running with its inherent benefits.
  • the present invention is a camshaft for an internal combustion engine or an air compressor or air motor, consisting of two concentrically located shafts, the second shaft located within the hollow first shaft so that both shafts are free to rotate independently of each other, with each shaft having fixed to it cam lobes such that lobes from different shafts are adjacent and capable of engaging a single valve of the engine to open and close it in response to the rotation of the shaft through one revolution, together with a means whereby the relative rotational positions of the cam lobes on the primary outer shaft and the cam lobes on the secondary inner shaft can be varied with respect to each other, thus altering the relative timing of valve opening and closing.
  • FIG. 1 Concentric variable timing camshaft with slots through which primary lobes are attached;
  • Figure 2 Cross sectional view showing cam lobes and their attatchment to shafts;
  • Figure 3 Idler sprockets for varying timing chain length;
  • Figure 4 Timing adjustment pulley for varying timing chain length;
  • Figure 5 Camshaft with segmented outer shaft driven by separate drive shaft;
  • Figure 6 Segmented camshaft with outer cam lobes connected together;
  • Figure 7 Inverted cam lobe with a means of operating valves;
  • Figure 8 Cam follower spring tensioning device;
  • Figure 9 Sun, pinion and ring gears for directly varying timing;
  • Figure 10 Hydraulic drive for adjusting ring gears;
  • Figure 11 Meshed planetary gears for varying timing;
  • Figure 12 Means of adjusting timing by levering the planetary gears;
  • Figure 13 Valve lift limiting mechanism comprising valve lift limiting arm operated by valve lift limiting camshaft, and multi roller cam follower;
  • the multi valve mechanically operated variable timing camshaft consists of an inner, secondary shaft 1 of metal or other suitable material and fixed at both ends to bearings or similar means so that it is free to rotate.
  • the secondary shaft passes through the centre of the primary shaft 2 which is a cylinder and is also held at both ends but is free to rotate independently of the secondary shaft.
  • the primary cam lobes 3 are fixed to the primary shaft at the appropriate locations by locating pins.
  • a slit 4 passing part way around the primary shaft.
  • the secondary cam lobe 5 fits over the primary shaft and the diameter of the hole in it is such that it can rotate freely around the primary shaft.
  • the secondary lobe is connected to the secondary shaft by a locating pin 6 which passes through the narrow portion of the lobe, through the slit in the primary shaft and firmly attaches to the secondary shaft.
  • each shaft At the end of each shaft is a sprocket or pulley 7,8.
  • a crank shaft sprocket or pulley 9 At the end of each shaft is a sprocket or pulley 7,8.
  • they are attached to the drive shaft by a crank shaft sprocket or pulley 9 via a timing chain or belt 10.
  • the rotation of the primary and secondary shafts are varied relative to each other, thus allowing the relative positions of the primary and secondary lobes to be varied, by means of varying the length of the chain or belt on one side of the sprockets or pulleys compared to the other.
  • a lengthening of the chain on the drive side will retard the shaft.
  • valve timing can be adjusted to suit the conditions.
  • the outer primary shaft 2 is a series of segments with a lobe at each end. These segments fit between the lobes turned by the inner secondary shaft. Each segment is connected by gearing or other means 15 to a separate drive shaft 16 which runs parallel with it.
  • the drive shaft is connected to the crank shaft by means of a timing chain or belt which can be varied in length as described above for the single piece primary shaft.
  • the outer primary shaft consists of segments with lobes at each end and which fit between the lobes of the secondary shaft, but in which the primary lobes at the end of each segment are strongly coupled together in such a way that the coupling does not interfer with the relative movement of the intervening secondary lobe, such as by a connecting piece 17 that fits into a cut-out in either the leading or trailing edge of the primary lobe.
  • the camshaft as described can be fitted with inverted cam lobes 18 which operate in the reverse mode to conventional cam lobes in that they open the valves when the radial distance from the edge face of the lobe to the centre of the shaft decreases and close the valves when the radial distance increases.
  • These lobes can be attached to the concentric shafts as described above but require a lever or rocker arm 19 and pivot 20 arrangement to link the lobes to the valves 21.
  • Valve springs 22 close and keep closed the valves.
  • the cam follower 23 maintains contact with the cam lobe due to the pressure exerted by the cam follower spring 24 which is stronger than the valve spring.
  • the valve springs need only exert a fraction of the pressure exerted by conventional valve return springs, due to their only having to combat the inertia of the valves and not the rocker arms also.
  • the inverted cam lobe configuration using a spring tensioned cam follower is only suitable for use with the inlet valves because of the high initial pressure of the exhaust valves.
  • the valve lift Since there is no direct mechanical linkage between the lobes and the valves, the valve lift, and hence the degree to which the valves are opened, can be varied by using a means to limit the rocker arm movement.
  • the rocker arms can be limited in their movement, and hence the degree of valve opening limited, by a number of means which include valve lift limiting cam lobes 25 which simply by turning limit the movement. They can be located on the main camshaft or a separate camshaft.
  • the lift limiting cam lobes can operate together or independently of each other. They would be situated and have their timing set so as to contact the rocker arms when valve opening is to be limited.
  • the movement of the valve lift limiting cam lobe is such that at one extreme it prevents the valves from opening, while at the other extreme the effective cam profile is followed in its entirety.
  • a lift limiting arm 58 is used instead of the valve lift limiting cam lobe acting directly on the rocker arm.
  • This lift limiting arm is varied in height by either a lift limiting cam lobe 60, or a threaded shaft 70.
  • the lift limiting arm is used in conjunction with pivoted cam follower 57 which may include multiple rollers. The purpose of the pivoted cam follower is to enable a smooth decrease and increase in speed of the rocker arm when movement is limited by the lift limiting arm.
  • the invention includes three possible means of varying the follower spring tension.
  • the spring 24 has a collar 25a fixed to one end, through which a threaded member 26 passes so that when the head of the member 27 is held against a fixed bearing surface and it is rotated, for example by a worm screw 28 driven either individually or in combination with those on other springs, by an electric servo motor, the collar moves up or down thus increasing or decreasing the spring tension.
  • the rocker arm acts via the spring from the fixed bearing point.
  • a second means of varying the spring tension is by use of a pneumatic spring where air under pressure provides the tension and where the air pressure can be increased or decreased to vary the effective spring tension, the pneumatic spring is connected to an air receiver enabling near constant spring tension for the full length of the travel thus exerting less force on the rocker arm with the valve closed. This results in the minimum required contact pressure between the cam follower and the cam lobe for all operating conditions.
  • Fig. 17 shows a third means for varying the tension whereby a staged hydraulic piston lifter provides a means to accurately move a device with hydraulic assistance. It operates over a wide range of hydraulic pressure and maintains accuracy of positioning for this pressure range and also for a large range of hydraulic fluid through-put volume.
  • the staged hydraulic piston lifter consists of a piston 75, which has a series of spiral holes 77, commencing half way down and continuing to the bottom of the cylinder.
  • the piston is turned in the cylinder 76, by a sliding cog 81 or similar means.
  • a vertical slit 78 is cut in the top of the cylinder on the inside . This slit is connected to an opening 80 which is connected to an oil return line. Oil enters the cylinder under pressure via the oil gallery 79, the oil forces the piston upwards until one of the holes in the side of the piston is uncovered by the slit, oil now passes through this
  • SUBST ⁇ UTE SHEET (Rule 26) hole and through the slit to emerge through the oil return line, preventing further upwards movement of the piston.
  • the piston remains at this set height no matter what volume or pressure of oil enters the cylinder (within reason), and also providing that the pressure applied to the top of the cylinder does not exceed the total upwards pressure. Turning the piston in the cylinder results in the original aligned hole being closed. One of the two things may happen. First, if the next hole to be aligned with the slit is below the slit, oil pressure will move the piston up until that hole is uncovered, at which point the piston will stop moving.
  • FIGs 19, 20 and 21 show another variable valve lift and timing arrangement in which the rocker arm pivot shaft passes through a series of pivot shaft supports.
  • the pivot shaft 61 passes through an eccentric centred circular lobe 62 to which it is directly attached, this lobe is positioned within another eccentric circular lobe 63, but is separated from that lobe by a bushing or bearing so that it is free to move within the lobe.
  • This outer eccentric lobe is positioned within the shaft support 64, and separated from the support by another bearing or bushing.
  • the shaft support also includes guide rods or bars 65, in which slides the shaft positioner 66, which determine the direction of movement of the pivot shaft. By turning the pivot shaft the shaft rises or falls within the shaft supports, which moves the cam followers further from the cam lobes by a factor of double the pivot shafts vertical movement.
  • This same effect can also be achieved by using a threaded shaft 67, attached to the shaft positioner from above and passing through a threaded rigid section 68.
  • This threaded shaft has a cog or pulley 69 on top and a means of individually or synchronously turning with the other pivot shaft adjustors.
  • the staged hydraulic piston lifter described previously may also be used to vary the height of the pivot shaft supports.
  • valve lift limiting arm In order to maintain contact between the cam lobe and cam follower and also the rocker arm and the valve when the rocker arm pivot point is raised, the valve lift limiting arm previously described for use with inverted cam lobes is used to limit the downwards movement of the cam follower.
  • the valve lift limiting arm in this case can be held in contact with the cam follower with the valve seated by use of a device similar to a conventional hydraulic valve lifter.
  • a pivoted cam follower which may incorporate multi rollers (i.e. a triangular triple roller) is also used with this setup to facilitate gentle valve closing.
  • the cam followers 40 operate up and down in a guide 41 concentric with the valve stem
  • the cam contact section of the cam follower 53 is pivoted in a similar fashion to that described previously, in this case however, to provide smooth valve closing
  • a fixed arm 39 is provided both sides of the cam lobes 3,5 and positioned at the right height above the cam follower to just clear the follower with the valves fully closed.
  • One side of the pivoted follower contacts these arms just before the valve closing point which results in the movement of the cam follower slowing by comparison to following the cam profile directly, ensuring gentle valve seating.
  • the pivoted cam follower is essential for when limited valve lift is employed, due to the steep closing face of the cam lobe which could be encountered. This arrangement requires no valve lift limiting arms or hydraulic valve lifter type devices as required with the moveable pivot point arrangement.
  • the above arrangement can be used for both inlet and exhaust valves with conventional cam profiles, and offers fully variable valve lift, and by reason of the profile of conventional cam lobes, also offers variable valve dwell and timing directly related to the valve lift.
  • a camshaft advance, retard (phasing) mechanism the timing can also be varied, and by using a multiple lobe concentric camshaft, fully variable valve timing and lift can be achieved.
  • the profile of the exhaust and inlet cam lobes can vary on their opening and closing faces to change the relative advance and retard to each other for various degrees of valve lift, this feature is particularly useful when a variable timing single camshaft is used.
  • the threaded shaft or staged hydraulic piston lifter operated rocker pivot shaft adjustors are particularly suited for individually varying the valve lift.
  • variable valve lift feature for all valves in certain cylinders, the rocker arms could be disengaged for those cylinders, effectively disengaging those cylinders.
  • This feature is particularly useful for low speed, low throttle operating conditions, where pumping losses and valve train frictional losses can account for a large proportion of the total energy drain on the motor. These forms of energy loss do not occur in cylinders with the valves deactivated. Also with the larger volume of combustion mixture entering the active cylinders, less pumping energy losses occur in those cylinders.
  • the cam drive sprocket 7 is driven directly from the crank sprocket.
  • the cam drive sprocket turns the pinion carrier 29 which has two sets of pinion gears 30 free to turn in the pinion carrier.
  • the pinions are engaged to the valve timing ring gears 31. These are held stationary and hence the pinions tend to "walk" around the ring gear and as they do so turn sun gears.
  • One sun gear 32 turns the primary shaft while a second 33 turns the secondary shaft.
  • Control of valve timing is achieved by adjusting the ring gears.
  • the valve opening point is varied by turning the primary ring gear while the valve closing point is varied by turning the secondary ring gear.
  • the ring gears may be turned by a worm drive run by a microprocessor controlled bi ⁇ directional electric motor which meshes with teeth on the outside of the ring gear and when unenergized holds the ring gear stationary.
  • a microprocessor controlled bi ⁇ directional electric motor which meshes with teeth on the outside of the ring gear and when unenergized holds the ring gear stationary.
  • an hydraulic drive 34 can be employed using a normally closed bi-directional valve which when closed rigidly holds the ring gear but when pressure is applied in either direction the hydraulic shaft 35 is forced in or out to vary the valve timing.
  • the power to drive one or both of the variable timing shafts is transferred from cog 36 via two meshed idler cogs 37 attached to a carrier and situated between the driving 36 and driven 32, 33 cogs.
  • the drive shaft cog is not meshed directly to the driven shaft cog but via the two intermeshed smaller idler cogs which are so held that they can move to a degree around their associated cogs.
  • Fig. 12 by moving the timing adjustment lever 38 the first idler cog rotates around the driving cog which turns the second idler cog in the opposite direction which, in turn, turns the driven cog through an angle relative to the driving cog, giving a phase angle variation.
  • variable timing camshaft makes it possible to make full and the most efficient use of the compressed air.
  • this valve consists of a valve body 42 with a passage at one end 43 passing into the compressor cylinder, a valve plunger 44 which passes through an air tight passage 45 at the other end of the body and capable of sealing the passage way into the compressor cylinder when forced against it, a valve guide 46 through which air can flow and a valve guide stop 47 which limits movement of the valve body, and a passage way 48 from the inside of the valve body to a high pressure air receiver.
  • the extensions of the plunger arm protruding from the body is connected via a solenoid 49 and valve return spring 50 to a brake slave cylinder 51 which is in turn connected to the brake master cylinder via the compressor output volume control device. Concentric with and inside the valve return spring is a brake control spring 52.
  • the solenoid operating the compression/decompression valve is briefly energised at t.d.c. and remains open until the valve is energised in the reverse direction. Compressed air then passes through the valve from the receiver into the cylinder to propel the piston on its downward stroke. The valve is then closed by energising the solenoid in the reverse direction. The timing of the closure depends on the power requirements of the system and the pressure of stored compressed air.
  • the main purpose of the compressor as a power source is to bring the vehicle up to sufficient speed from stationary to cut in the combustion motor thus replacing the starter motor and making it feasible to turn off a combustion motor when stopped at traffic lights and still have maximum torque available for instant take off, and to provide low speed high torque power to improve traction.
  • compressed air enters the compressor cylinder with piston nearest to t.d.c. forcing it down and commencing rotation of the compressor crank.
  • the clutch is then engaged enabling the power from the compressor to turn the motor and start it.
  • the compressor motor can remain engaged providing power from both the motor and compressor until the combustion motor speed rises sufficiently or while the compressor is required to build up compressed air reserves.
  • the main use of the compressed air is for supercharging the compressed air
  • variable timing camshaft In the power mode the variable timing camshaft is used to operate the poppet valve acting as an exhaust valve.
  • the secondary shaft opens the exhaust valve, the timing of which is dependent or the volume of air injected, the valve commences to open when the pressure of the compressed air in the cylinder has been reduced to atmospheric or b.d.c. reached.
  • the primary shaft is used to close the exhaust valve.
  • the compressor mode in which air is forced into the air receiver for storage, is entered when the vehicle brakes are applied, at which time the compressor is engaged thus transforming the kinetic energy which is normally lost as heat in the braking system into potential energy by way of stored compressed air.
  • Braking with the compressor is achieved in two ways, (a) by varying the volume compressed, and (b) by varying the pressure, and is determined by the amount of braking effort required and the pressure of air currently stored in the air receiver.
  • the primary cam lobe is timed to commence opening the inlet valve just past t.d.c.
  • the timing for the secondary cam lobe can be varied to fully close the inlet valve anywhere between b.d.c. and just before t.d.c. depending on brake pressure and air receiver pressure.
  • Fig. 16 shows how this is achieved by using a double acting cylinder, one side 71 is connected to compressed air from the receiver and the other 72 to the hydraulic brake master cylinder.
  • a lever is attached to the connecting rod 73 which varies the phase angle of the secondary shaft so as to advance or retard the secondary shaft.
  • a spring is incorporated in the hydraulic brake fluid side of the double acting cylinder, to ensure that the valve closing occurs at b.d.c. when minimal pressure is present in the receiver. This ensures that the maximum volume of air is compressed when there is the minimum resistance to air flow.
  • hydraulic fluid can act on the slave cylinder 51 of the compression/decompression valve.
  • the fluid is returned by a one way return valve 74 when the brakes are released.
  • Hydraulic fluid provides increasing pressure to the base of the compression/decompression valve to increase the air pressure required to lift the valve body from its seat.
  • valve timing when changing from compressor mode to power mode the valve timing is always retarded and when changing from power to compressor mode the valve timing is always advanced. This is to allow changes at any time without risk of the valve striking the piston.
  • a multi-function clutch assembly is used to connect the engine to the drive-train, the compressor to the drive-train, or to interconnect the engine, compressor and drive-train.

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

Abstract

Un arbre à cames pour distribution variable comporte des arbres concentriques permettant de faire varier mécaniquement le réglage des soupapes de moteurs à combustion interne et de moteurs ainsi que de compresseurs d'air et de moteurs à air comprimé. La modification de la position en rotation, les uns par rapport aux autres, des bossages de came fixés à chaque arbre (1, 2) permet de faire varier le réglage des soupapes. Cette opération peut s'effectuer par la modification périodique de la longueur d'une chaîne ou d'une courroie de distribution sur un côté des pignons (7, 8). En variante, elle peut s'effectuer à l'aide d'une série de dents interconnectées qui font effectivement tourner un arbre (1, 2) par rapport à l'autre. Il est également possible de faire varier le degré de levée des soupapes. Des bossages de came inversés peuvent agir, par l'intermédiaire de culbuteurs pivotants, pour ouvrir et fermer les soupapes. Un ressort de poussoir de came maintient le contact entre chaque bossage de came et un culbuteur. La tension du ressort est maintenue à une valeur minimale à l'aide d'un dispositif tendeur ou d'un piston pneumatique. En variante, il est possible de faire varier la hauteur relative de l'arbre articulé des culbuteurs ou de l'arbre à cames.
PCT/AU1995/000002 1994-01-05 1995-01-05 Arbre a cames pour distribution variable avec levee des soupapes variable Ceased WO1995018917A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
GB9614003A GB2301396B (en) 1994-01-05 1995-01-05 Variable timing camshaft with variable valve lift
AU13764/95A AU1376495A (en) 1994-01-05 1995-01-05 Variable timing camshaft with variable valve list
DE19581459T DE19581459T1 (de) 1994-01-05 1995-01-15 Steuerbare Nockenwelle mit veränderlichem Ventilhub

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
AUPM3228A AUPM322894A0 (en) 1994-01-05 1994-01-05 Dual operation air compressor/air motor
AUPM3228 1994-01-05
AUPM4536 1994-03-18
AUPM4536A AUPM453694A0 (en) 1994-03-18 1994-03-18 Mechanically variable camshaft timing enabling valve opening point, valve closing point and valve duration to be altered in a motor under power
AUPM6505 1994-06-29
AUPM6505A AUPM650594A0 (en) 1994-06-29 1994-06-29 Concentric variable timing camshaft utilising directly coupled camshaft segments and hydraulic controlled camshaft advance and retard
AUPM6827 1994-07-15
AUPM6827A AUPM682794A0 (en) 1994-07-15 1994-07-15 Variable timing camshaft utilizing multiple inverted camlobes, independently controled by concentric camshafts, which control valve opening, closing & duration, also incorporating a limited movement ramp type camlobe to vary valve lift

Publications (1)

Publication Number Publication Date
WO1995018917A1 true WO1995018917A1 (fr) 1995-07-13

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU1995/000002 Ceased WO1995018917A1 (fr) 1994-01-05 1995-01-05 Arbre a cames pour distribution variable avec levee des soupapes variable

Country Status (4)

Country Link
AU (1) AU1376495A (fr)
DE (1) DE19581459T1 (fr)
GB (1) GB2301396B (fr)
WO (1) WO1995018917A1 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19620744B4 (de) * 1995-06-07 2006-02-02 Volkswagen Ag Vorrichtung zur Beeinflussung der Steuerzeiten an einer Brennkraftmaschine
US6999864B2 (en) 2002-07-15 2006-02-14 Hitachi, Ltd. Apparatus and method for estimating residual gas amount of internal combustion engine, and apparatus and method for controlling intake air amount of internal combustion engine using estimated residual gas amount
DE102005039751A1 (de) * 2005-08-23 2007-03-01 Mahle International Gmbh Nockenwelle
DE102007007758A1 (de) * 2007-02-16 2008-08-21 Mahle International Gmbh Ventiltrieb eines Hubkolben-Verbrennungsmotors
US7458347B2 (en) 2001-03-27 2008-12-02 Hitachi, Ltd. Apparatus and method for controlling variable valve operating mechanism
WO2009024170A1 (fr) * 2007-08-22 2009-02-26 Fev Motorentechnik Gmbh Moteur à combustion interne et mécanisme de soupapes variable commandé par came
WO2014168864A1 (fr) * 2013-04-09 2014-10-16 Achates Power, Inc. Mécanisme de variation du calage de vilebrequin sur un moteur à pistons opposés, à deux vilebrequins, commandé par courroie/chaîne
DE102017113363A1 (de) * 2017-06-19 2018-12-20 Schaeffler Technologies AG & Co. KG Variabler Ventiltrieb einer Brennkraftmaschine
WO2025101806A1 (fr) * 2023-11-09 2025-05-15 Gaziano Philip Franklin Moteur à combustion interne
US12421875B2 (en) 2023-11-09 2025-09-23 Philip Franklin Gaziano Internal combustion engine
US12480457B2 (en) 2023-11-09 2025-11-25 Philip Franklin Gaziano Internal combustion engine

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JP4060136B2 (ja) * 2002-07-15 2008-03-12 株式会社日立製作所 可変動弁機構の制御装置
JP4092184B2 (ja) * 2002-12-10 2008-05-28 株式会社日立製作所 内燃機関の可変動弁制御装置
DE102005014680A1 (de) * 2005-02-03 2006-08-10 Mahle International Gmbh Nockenwelle mit gegeneinander verdrehbaren Nocken für insbesondere Kraftfahrzeuge
DE102012212250A1 (de) * 2012-07-12 2014-01-16 Mahle International Gmbh Verbrennungsmotor mit interner Verbrennung sowie Ventiltrieb eines solchen Motors
US10697333B2 (en) 2017-12-01 2020-06-30 Schaeffler Technologies AG & Co. KG Hydraulically actuated camshaft phasers for concentrically arranged camshafts
US10895179B2 (en) 2018-01-12 2021-01-19 Schaeffler Technologies AG & Co. KG Trigger wheel arrangement for concentrically arranged camshafts
DE102024129265A1 (de) * 2024-10-10 2026-04-16 Everllence Se Gaswechselventilansteuersystem für eine Brennkraftmaschine und Brennkraftmaschine

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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19620744B4 (de) * 1995-06-07 2006-02-02 Volkswagen Ag Vorrichtung zur Beeinflussung der Steuerzeiten an einer Brennkraftmaschine
US7458347B2 (en) 2001-03-27 2008-12-02 Hitachi, Ltd. Apparatus and method for controlling variable valve operating mechanism
US6999864B2 (en) 2002-07-15 2006-02-14 Hitachi, Ltd. Apparatus and method for estimating residual gas amount of internal combustion engine, and apparatus and method for controlling intake air amount of internal combustion engine using estimated residual gas amount
DE102005039751A1 (de) * 2005-08-23 2007-03-01 Mahle International Gmbh Nockenwelle
DE102007007758A1 (de) * 2007-02-16 2008-08-21 Mahle International Gmbh Ventiltrieb eines Hubkolben-Verbrennungsmotors
WO2009024170A1 (fr) * 2007-08-22 2009-02-26 Fev Motorentechnik Gmbh Moteur à combustion interne et mécanisme de soupapes variable commandé par came
WO2014168864A1 (fr) * 2013-04-09 2014-10-16 Achates Power, Inc. Mécanisme de variation du calage de vilebrequin sur un moteur à pistons opposés, à deux vilebrequins, commandé par courroie/chaîne
CN105102763A (zh) * 2013-04-09 2015-11-25 阿凯提兹动力公司 改变皮带/链条驱动的双曲轴对置活塞发动机上的曲轴正时的机构
US20160047296A1 (en) * 2013-04-09 2016-02-18 Achates Power, Inc. Mechanism For Varying Crankshaft Timing On A Belt/Chain Driven, Dual Crankshaft Opposed-Piston Engine
DE102017113363A1 (de) * 2017-06-19 2018-12-20 Schaeffler Technologies AG & Co. KG Variabler Ventiltrieb einer Brennkraftmaschine
US10619526B2 (en) 2017-06-19 2020-04-14 Schaeffler Technologies AG & Co. KG Variable valve train of a combustion engine
DE102017113363B4 (de) 2017-06-19 2022-06-23 Schaeffler Technologies AG & Co. KG Variabler Ventiltrieb einer Brennkraftmaschine
WO2025101806A1 (fr) * 2023-11-09 2025-05-15 Gaziano Philip Franklin Moteur à combustion interne
US12421875B2 (en) 2023-11-09 2025-09-23 Philip Franklin Gaziano Internal combustion engine
US12480457B2 (en) 2023-11-09 2025-11-25 Philip Franklin Gaziano Internal combustion engine

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GB9614003D0 (en) 1996-09-04
GB2301396A (en) 1996-12-04
GB2301396B (en) 1998-05-06
DE19581459T1 (de) 1997-02-27

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