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EP0582846B1 - Moteur à combustion interne à pistons avec deux soupapes de distribution des gaz par cylindre - Google Patents

Moteur à combustion interne à pistons avec deux soupapes de distribution des gaz par cylindre Download PDF

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Publication number
EP0582846B1
EP0582846B1 EP93111185A EP93111185A EP0582846B1 EP 0582846 B1 EP0582846 B1 EP 0582846B1 EP 93111185 A EP93111185 A EP 93111185A EP 93111185 A EP93111185 A EP 93111185A EP 0582846 B1 EP0582846 B1 EP 0582846B1
Authority
EP
European Patent Office
Prior art keywords
camshaft
adjusting bolt
adjusting
bolts
cams
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP93111185A
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German (de)
English (en)
Other versions
EP0582846A1 (fr
Inventor
Rüdiger Dr. Teichmann
Harald Unger
Karl-Heinz Oehling
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
Priority claimed from DE19924226798 external-priority patent/DE4226798A1/de
Priority claimed from DE4230074A external-priority patent/DE4230074A1/de
Priority claimed from DE19924240631 external-priority patent/DE4240631A1/de
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP0582846A1 publication Critical patent/EP0582846A1/fr
Application granted granted Critical
Publication of EP0582846B1 publication Critical patent/EP0582846B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34413—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using composite camshafts, e.g. with cams being able to move relative to the camshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • F01L13/0057—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 splittable or deformable 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

  • the invention relates to a reciprocating piston internal combustion engine with at least two gas exchange valves per cylinder, which act in particular in parallel and are actuated by cams which are adjustable relative to one another and whose camshafts are arranged concentrically to one another, the phase angle (spread) between all in particular in addition to the phase angle between the cams parallel acting cams and the crankshaft interacting with the reciprocating piston can be changed.
  • the gas exchange valves can be the intake valves and / or exhaust valves of an internal combustion engine cylinder.
  • a camshaft in which, for example, the two cams of two cylinder inlet valves, which act, so to speak, in parallel, can be rotated relative to one another, is known from WO 91/10047.
  • cam phasing in which the phase angle between the two cams can thus be changed, the gas exchange dynamics of a reciprocating piston internal combustion engine can be influenced in a variety of ways.
  • a valve actuation device in which, in addition to the phase angle between two cams assigned to an internal combustion engine cylinder, the phase position, ie the so-called spread, between all cams and the crankshaft interacting with the reciprocating piston can be changed.
  • the two cams assigned to a cylinder act either on an intake valve and an exhaust valve or on a single lift valve.
  • this known device can also be used not only to adjust the phase angle, for example between a first and a second intake cam or exhaust cam of the internal combustion engine, but also the phase position of the first cam and the second cam with respect to the movement sequence of the reciprocating piston or with respect to the one with it to change the coupled angle of rotation of the engine crankshaft.
  • This combination of both the change in the phase position of all gas exchange valves and the change in phase angle between all gas exchange valves per cylinder offers unimagined possibilities for further optimizing the gas exchange dynamics of this cylinder.
  • both the phase position and the phase angle would be varied with the aid of a single actuator.
  • the required construction effort but also the required control logic can be kept low.
  • the phase angle between the parallel acting cams is enlarged. In this case, in the full-load operation of the internal combustion engine and in a region close to full load, a slight spread and a phase angle of the amount 0 are preferably set.
  • the charge movement is increased, since the phasing between the cams acting in parallel is set and, moreover, by increasing the spread, the valve opening times in the case of the intake valves are better adapted to the reduced gas exchange dynamics in the intake system of the internal combustion engine. If the measures mentioned are applied to the exhaust valves of the internal combustion engine, a desirably larger valve overlap with the intake valves can be set in the partial load range in order to leave a higher residual gas content in the cylinder.
  • two adjusting bolts which can be displaced in the longitudinal direction of the shaft and which are arranged concentrically to one another can be provided, which are connected via helical gears on the one hand to the assigned camshaft and on the other hand to a camshaft drive wheel. Accordingly, an individual is provided Adjustment of the two camshafts each by means of its own adjusting bolt, the two adjusting bolts being arranged concentrically to one another in order to achieve an advantageous and compact design, analogously to the camshafts.
  • the adjusting bolts are provided on their outer sides with helical gears and cooperate with the camshafts on which one of the cams is arranged in such a way that the helical gearing of the respective adjusting bolt meshes with corresponding helical gearing of the camshafts and / or their drive wheels, so that the respective adjusting bolt , if it is displaced in the longitudinal direction of the respective camshaft, this is rotated about its longitudinal axis by this displacement movement.
  • the adjusting bolts can or can be moved hydraulically, ie the adjusting bolts carry pistons which are arranged in a hydraulic cylinder or a hydraulic chamber. Appropriate exposure to a hydraulic medium allows these pistons and thus also the adjusting bolts to be moved in the longitudinal direction. It is advisable to arrange the pistons of all adjusting bolts - in a preferred embodiment, two camshafts arranged concentrically to one another and thus also two adjusting bolts arranged concentrically to one another - in a common hydraulic chamber. These pistons divide the hydraulic chamber into several hydraulic rooms connected in series, in the case of two pistons there are three hydraulic rooms connected in series.
  • camshaft drive wheel is also arranged concentrically with the preferably two camshafts and in particular the two adjusting bolts. It is advisable to provide longitudinal teeth between the adjusting bolts or the pistons attached to them and the camshaft drive wheel, which at the same time forms the chamber wall of the hydraulic chamber, in order to enable the displacement movement and to transmit the rotary movement of the camshaft in a simple manner. Ensure the drive wheel on the adjusting bolts and from there on the camshafts.
  • an adjusting device uses an optimally recognized relationship between the so-called spread, ie the phase position of the gas exchange valves with respect to the crankshaft and the so-called phase angle, ie the angle between the first and the second gas exchange valve or cam.
  • a different spread of the gas exchange valves should be set, but that there are no phasing between these gas exchange valves or intake valves, as there are two intake valves operating in parallel should, ie the phase angle between the two intake valves per cylinder should be of the amount 0.
  • the phasing, ie the phase angle between the two intake valves per cylinder should be increased starting from an approximately medium load when the internal combustion engine load decreases and at constant speed.
  • the adjustment of the two cams or camshafts again takes place by means of an adjusting bolt, whereby, analogously to the camshafts, the two adjusting bolts are also arranged at least partially concentrically to one another in order to achieve an advantageous and compact design.
  • the adjusting bolts are provided on their outer sides with helical gears and cooperate with a camshaft or a camshaft drive wheel in such a way that the respective adjusting bolt, when it is displaced in the longitudinal direction of the respective camshaft, rotates it about its longitudinal axis by this displacement movement.
  • the adjusting pin assigned to the second camshaft can be moved by the first adjusting pin.
  • the second adjusting bolt is connected to the first adjusting bolt so as to be displaceable in the longitudinal direction of the shaft by means of straight toothing also extending in the longitudinal direction of the shaft.
  • the second adjusting bolt is over a helical toothing connected to the second camshaft (of course, the attachment of the spur gear and helical gear can also be reversed). If the first adjusting bolt is now shifted in the longitudinal direction of the shaft, the second adjusting bolt is not necessarily moved in the longitudinal direction of the shaft due to the different frictional forces in the helical toothing or spur toothing.
  • the phase angle between the first and the second camshaft remains constant, since then, viewed in the longitudinal direction of the shaft, a relative movement between the first and second adjusting bolts can take place, so that the helical toothing of the second adjusting bolt remains ineffective.
  • a relative movement between the first and the second adjusting pin is prevented by an initially still generally mentioned means, the second adjusting pin is then simultaneously displaced when the first adjusting pin is moved, so that due to the helical teeth provided between this second adjusting pin and the second camshaft second camshaft is additionally rotated. The phasing or the phase angle between the second and the first camshaft is changed in this way.
  • this generally-mentioned means blocks or allows a relative movement between the first and the second adjusting bolt depending on certain boundary conditions.
  • this boundary condition can be, for example, the load, ie the current load point of the internal combustion engine. Depending on the load of the internal combustion engine, this means can thus be activated or deactivated, for example via a hydraulic system.
  • Another possible boundary condition is, however, the value of the spread, for example of the first camshaft, ie the current position of the first adjusting bolt. For example be it possible to move this first adjusting bolt slightly in the longitudinal direction of the shaft from a rest position without the second adjusting bolt being carried along. After a certain displacement path, on the other hand, a stop of the second adjusting bolt hits a corresponding stop of the first adjusting bolt. Now, with a further displacement movement of the first adjusting bolt, the second adjusting bolt is also taken along.
  • the means preventing the relative movement between the adjusting bolts can also be designed as a lockable or releasable clamping body.
  • a clamp body known per se can be actuated via a hydraulic system, which can be easily guided in a known manner to this clamp body arranged in the camshaft.
  • a hydraulic system can actuate a propelling means for the second adjusting bolt, this propelling means then being piston-like and, with suitable control, can also take over the function of the means preventing a relative movement between the two adjusting bolts.
  • the first stop can be designed as a direct stop, ie the mutually facing end faces of the first and of the second adjusting bolt come into contact with one another.
  • the second stop on the other hand, can be inserted into the end face of the second adjusting bolt, with a web of the first Adjusting pin cooperating pin is formed, which is provided with a head and is thus designed like a head screw, the head of the pin forming the actual stop surface with the web of the first adjusting pin.
  • An example of a clamping body as the means preventing relative movement between the adjusting bolts is at least one mandrel mounted in one of the adjusting bolts, which can engage in a corresponding recess in or on the other adjusting bolt.
  • This mandrel can be moved, for example, using the hydraulic system already mentioned above and / or using a spring element.
  • FIG. 1a, 1b show valve lift curves to explain the terms of the phase angle or the phase position / spread
  • FIG. 2 a basic internal combustion engine operating map is shown with individual areas, for each of which a different phasing setting is optimal
  • 3a, 3b show an embodiment similar to the known prior art.
  • FIG. 4 shows an embodiment according to claim 1 of the invention and FIGS. 5, 6 show another form according to claim 5.
  • a camshaft designed according to the invention including the adjusting bolts that cause the phase angle or phase position change, is shown in schematic diagrams.
  • valve lift curves 1, 2, 3 of three gas exchange valves of an internal combustion engine cylinder are shown.
  • the valve lift curves 1, 2 represent the valve lift profiles of two parallel-acting cylinder inlet valves over the time axis, while the valve lift curve 3 shows the stroke course of a cylinder exhaust valve.
  • LW-OT describes the point in time at which the piston is at its top dead center during the gas exchange phase.
  • the phase position of, for example, the first inlet valve with the elevation curve 1 is characterized by the distance s, which is usually also referred to as the spread.
  • the letter p denotes the phase angle which exists between the inlet valves acting in parallel or their elevation curves 1, 2 of a cylinder. Of course, this phase angle p is also represented as a distance analogous to the spread s over the time axis.
  • Fig. 1a shows the conditions at full load operation of the internal combustion engine.
  • the phase position or spread s is small, as is the phase angle p. In a preferred embodiment, the latter even takes the amount 0.
  • the phase position / spread s and the phase angle p are increased in partial load operation, which is shown in FIG. 1b.
  • Fig. 2 shows a schematic diagram of an operating map of an internal combustion engine.
  • the torque M output by the internal combustion engine is plotted against the engine speed n.
  • the upper limit line VL represents full-load operation.
  • Below this full-load line VL there is the upper part-load range designated I, below this is the middle part-load range II and again below this the lower part-load range III.
  • the phase angle can be 0 at full load (VL), ie the two valve lift curves 1, 2 should lie congruently one above the other.
  • a phase angle increasing with decreasing load ie towards the part-load range II, is to be generated.
  • phase position ie the position of the first cam or the first camshaft (valve lift curve I) with respect to the crankshaft
  • phase position of the second cam / the second camshaft also to undergo such a change, but already increased by that Phasing explained.
  • FIG. 3a shows a longitudinal section through a camshaft for two gas exchange valves acting in parallel per internal combustion engine cylinder with an actuator provided on the end face for changing the phase position and phase angle of the cams according to the invention.
  • a first cam for a first gas exchange or inlet valve is denoted by 11, a second cam for actuating a gas exchange valve of this cylinder acting in parallel bears the reference number 12.
  • the second cam 12, 12 '- as the cross section according to FIG. 3b shows through the camshaft - are fastened to the second camshaft 20 by means of a bolt 21.
  • the first camshaft 10 is hollow-cylindrical and can therefore accommodate the second camshaft 20 designed as a solid shaft, ie the two camshafts 10, 20 are arranged concentrically with one another.
  • segment-shaped recesses 13 are provided in the outer first camshaft 10 in order to allow the bolt 21 to pass even when the inner second camshaft 20 is rotated relative to the outer, first camshaft 10 about the common shaft longitudinal axis 14 .
  • a camshaft drive wheel 15 is mounted partially within the cup-shaped widening free end of the end part 10a of the first camshaft 10. This drive wheel 15 can be rotated relative to the front part 10a about the shaft axis 14 by a certain angular amount.
  • the screw connection designated by reference numeral 16 is merely an axial securing device, which is designed like an elongated hole and allows the drive wheel 15, which is provided with chain teeth 15 ′ on its circumference, to rotate relative to the first camshaft 10.
  • An adjusting bolt 30 is arranged concentrically within the hollow cylindrical drive wheel 15. This adjusting bolt 30 extends into a recess 22 of the second camshaft 20.
  • a helical toothing 32 of the same pitch is located on the portion of the adjusting bolt 30 which projects into the recess 22.
  • a longitudinally toothed section 33 adjoins this second helically toothed section 32 of the adjusting bolt 30. With this longitudinally toothed section 33, the adjusting bolt 30 lies in the interior of the end part 10a of the camshaft 10.
  • the longitudinal toothing 33 of the adjusting bolt 30 interacts with a longitudinal toothing 17 which emerges from the wall of the first camshaft 10, which is necessarily hollow in this area, or from the Inner wall of the front part 10a is worked out.
  • the longitudinally toothed section 33 of the adjusting bolt 30 is followed by a first helical section 31 which lies within the camshaft drive wheel 15, which is also provided with a helical toothing 18.
  • the dynamics of the charge change of a combustion engine equipped with a camshaft according to the invention including an actuator or adjusting bolt 30 can be optimally designed to meet the respective requirements. Furthermore, there is an optimal power flow, since a pair of longitudinal teeth 17/33 is provided between the outer first camshaft 10 and the adjusting bolt 30. Furthermore, the durability of the second camshaft 20 in connection with its cams 12, 12 'is increased in that this second camshaft 20 is designed as a solid shaft.
  • first cam 11 can actuate an inlet valve and the second cam 12 can actuate an outlet valve.
  • second cam 12 can actuate an outlet valve.
  • Fig. 4 shows an embodiment of the invention is also shown a longitudinal section through a camshaft for two gas exchange valves acting in parallel per internal combustion engine cylinder with adjusting bolts provided on the end face for changing the phase position and phase angle of the cams, the same reference numerals designating the same components as in the first embodiment.
  • first adjusting bolt 30 Concentrically within the hollow-cylindrical first camshaft 10, in addition to the second camshaft 20, there is in turn a likewise hollow-cylindrical first adjusting bolt 30.
  • This first adjusting bolt 30 is connected to the first camshaft 10 via a helical toothing 31.
  • a second adjusting bolt 40 is provided concentrically within the first adjusting bolt 30 and extends into a recess 22 in the second Camshaft 20 extends into it.
  • the wall of this recess 22, which begins at the end face of the second camshaft 20 and extends in the direction of the shaft longitudinal axis 14, is partially helically toothed.
  • a helical toothing 23 of the same pitch is located on the portion of the adjusting bolt 40 which projects into the recess 22.
  • the two adjusting bolts 30, 40 protrude into a hydraulic chamber 50 and each carry a piston 51, 52 at their end, which together with the hydraulic chamber 50 each form a cylinder-piston unit.
  • These pistons 51, 52 are connected to the wall of the hydraulic chamber 50 each via a longitudinal toothing 17, so that with respect to this hydraulic chamber 50, the two pistons 51, 52 and the two adjusting bolts 30, 40 can be displaced in the direction of the longitudinal axis 14 of the camshaft, whereby a torque about this longitudinal axis of the shaft can be transmitted simultaneously from the hydraulic chamber 50 to the two adjusting bolts 30, 40.
  • the outer wall of the hydraulic chamber 50 is therefore provided with a camshaft drive wheel 15, so that the hydraulic chamber 50 is virtually integrated into the camshaft drive wheel.
  • the two adjusting bolts 30, 40 become via the longitudinal toothing 17 and the two camshafts 10 via the helical gears 31 and 23 , 20 entrained, so that, as desired, the cams 11, 12 are set in a rotary movement about the longitudinal axis 14.
  • the first adjusting bolt 30 can be moved in the direction of the longitudinal axis 14. Due to the helical toothing 31, this displacement movement causes a relative rotary movement of the first camshaft 10, as a result of which the above-mentioned spread s of the associated one Valve lift curve 1 is changed. If the second adjusting pin 40 is displaced in the direction of the shaft longitudinal axis 14, this causes the second camshaft 20 to twist due to the helical teeth 23. As a result, the phase angle p between the valve lift curve 2 of the second cam 12 and the valve lift curve 1 of the first cam 11 is changed.
  • the gas exchange dynamics of an internal combustion engine equipped with a camshaft including adjusting bolts according to the invention can be optimally configured to the respective requirements by specifically adapting the spread and the phase angle.
  • the two adjusting bolts 30, 40 can be displaced in the direction of the shaft longitudinal axis 14 by correspondingly applying hydraulic pressure to the pistons 51, 52 attached to them.
  • the pistons 51, 52 are guided in a hydraulic chamber 50 and divide this hydraulic chamber into three hydraulic chambers 53, 54, 55 connected in series.
  • Each of these hydraulic chambers 53 to 55 can be connected via an individual valve 56 to a hydraulic system, not shown, that different pressure ratios can be set in the individual hydraulic chambers in order to effect a displacement movement of one or the other or both pistons 51, 52 or adjusting bolts 30, 40 via these different pressure ratios.
  • the associated individual valve 56 is closed - this displaces the first adjusting bolt 30 in the direction of the shaft longitudinal axis 14 to the right and thus rotates the first one Camshaft 10, for example, in such a way that the spread s of the first valve lift curve 1 is increased.
  • the pressure in the hydraulic chamber 53 is increased and the pressure in the hydraulic chamber 54 is reduced, the spread s is then reduced by shifting the first adjusting bolt 56 to the left.
  • FIGS. 5, 6 each show a longitudinal section through a camshaft for two gas exchange valves acting in parallel per internal combustion engine cylinder with adjusting bolts provided on the end face for changing the phase position and phase angle of the cams.
  • FIGS. 3, 4 the same components with the same reference numerals as in FIGS. 3, 4 are designated.
  • a fixed component of the first camshaft 10 is here again the front part 10a, which is only partially shown and is placed on the front end. Is concentric within this hollow cylindrical end portion 10a an adjusting pin 30 which is also of essentially hollow cylindrical configuration is arranged.
  • This first adjusting bolt 30 is connected to the front part 10a and thus also to the first camshaft 10 via a straight toothing 17 oriented in the direction of the longitudinal axis 14 of the shaft, so that it is possible to set this adjusting bolt 30 in or against the direction of arrow 4 with respect to the end part 10a or to shift the camshaft 10.
  • the first adjusting bolt 30 is connected at its left-hand end, not shown, to a camshaft drive wheel, with a helical toothing being provided in the area of this connection instead of the straight toothing.
  • the camshaft drive wheel not shown, is driven in a known manner, for example via a chain drive, by the crankshaft of the internal combustion engine.
  • the camshaft 10 can thus be set into a rotary movement about the shaft longitudinal axis 14 via the camshaft drive wheel (not shown) and the first adjusting bolt 30.
  • the first adjusting bolt 30 has a central recess 34 into which a second adjusting bolt 40 is inserted.
  • This second adjusting bolt 40 can also be displaced with respect to the first adjusting bolt 30 in or against the direction of the arrow 4, these two adjusting bolts 30, 40 being connected to one another via straight teeth 33 are, so that the first adjusting pin 30 takes the second adjusting pin 40 when rotating about the longitudinal axis 14.
  • the second adjusting pin 40 projects into a central recess 22 in the second camshaft 20.
  • the camshaft 20 is connected to the adjusting bolt 40 via a helical toothing 23.
  • This helical toothing 23 causes an additional longitudinal displacement of the adjusting bolt 40 in or against the arrow direction 4, the camshaft 20 is rotated by an additional amount compared to the adjusting bolt 40.
  • a camshaft drive wheel rotates both the first adjusting bolt 30 and the second adjusting bolt 40 about the shaft longitudinal axis 14, these two adjusting bolts 30, 40 each taking the camshafts 10, 20 assigned to them with them.
  • the two camshafts 10, 20 rotate around the longitudinal axis 14 analogously to the camshaft drive wheel, not shown. If, in addition, only the first adjusting bolt 30 is moved in or against the direction of the arrow 4, this leads to an additional rotation of the first adjusting bolt 30 with respect to the camshaft drive wheel due to the helical toothing described between this first adjusting bolt 30 and the camshaft drive wheel, not shown.
  • the second adjusting bolt 40 is moved in or against the arrow direction 4 in addition to the first adjusting bolt 30 or independently of it, this leads to an additional rotation of the second camshaft 20 with respect to the first camshaft 10 due to the helical teeth 23, and thus to a change of the phase angle P.
  • the second adjusting pin 40 is provided with straight teeth 33 at one end and with helical teeth 23 at the other end, although it would of course also be possible to provide the straight teeth between the second adjusting pin 40 and the second camshaft 20 and the helical toothing between the second adjusting bolt 40 and the first adjusting bolt 30. It is essential that, due to the system, significantly higher frictional forces occur in the area of the helical teeth 23 than in the area of the straight teeth 33. This means that with the arrangement shown, starting from the position shown in FIGS. 5, 6, when the adjusting bolt 30 is slightly in Arrow direction 4 is shifted to the left, the second adjusting pin 40 is not taken due to the higher frictional forces in the area of the helical teeth 23. Rather, with a slight displacement of the first adjusting bolt 30 in the direction of arrow 4, a relative movement occurs between the first adjusting bolt 30 and the second adjusting bolt 40.
  • a head screw-like pin 61 is also screwed into the left-hand end face of the second adjusting bolt 40.
  • This pin 61 penetrates a web 62 of the first adjusting bolt 30, a recess 63 being provided for the head of the pin 61 in the first adjusting bolt 30 on the left side of the web 62.
  • the purpose of this pin 61 screwed into the second adjusting bolt 40 is as follows: As already explained, starting from the position shown, the first adjusting bolt 30 can be moved to the left in the direction of the arrow 4 to adjust the spread s without changing the phase angle p.
  • the web 62 comes to a stop at the head of the pin 61; this stop is designated by the reference number 60 b. If the first adjusting bolt 30 is now moved further in the direction of the arrow 4, the second adjusting bolt 40 is carried along during this displacement movement. In this way, in addition to the spread s, the phase angle is also p is adjusted between the first cam 11 and the second cam 12.
  • This stop 60b like the stop 60a already explained, thus forms a means with which, depending on boundary conditions, a relative movement between the adjusting bolts 30, 40 can be prevented.
  • these boundary conditions relate to the position of the first adjusting bolt 30 with respect to the second adjusting bolt 40, since depending on this position either one of the stops 60a, 60b acts as a means to prevent a relative movement between the adjusting bolts 30, 40 or a relative movement between these adjusting bolts 30, 40 is made possible.
  • a further means is provided which, depending on boundary conditions, is able to prevent a relative movement between the adjusting bolts 30, 40.
  • This means is an adjustable or releasable clamping body and is designed in detail as a chain of thorns 71, 73, 72 connected in series.
  • the mandrels 71 and 73 are mounted in the first adjusting bolt 30 such that they can be displaced transversely to the longitudinal axis 14 of the shaft, ie, in the direction of the axis 74.
  • the mandrel 72 is also mounted in the head screw-like pin 61 so that it can be displaced transversely to the shaft longitudinal axis 14.
  • the mandrels 71, 73, 72 with the same diameter come to lie one above the other, ie all the mandrels lie on the same axis 74 hydraulic system 80, which engages the mandrel 71, the mandrel 71 partially penetrate into the receiving hole provided in the pin 61 for the mandrel 72.
  • the pin 72 like the mandrel 71, is pushed upward in accordance with the drawing and thus partially reaches the receiving bore for the mandrel 72 provided in the adjusting bolt 30 a spring element 75, which is clamped between the mandrel 73 and the wall of the adjusting bolt 30, is compressed.
  • the pin 61 is now locked with the first adjusting bolt 30 via the mandrels 71, 72. This means that the activation of the hydraulic system 80 described, by means of which the mandrel 71 is still displaced upward, the first adjusting bolt 30 is locked with the second adjusting bolt 40.
  • This clamping element is unlocked by reducing the pressure in the hydraulic system 80 by utilizing the force of the spring element 75. With decreasing hydraulic pressure, it is namely possible for this spring element 75 to move the mandrel 73 again in such a way that the mandrel 72 is completely inserted into the pin 61 is pushed, so that the mandrel 71 thereby completely reaches the first adjusting bolt 30 again. If, for example, an electronic control unit that evaluates any boundary conditions, such as the current operating point of the internal combustion engine in its operating map, evaluates the pressure in the hydraulic system 80, it is again possible to release the clamping body or the mandrels as described and thus to decouple the two adjusting bolts 30, 40 from one another. Thereafter, a relative movement between these two adjusting bolts 30, 40 is again possible.
  • a propulsion means 90 is provided for the second adjusting bolt 40.
  • This propulsion means 90 is actuated again by a hydraulic system which bears the reference number 80.
  • the propulsion means 90 is designed as a piston which is connected to the second adjusting pin 40 and which is guided within a cylinder which is formed by a recess 81 in the second camshaft 20.
  • a supply / disposal channel 82 is provided on each end of the cylinder or the recess 81.
  • the second adjusting bolt 40 can thus be positioned in such a way that one of the two stops 60a, 60b takes effect or that the first adjusting bolt 30 can be moved without taking the second adjusting bolt 40 with it.
  • the control of the hydraulic system 80 is extremely simple to implement, since it only has to be ensured that either one of the stops 60a, 60b comes into effect, or that a relative movement between the two adjusting bolts 30, 40 is possible.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (11)

  1. Moteur à combustion interne à pistons linéaires comportant au moins deux soupapes d'échange de gaz agissant notamment en parallèle pour chaque cylindre, et qui sont actionnées par deux cames (11, 12) réglables l'une par rapport à l'autre et dont les arbres à came sont concentriques, et en plus de l'angle de phase (p) entre les cames (11, 12 ; 1, 2) l'écartement (s) (positionnement de phase) entre toutes les cames (11, 12) ou (1, 2) agissant notamment en parallèle ainsi que les arbres à cames coopérant avec les pistons peut se modifier, caractérisé en ce que pour le réglage individuel, notamment des deux arbres à came (10, 20) par rapport au vilebrequin, il y a deux tiges de réglage (30, 40) concentriques, coulissant dans la direction de l'axe géométrique (14) des arbres, ces tiges de réglage étant reliées chaque fois par des dentures en biais (31, 23), d'une part, aux arbres à came (10, 20) associés, et, d'autre part, à une roue d'entraînement d'arbre à cames (15).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que les tiges de réglage (30, 40) portent des pistons (51, 52) subdivisant une chambre hydraulique commune (50) pour notamment les trois chambres hydrauliques (53, 54, 55) branchées en série, délimitées par deux pistons (51, 52).
  3. Moteur à combustion interne selon la revendication 2, caractérisé en ce que les chambres hydrauliques (53, 54, 55) peuvent être reliées à un système hydraulique par des soupapes individuelles (56) pour qu'une commande séparée des soupapes (56) permette de créer les conditions de pression souhaitées entre les chambres hydrauliques et de déplacer comme souhaité les tiges de réglage (30, 40) choisies.
  4. Moteur à combustion interne selon la revendication 2 ou 3, caractérisé en ce que la chambre hydraulique (50) est intégrée à la roue d'entraînement (15) des arbres à came.
  5. Moteur à combustion interne à piston linéaires ayant au moins deux soupapes d'échange de gaz notamment parallèles pour chaque cylindre et qui sont actionnées par des cames (11, 12) réglables l'une par rapport à l'autre et dont les arbres à came sont concentriques, et dans lequel en plus de l'angle de phase (p) entre les cames (11, 12) ou (1, 2) on peut également modifier la position de phase (écartement s) entre toutes les cames (11, 12) ou (1, 2) travaillant notamment en parallèle ainsi que l'arbre à cames coopérant avec le piston linéaire, caractérisé en ce que pour régler les deux arbres à came (10, 20) par rapport au vilebrequin, il comporte deux tiges de réglage (30, 40) coulissant dans la direction longitudinale des arbres (axe géométrique 14, flèche 4), la première tige de réglage (30) étant reliée au premier arbre à cames (10) et à une roue d'entraînement (15) des arbres à came chaque fois par une denture (17) dont au moins l'une est une denture en biais, et la seconde tige de réglage (40) est reliée au second arbre à cames (20) et à la première tige de réglage (30) chaque fois par une denture (33, 23) dont l'une est une denture en biais (23) et l'autre une denture droite (33) et des moyens sont prévus pour éviter un mouvement relatif entre les tiges de réglage (30, 40) en fonction de conditions aux limites.
  6. Moteur à combustion interne selon la revendication 5, caractérisé en ce que les moyens évitant le mouvement relatif entre les tiges de réglage (30, 40) sont réalisés sous la forme de :
    - une butée (60a, 60b) entre les tiges de réglages et/ou
    - un organe de serrage verrouillable et déverrouillable et/ou un moyen d'entraînement (90) pour la seconde tige de réglage (40).
  7. Moteur à combustion interne selon la revendication 6, caractérisé par un système hydraulique (80) prévu pour verrouiller/déverrouiller l'organe de serrage et/ou le moyen d'entraînement (90).
  8. Moteur à combustion interne selon l'une des revendications 5 à 7, caractérisé en ce qu'entre les deux tiges de réglage (30, 40) il est prévu une première butée directe (60a) pour une direction de mouvement et pour l'autre direction de mouvement, il est prévu une seconde butée (60b) permettant un certain mouvement relatif à partir de la première butée (60a).
  9. Moteur à combustion interne selon la revendication 8, caractérisé en ce que la seconde butée (60b) est une goupille (61) en forme de vis à tête logée dans la face frontale de la seconde tige de réglage (40) et coopérant avec une âme (62) de la première tige de réglage (30).
  10. Moteur à combustion interne selon l'une des revendications 5 à 9, caractérisé en ce que l'organe de serrage logé dans la tige de réglage (30) est réalisé au moins sous la forme d'une broche (71, 72, 73) venant prendre dans une cavité réalisée dans ou appartenant à l'autre tige de réglage (40), cette broche étant déplacée par un système hydraulique (80) et/ou par un élément à ressort (75).
  11. Moteur à combustion interne à pistons linéaires selon l'une des revendications précédentes, caractérisé par au moins l'une des caractéristiques suivantes :
    - le second arbre à cames (20) est logé dans le premier arbre à cames (10),
    - frontalement, le second arbre à cames (20) comporte une cavité (22) s'étendant dans la direction de l'axe géométrique (14) des arbres et dont la paroi est partiellement (23) munie d'une denture en biais,
    - la tige de réglage (40) pénètre par sa denture en biais (32) dans la cavité (22),
    - l'arbre à cames intérieur (20) est un arbre plein sur lequel sont fixées les cames (12) par l'intermédiaire d'une goupille traversante (21).
EP93111185A 1992-08-13 1993-07-13 Moteur à combustion interne à pistons avec deux soupapes de distribution des gaz par cylindre Expired - Lifetime EP0582846B1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE19924226798 DE4226798A1 (de) 1992-08-13 1992-08-13 Hubkolben-Brennkraftmaschine mit zwei Gaswechselventilen je Zylinder
DE4226798 1992-08-13
DE4230074A DE4230074A1 (de) 1992-09-09 1992-09-09 Hubkolben-Brennkraftmaschine mit zwei Gaswechselventilen je Zylinder
DE4230074 1992-09-09
DE4240631 1992-12-03
DE19924240631 DE4240631A1 (de) 1992-12-03 1992-12-03 Hubkolben-Brennkraftmaschine mit zumindest zwei Gaswechselventilen je Zylinder

Publications (2)

Publication Number Publication Date
EP0582846A1 EP0582846A1 (fr) 1994-02-16
EP0582846B1 true EP0582846B1 (fr) 1996-04-24

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EP93111185A Expired - Lifetime EP0582846B1 (fr) 1992-08-13 1993-07-13 Moteur à combustion interne à pistons avec deux soupapes de distribution des gaz par cylindre

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EP (1) EP0582846B1 (fr)
DE (1) DE59302331D1 (fr)

Cited By (6)

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DE102005039751A1 (de) * 2005-08-23 2007-03-01 Mahle International Gmbh Nockenwelle
DE102005061187A1 (de) * 2005-12-21 2007-06-28 Mahle International Gmbh Nockenwelle
US8550051B2 (en) 2009-12-16 2013-10-08 GM Global Technology Operations LLC Engine combustion chamber features for camshaft with differential valve lift
WO2013171322A1 (fr) 2012-05-18 2013-11-21 Schaeffler Technologies AG & Co. KG Unité d'arbres à cames
WO2013171321A1 (fr) 2012-05-18 2013-11-21 Schaeffler Technologies AG & Co. KG Ensemble d'arbres à cames
CN103899374A (zh) * 2014-03-27 2014-07-02 哈尔滨工程大学 一种无级调节相位提前角的机械装置

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EP0686230B1 (fr) * 1993-12-17 1999-10-13 Valasopoulos, Christos Bossage de came a deplacement angulaire decale
IT1268966B1 (it) * 1994-05-12 1997-03-18 Carraro Spa Sistema di distribuzione monoalbero, in particolare per motori acombustione interna.
DE19535499B4 (de) * 1995-09-25 2005-06-16 Audi Ag Vorrichtung zum Verstellen der Phasenlage einer Welle
DE19638331A1 (de) * 1995-09-28 1997-04-03 Volkswagen Ag Nockenanordnung für eine Brennkraftmaschine
DE19722187A1 (de) * 1997-05-27 1998-12-03 Bayerische Motoren Werke Ag Verfahren zur Steuerung einer verstellbaren Nockenspreizung bei einer Brennkraftmaschine in Kraftfahrzeugen
GB2327482A (en) * 1997-06-09 1999-01-27 Torrington Co Composite camshaft with internal variable cam timing mechanism
GB2369175A (en) * 2000-11-18 2002-05-22 Mechadyne Plc Variable phase coupling
GB2424256A (en) * 2005-03-16 2006-09-20 Mechadyne Ltd SCP assembly with spring mounted on camshaft rather than within phaser housing
DE102006024793A1 (de) * 2006-05-27 2007-11-29 Mahle International Gmbh Nockenwelle
DE102007040697A1 (de) * 2007-08-29 2009-03-05 Volkswagen Ag Brennkraftmaschine
US7975663B2 (en) 2008-04-15 2011-07-12 GM Global Technology Operations LLC Dual-equal cam phasing with variable overlap
DE102008050776A1 (de) * 2008-10-08 2010-04-15 Daimler Ag Ventiltriebvorrichtung
JP4873194B2 (ja) * 2009-02-23 2012-02-08 三菱自動車工業株式会社 可変動弁装置付エンジン
GB2472054B (en) * 2009-07-23 2013-02-27 Mechadyne Plc Phaser assembly for an internal combustion engine
EP2479388B1 (fr) * 2009-09-14 2014-07-09 Honda Motor Co., Ltd. Commande variable des soupapes pour moteur à combustion interne
JP5093521B2 (ja) 2009-11-06 2012-12-12 三菱自動車工業株式会社 内燃機関の可変動弁装置
DE102010023571B4 (de) * 2010-06-12 2016-09-15 Thyssenkrupp Presta Teccenter Ag Gebaute Nockenwelle
DE102012220543A1 (de) * 2012-11-12 2014-05-15 Schaeffler Technologies Gmbh & Co. Kg Nockenwellenverstelleinrichtung

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Cited By (8)

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Publication number Priority date Publication date Assignee Title
DE102005039751A1 (de) * 2005-08-23 2007-03-01 Mahle International Gmbh Nockenwelle
DE102005061187A1 (de) * 2005-12-21 2007-06-28 Mahle International Gmbh Nockenwelle
US7421992B2 (en) 2005-12-21 2008-09-09 Mahle International Gmbh Camshaft
US8550051B2 (en) 2009-12-16 2013-10-08 GM Global Technology Operations LLC Engine combustion chamber features for camshaft with differential valve lift
DE102010034956B4 (de) 2009-12-16 2019-07-18 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Motorbaugruppe
WO2013171322A1 (fr) 2012-05-18 2013-11-21 Schaeffler Technologies AG & Co. KG Unité d'arbres à cames
WO2013171321A1 (fr) 2012-05-18 2013-11-21 Schaeffler Technologies AG & Co. KG Ensemble d'arbres à cames
CN103899374A (zh) * 2014-03-27 2014-07-02 哈尔滨工程大学 一种无级调节相位提前角的机械装置

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Publication number Publication date
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EP0582846A1 (fr) 1994-02-16

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