[go: up one dir, main page]

EP3434871B1 - Système de cames coulissantes - Google Patents

Système de cames coulissantes Download PDF

Info

Publication number
EP3434871B1
EP3434871B1 EP18181090.4A EP18181090A EP3434871B1 EP 3434871 B1 EP3434871 B1 EP 3434871B1 EP 18181090 A EP18181090 A EP 18181090A EP 3434871 B1 EP3434871 B1 EP 3434871B1
Authority
EP
European Patent Office
Prior art keywords
actuator
cam
cam carrier
carrier
contact surface
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.)
Active
Application number
EP18181090.4A
Other languages
German (de)
English (en)
Other versions
EP3434871A1 (fr
Inventor
Steffen Hirschmann
Jens Dietrich
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.)
MAN Truck and Bus SE
Original Assignee
MAN Truck and Bus SE
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP3434871A1 publication Critical patent/EP3434871A1/fr
Application granted granted Critical
Publication of EP3434871B1 publication Critical patent/EP3434871B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • 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
    • 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
    • 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
    • F01L2013/0078—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by axially displacing 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/101—Electromagnets
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/103—Electric motors
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/105—Hydraulic motors
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/106—Pneumatic motors
    • 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 a sliding cam system for an internal combustion engine.
  • Valve-controlled internal combustion engines have one or more controllable inlet and outlet valves per cylinder.
  • Variable valve drives allow flexible control of the valves to change the opening time, closing time and / or the valve lift. This means that engine operation can be adapted to a specific load situation, for example.
  • a variable valve drive can be implemented using a so-called sliding cam system.
  • a sliding cam with at least one cam section having a plurality of cam tracks is mounted on the camshaft in a rotationally fixed but axially displaceable manner, which has a stroke contour into which an actuator in the form of a pin is inserted from radially outside to generate an axial displacement of the sliding cam.
  • the axial displacement of the sliding cam sets a different valve lift for the respective gas exchange valve.
  • the sliding cam After axial displacement of the same relative to the camshaft, the sliding cam is locked in its axial relative position on the camshaft in that, depending on the axial relative position, at least one spring-loaded locking ball, which is received and supported in the camshaft, engages in at least one locking groove.
  • the sliding cam system can take up a considerable amount of space.
  • an arrangement of the actuators for moving a cam carrier (sliding cam) can be a challenge in tight spaces.
  • the actuators are attached to a frame connected to the cylinder head or cylinder head cover.
  • an internal combustion engine with a plurality of cylinders, a cylinder head and a cylinder head cover is known.
  • At least one rotatably mounted camshaft with at least one slide cam that can be axially displaced on the respective camshaft is provided.
  • the respective sliding cam has at least one link section with at least one groove.
  • An actuator is provided to effect an axial displacement of the respective sliding cam.
  • the actuator is mounted in the cylinder head or in the cylinder head cover.
  • the JP 2013 060823 A discloses a sliding cam system with a camshaft, a cam carrier and pistons which can be retracted and extended parallel to the camshaft for moving the cam carrier.
  • the JP S58 90338 U discloses a control device for opening and closing an intake valve.
  • a camshaft can be displaced along its longitudinal direction by means of an actuating element engaging one end of the camshaft.
  • the JP S60 75603 U and the WO 201/163252 A1 disclose further variable valve trains.
  • the invention is based on the object of providing an improved or alternative sliding cam system which, in particular, has a construction that is optimized in terms of installation space.
  • the sliding cam system for an internal combustion engine has a camshaft.
  • the sliding cam system has a cam carrier which is arranged on the camshaft in a rotationally fixed and axially displaceable manner.
  • the cam carrier has a first shift gate and a second shift gate.
  • the sliding cam system has a first actuator with an element (for example retractable and extendable element) that can be displaced along a longitudinal axis of the camshaft.
  • the element is designed in particular as a pin.
  • the element can be brought into contact with the first shift gate for the axial displacement of the cam carrier in a first direction.
  • the sliding cam system also has a second actuator with an element that can be displaced along the longitudinal axis of the camshaft (for example, element that can be retracted and extended).
  • the element is designed in particular as a pin.
  • the element can be brought into contact with the second shift gate for the axial displacement of the cam carrier in a second direction, which is opposite to the first direction.
  • one or more axially acting actuators enables a space-optimized arrangement of the actuators compared to systems with radially acting actuators.
  • the axially acting actuators can be integrated into existing structures along the camshaft.
  • this actuator can, for example, be designed to be double-acting. This enables an axial displacement of the cam carrier in both directions along the longitudinal axis of the camshaft.
  • the actuator can move the cam carrier, for example, in a first direction against an elastic pretensioning element. In an opposite direction, the actuator can enable the cam carrier to be displaced by the elastic pretensioning element by retracting the displaceable element. It is also possible to use a different mechanism which, in combination with only one actuator, enables an axial displacement of the cam carrier between a first axial position and a second axial position.
  • the first actuator can move the cam carrier from a second axial position into a first axial position.
  • the second actuator can move the cam carrier from a first axial position into a second axial position.
  • a first cam of the cam carrier can be in operative connection with at least one gas exchange valve.
  • a second cam of the cam carrier can be in operative connection with the at least one gas exchange valve.
  • the first actuator is received in or on a first bearing block which rotatably supports the camshaft.
  • the second actuator is accommodated in or on a second bearing block which rotatably supports the camshaft.
  • the actuators therefore do not require any separate installation space. Instead, the actuators can be integrated directly into the existing bearing blocks of the camshaft without requiring additional space.
  • first actuator can be attached to the first bearing block and / or the second actuator can be attached to the second bearing block.
  • hydraulic fluid can be supplied to the first actuator and / or the second actuator via the bearing blocks. This means that no additional space is required for the hydraulic lines.
  • an electrical line and / or a pneumatic line for the first actuator and / or the second actuator can be provided in or on the first and / or second bearing block.
  • the first shift gate and / or the second shift gate is step-shaped.
  • the stepped design of the shift gate can enable the actuators to be contacted in a simple manner by the displaceable elements.
  • the movable elements of the actuators can press against a shoulder of the respective, stepped shift gate when the cam carrier is to be moved.
  • first shift gate are arranged on a first end of the cam carrier and the second shift gate are arranged on an opposite second end of the cam carrier. In this way, a travel path of the displaceable elements can be minimized.
  • the actuators can be arranged directly next to the ends of the cam carrier.
  • the first shift gate has an actuator contact surface which extends in a circumferential direction around the longitudinal axis of the camshaft.
  • the second shift gate has an actuator contact surface which extends in a circumferential direction around the longitudinal axis of the camshaft.
  • a displacement of the cam carrier can be implemented via a contact between the displaceable elements of the actuators and the corresponding actuator contact surfaces.
  • a contact with the corresponding actuator contact surfaces can be used to dampen the displacement of the cam carrier.
  • the actuator contact surface of the first shift gate has a first ramp and a second ramp.
  • the first ramp of the actuator contact surface of the first shift gate increases a distance between the first actuator and the actuator contact surface of the first shift gate with respect to a direction of rotation of the camshaft.
  • the second ramp of the actuator contact surface of the first shift gate reduces a distance between the first actuator and the actuator contact surface of the first shift gate with respect to a direction of rotation of the camshaft.
  • the actuator contact surface of the second shift gate has a first ramp and a second ramp.
  • the first ramp of the actuator contact surface of the second shift gate increases a distance between the second actuator and the actuator contact surface of the second shift gate with respect to a direction of rotation of the camshaft.
  • the second ramp of the actuator contact surface of the second shift gate reduces a distance between the second actuator and the actuator contact surface of the second shift gate with respect to a direction of rotation of the camshaft.
  • the ramps enable the cam carrier to be displaced by contact with the displaceable elements. If, for example, the displaceable element of the first actuator contacts the second ramp of the actuator contact surface of the first shift gate, the cam carrier is displaced in the first direction while the cam carrier rotates together with the camshaft. If, on the other hand, the displaceable element of the second actuator contacts the second ramp of the actuator contact surface of the second shift gate, the cam carrier is displaced in the second direction while the cam carrier rotates together with the camshaft.
  • first and second ramp of the first and second shift gate can be arranged such that a displacement of the cam carrier is only possible within a base circle area of the cams of the cam carrier.
  • the first actuator and / or the second actuator is actuated hydraulically, electrically and / or pneumatically.
  • an axial displacement of the cam carrier is damped hydraulically.
  • the damping can enable locking (axial securing) of the cam carrier.
  • the sliding cam system has a first elastic element which pretensions the cam carrier in the second direction.
  • the sliding cam system has a second elastic element which pretensions the cam carrier in the first direction.
  • the elastic elements enable damping of the displacement movement of the cam carrier. If the cam carrier is displaced in the first direction, for example by the first actuator, the first elastic element can dampen the displacement movement of the cam carrier.
  • the first elastic element supports the cam carrier on a bearing block for rotatably mounting the camshaft and is rotatably mounted about the longitudinal axis of the camshaft with respect to the bearing block or the cam carrier.
  • the second elastic element supports the cam carrier on a bearing block for rotatably mounting the camshaft and is rotatably mounted about the longitudinal axis of the camshaft with respect to the bearing block or the cam carrier.
  • the bearing blocks of the camshaft which are already present, can thus be used to support the elastic elements for damping the displacement movement of the cam carrier.
  • the rotatable mounting of the elastic elements is provided in order to prevent the elastic elements from dragging on the cam carrier or bearing block, since the elastic elements in the embodiment either rotate with the cam carrier or are fixed on the bearing block.
  • the sliding cam system has a first hydraulic damping cylinder which is arranged to dampen an axial displacement of the cam carrier in the first direction.
  • the sliding cam system has a second hydraulic damping cylinder which is arranged for damping an axial displacement of the cam carrier in the second direction.
  • the sliding cam system also has a first throttle, which is arranged downstream of the first hydraulic damping cylinder, and / or a second throttle, which is arranged downstream of the second hydraulic damping cylinder.
  • a resistance for hydraulic fluid flowing out of the hydraulic damping cylinders can be built up via the throttles, whereby a desired damping can be realized.
  • the second actuator dampens an axial displacement of the cam carrier when the first actuator axially displaces the cam carrier in the first direction.
  • the first actuator dampens an axial displacement of the cam carrier when the second actuator axially displaces the cam carrier in the second direction. This means that the damping functionality can be integrated directly into the actuators.
  • the second actuator dampens an axial displacement of the cam carrier hydraulically and / or via an elastic element of the second actuator.
  • the first actuator dampens an axial displacement of the cam carrier hydraulically and / or via an elastic element of the first actuator.
  • the invention also relates to a variable valve drive for an internal combustion engine.
  • the variable valve train includes a slide cam system as disclosed herein.
  • the variable valve drive has at least one gas exchange valve and a force transmission device (for example a tappet, rocker arm or rocker arm).
  • the force transmission device optionally sets a first cam of the cam carrier in operative connection with the at least one gas exchange valve or a second cam of the cam carrier in operative connection with the at least one gas exchange valve.
  • the invention also relates to a motor vehicle, in particular a utility vehicle, with a sliding cam system as disclosed herein or a variable valve train as disclosed herein.
  • the utility vehicle can be, for example, an omnibus or a truck.
  • the Figure 1 shows a variable valve drive 10.
  • the variable valve drive 10 can, for example, be part of an internal combustion engine of a commercial vehicle, in particular a truck or a bus.
  • the variable valve drive 10 has a first gas exchange valve 12, a second gas exchange valve 14, a sliding cam system 16, a force transmission device 18, a first bearing block (bearing body) 20 and a second bearing block (bearing body) 22.
  • variable valve drive 10 is used to adapt an activation of the gas exchange valves 12, 14.
  • an opening time, a closing time and / or a valve lift of the gas exchange valves 12, 14 can be adapted.
  • the gas exchange valves 12, 14 can be inlet valves or outlet valves.
  • the bearing blocks 20, 22 support a camshaft 24 in a rotatable manner.
  • the rocker arm shaft 42 is attached to the bearing blocks 20, 22.
  • the bearing blocks 20, 22 can be fastened, for example, to a fastening frame or a cylinder head of the internal combustion engine.
  • the camshaft 24 and the rocker arm shaft 42 can be mounted separately from one another, for example.
  • the sliding cam system 16 has the camshaft 24, a cam carrier 26, a first actuator 28 and a second actuator 30.
  • the cam carrier 26 is arranged on the camshaft 24 in a rotationally fixed and axially displaceable manner.
  • the cam carrier 26 has a first cam 32, a second cam 34, a first shift gate 36 and a second shift gate 38.
  • the first cam 32 and the second cam 34 are arranged adjacent to each other.
  • the first cam 32 and the second cam 34 have different cam contours.
  • the first cam 32 and the second cam 34 are provided in a central region of the cam carrier 26.
  • the force transmission device 18 creates an operative connection between the first cam 32 and the gas exchange valves 12, 14 or between the second cam 34 and the gas exchange valves 12, 14.
  • the force transmission device 18 has a rocker arm 40 and a rocker arm shaft 42.
  • the rocker arm 40 follows a cam contour of the first cam 32 or the second cam 34 via a cam follower 44 depending on the axial position of the cam carrier 26.
  • the cam follower 44 is designed as a rotatably mounted roller.
  • the rocker arm 40 is mounted rotatably about the rocker arm axis 42. In a valve lift range of the cam 32 or 34, the gas exchange valves 12, 14 are actuated accordingly via the rocker arm 40.
  • the force transmission device 18 can have a rocker arm or a tappet, for example.
  • the example shown is the cam carrier 26 in a first axial position.
  • the force transmission device 18 produces an operative connection between the first cam 32 and the gas exchange valves 12, 14.
  • the cam carrier 26 can be moved into a second axial position (to the left in Figure 1 ) can be moved.
  • the power transmission device 18 puts the second cam 34 in operative connection with the gas exchange valves 12, 14.
  • the cam carrier (sliding cam) 26 can be moved along the axial direction of the camshaft 24 by the interaction of the first actuator 28, the second actuator 30, the first shift gate 36 and the second shift gate 38 are moved.
  • the first actuator 28 is received and fastened in the first bearing block 20.
  • the second actuator 30 is received and fastened in the second bearing block 22.
  • the attachment and The inclusion of the actuators 28, 30 in the bearing blocks 20, 22 is advantageous for reasons of space. There is no need to provide a separate installation space for the actuators 28, 30.
  • the first shift gate 36 and the second shift gate 38 are arranged on opposite axial ends of the cam carrier 26.
  • the first shift gate 36 interacts with the first actuator 28 to shift the cam carrier 26 from the second axial position into the first axial position.
  • the cam carrier 26 can be displaced in a first direction by the first actuator 28 and the first shift gate 36.
  • the second shift gate 38 interacts with the second actuator 30 to shift the cam carrier 26 from the first axial position into the second axial position.
  • the cam carrier 26 can be displaced in a second direction by the second actuator 30 and the second shift gate 38.
  • the second direction is opposite to the first direction.
  • the first and second directions extend parallel to a longitudinal axis of the camshaft 24.
  • Each actuator 28, 30 has a displaceable pin 46, 48.
  • the pin 46 of the first actuator 28 is in Figure 1 covered by the first bearing block 20.
  • the pins 46, 48 are slidable in an axial direction of the camshaft 24.
  • other displaceable elements can also be used for displacing the cam carrier 26.
  • the first shift gate 36 and the second shift gate 38 are step-shaped.
  • the shift gate 36, 38 each have an actuator contact surface 50, 52.
  • the actuator contact surfaces 50, 52 extend in a circumferential direction around the longitudinal axis of the camshaft 24.
  • the actuator contact surface 50 has a first ramp 50A and a second ramp 50B.
  • the first ramp 50A increases a distance between the first actuator 28 and the actuator contact surface 50 with respect to a direction of rotation of the camshaft 24.
  • the second ramp 50B reduces a distance between the first actuator 28 and the actuator contact surface 50 with respect to a direction of rotation of the camshaft 24 52 a first ramp 52A and a second ramp 52B.
  • the first ramp 52A increases a distance between the second actuator 30 and the actuator contact surface 52 with respect to a direction of rotation of the camshaft 24.
  • the second ramp 52B reduces a distance between the second actuator 30 and the actuator contact surface 52 with respect to a direction of rotation of the camshaft 24.
  • the actuator contact surfaces 50, 52 extend spirally (helically) in a direction to each other with respect to a direction of rotation of the camshaft 24.
  • the actuator contact surfaces 50, 52 extend spirally (helically) in the opposite direction with respect to a direction of rotation of the camshaft 24.
  • the pin 46 of the first actuator 28 is extended.
  • the pin 46 of the first actuator 28 is extended such that the pin 46 is fully extended when the cam carrier 26 reaches a rotational position in which a start of the second ramp 50B passes the pin 46 by rotating the camshaft 24.
  • the pin 46 may extend as it passes the first ramp 50A over the pin 46 due to the rotation of the camshaft 24. Due to the ramp 50B, the extended pin 46 pushes the cam carrier 26 from the second axial position to the first axial position.
  • the cam carrier 26 is displaced from the first axial position to the second axial position in an analogous manner by the pin 48 of the second actuator 30. Due to the ramp 52B of the actuator contact surface 52, the extended pin 48 pushes the cam carrier 26 into the second axial position.
  • the sliding cam system 16 can additionally have a locking device (not shown).
  • the locking device can be designed such that it axially secures the cam carrier 26 in the first axial position and the second axial position.
  • the locking device can, for example, have an elastically pretensioned locking body. In the first axial position of the cam carrier 26, the locking body can engage in a first recess of the cam carrier and in the second axial position of the cam carrier 26 it can engage in a second recess of the cam carrier 26.
  • the locking device can be provided in the camshaft 24, for example.
  • the actuators 28 and 30 can be, for example, hydraulically operated actuators. In the following description, exemplary embodiments for hydraulic systems for actuating the actuators 28 and 30 are described.
  • the Figure 2 shows a hydraulic system 53.
  • the hydraulic system 53 has a main hydraulic line 54, a first connecting line 56 and a second connecting line 58.
  • the first actuator 28 is connected to the main hydraulic line 54 via the first connecting line 56.
  • the second actuator 30 is connected to the main hydraulic line 54 via the second connecting line 58.
  • a first electrically operated 2-way valve 60, a first mechanically operated 2-way valve 62 and a first control valve 64 are in the first connecting line 58 for controlling an inflow of hydraulic fluid to the first actuator 28 arranged.
  • a second electrically operated 2-way valve 66, a second mechanically operated 2-way valve 68 and a second control valve 70 are arranged in the second connecting line 58 for controlling an inflow of hydraulic fluid to the second actuator 30.
  • an electrical release is first effected by the first electrically operated 2-way valve 60.
  • the first electrically operated 2-way valve 60 establishes a fluid connection between the main hydraulic line 54 and the first mechanically operated 2-way valve 62 .
  • the mechanically operated 2-way valve 62 establishes a fluid connection between the main hydraulic line 54 and the first actuator 28 via the released, first electrically operated 2-way valve 60.
  • the hydraulic fluid passes through the first control valve 64 and causes the pin 46 of the first actuator 28 to extend.
  • the pin 46 of the first actuator 28 touches the actuator contact surface 50 of the first shift gate 36 and moves the cam carrier 26 into the first axial position.
  • the cam carrier 26 rotates in a circumferential direction about the longitudinal axis of the camshaft 24 (see Figure 1 ).
  • the first control valve 64 is designed as a controllable check valve.
  • the first control valve 64 prevents the hydraulic fluid from flowing back from the first actuator 28 as long as a control pressure from the first connecting line 56 is present.
  • Hydraulic fluid flowing out of the first actuator 28 can, for example, be drained into a hydraulic fluid chamber (not shown) of the internal combustion engine.
  • the hydraulic fluid space can be, for example, an oil space of the internal combustion engine.
  • the second electrically operated 2-way valve 66 is first electrically released.
  • the second mechanically operated 2-way valve 68 can establish a fluid connection between the second actuator 30 and the main hydraulic line 54.
  • the pin 48 of the second actuator 30 extends, touches the actuator contact surfaces 52 and displaces the cam carrier 26 into the second axial position while the cam carrier 26 rotates.
  • elastic elements 72, 74 for example springs
  • the elastic elements 72, 74 support the cam carrier 26 on the first bearing block 20 and the second bearing block 22.
  • the elastic elements 72, 74 can be rotated on the corresponding bearing block, for example via ball bearings 20, 22 stored.
  • the elastic elements 72, 74 could also be fastened to the bearing blocks 20, 22 and, for example, be rotatably connected to the cam carrier 26 via ball bearings.
  • the Figure 3 shows another hydraulic system 78.
  • the hydraulic system 78 differs from the hydraulic system 53 of FIG Figure 2 in particular in the damping of the axial displacement of the cam carrier 26.
  • the hydraulic system 78 has a first damping cylinder 80 and a second damping cylinder 82 for damping the axial displacement of the cam carrier 26.
  • a piston of the first damping cylinder 80 extends when the pin 46 of the first actuator 28 extends. If the cam carrier 26 finally contacts the piston of the first damping cylinder 80 during the axial displacement to the first axial position, the piston of the first damping cylinder 80 is pushed in. In the process, hydraulic fluid is pushed out of the first damping cylinder 80. The hydraulic fluid is conducted to a hydraulic fluid chamber of the internal combustion engine via a first throttle 84. By pushing out the hydraulic fluid, the axial movement of the cam carrier 26 is damped.
  • a piston of the second damping cylinder 82 extends when the pin 48 of the second actuator 30 extends. Hydraulic fluid is pushed out of the second damping cylinder 82 when the piston of the second damping cylinder 82 is pushed in by the cam carrier 26. The expelled hydraulic fluid passes the second throttle 86 and reaches the hydraulic fluid chamber of the internal combustion engine.
  • a first check valve 88 prevents the hydraulic fluid from being conducted from the first damping cylinder 80 to the first actuator 28.
  • a second check valve 90 prevents hydraulic fluid pushed out of the second damping cylinder 82 from being conducted to the second actuator 30.
  • the first damping cylinder 80 damps an axial displacement of the cam carrier 26 to the second axial position.
  • the second damping cylinder 82 damps an axial displacement of the cam carrier 26 to the first axial position.
  • the chokes 84, 86 provide a resistance for represents the hydraulic fluid flowing out of the corresponding damping cylinder 80, 82, so that a desired damping is made possible.
  • FIG. 14 shows another hydraulic system 92.
  • Hydraulic system 92 differs from hydraulic system 78 from FIG Figure 3 in particular in the fact that no separate damping cylinders are provided.
  • the damping of the axial displacement of the cam carrier 26 is instead carried out by the actuators 28, 30 themselves.
  • the hydraulic system 92 has a first mechanically operated 4-way valve 94 and a second mechanically operated 4-way valve 96.
  • the first mechanically operated 4-way valve 94 is activated by the first electrically operated 2-way valve 60.
  • the second mechanically operated 4-way valve 96 is controlled by the second electrically operated 2-way valve 66.
  • the hydraulic system 92 has a third electrically operated 2-way valve 98 and a fourth electrically operated 2-way valve 100.
  • the first mechanically operated 4-way valve 94 is activated by the first electrically operated 2-way valve 60.
  • the first mechanically operated 4-way valve 94 establishes a fluid connection between the main hydraulic line 54 and the first actuator 28.
  • the pin 46 of the first actuator 28 extends.
  • the cam carrier 26 is shifted in a direction towards the first axial position.
  • the third electrically operated 2-way valve 98 establishes a fluid connection between the second actuator 30 and the main hydraulic line 54.
  • the extended pin 48 of the second actuator 30 contacts the cam carrier 26 as the cam carrier 26 moves to the first axial position.
  • the pin 48 is pushed into the second actuator 30.
  • Hydraulic fluid is pushed out of the second actuator 30.
  • the expelled hydraulic fluid arrives at the correspondingly set second mechanically operated 4-way valve 96 via the first throttle 84 to the hydraulic fluid chamber of the internal combustion engine.
  • the cam carrier 26 can be displaced into the second axial position by the second actuator 30.
  • the displacement movement of the cam carrier 26 can then be damped by the first actuator 28.
  • the fourth electrically operated 2-way valve 100 and the first mechanically operated 4-way valve 94 are switched accordingly.
  • the first check valve 88 prevents the hydraulic fluid from flowing back to the fourth electrically operated 2-way valve 100.
  • the second check valve 90 prevents hydraulic fluid pushed out of the second actuator 30 from being conducted to the third electrically operated 2-way valve 98.
  • FIG. 14 shows another hydraulic system 102.
  • Hydraulic system 102 differs from hydraulic system 92 from FIG Figure 4 in particular that a common throttle 104 is provided instead of two separate throttles 84, 86.
  • the valves 94, 96 have other neutral positions than in FIG Figure 4 on.
  • FIGS Figures 6 to 15 show the sequence of a displacement of the cam carrier 26 by the first actuator 28 to the first axial position, while the cam carrier 26 moves together with the camshaft 24 (see FIG Figure 1 ) rotates.
  • the hydraulic system 106 has a first electrically operated 2-way valve 108 and a second electrically operated 2-way valve 110.
  • the hydraulic system 106 has a first control valve 112 and a second control valve 114 as well as a first check valve 116 and a second check valve 118.
  • the hydraulic system 106 has the first throttle 84 and the second throttle 86.
  • the first actuator 28 has a displaceable piston 120, a first displaceable sleeve 122, a second displaceable sleeve 124, a first elastic element 126, a second elastic element 128 and a third elastic element 130.
  • the first elastic member 126 biases the piston 120 in a direction opposite to the pin 46.
  • the second elastic member 128 supports the pin 46 against the first Sleeve 124 from.
  • the third elastic element 130 biases the second sleeve 124 in a direction towards the piston 120.
  • An axial movement of the pin 46 when the pin 46 is extended is limited by the second sleeve 124.
  • the pin 46 is guided in the sleeves 122, 124.
  • the second actuator 30 is constructed identically to the first actuator 28, with a piston 132, a first sleeve 134, a second sleeve 136, a first elastic element 138, a second elastic element 140 and a third elastic element 142.
  • the Figure 6 shows the first actuator 28 and the second actuator 30 in a non-actuated state. Pins 46 and 48 are retracted. The first and second electrically operated 2-way valves 108, 110 are switched in such a way that hydraulic fluid is conducted from the first actuator 28 and the second actuator 30 to a hydraulic fluid chamber of the internal combustion engine.
  • the Figure 7 shows the first actuator 28 at the beginning of an actuation.
  • the first electrically operated 2-way valve 108 allows hydraulic fluid to pass from a hydraulic fluid source.
  • the hydraulic fluid is conducted into a control fluid space for displacing the first sleeve 122.
  • the Figure 8 shows that the hydraulic fluid conducted into the control fluid space for displacing the first sleeve 122 has displaced the first sleeve 122 together with the second sleeve 124 and the pin 46 in the direction of the actuator contact surface 50.
  • the first sleeve 122, the second sleeve 124 and the pin 46 have shifted against the pretensioning force of the third elastic element 130.
  • the third elastic member 130 is compressed.
  • the pin 46 touches the actuator contact surface 50 in an area in which the actuator contact surface 50 is at the greatest distance from the first actuator 28.
  • a hydraulic channel of the second sleeve 124 is aligned with a hydraulic channel of the pin 46.
  • the hydraulic channel of the second sleeve 124 and the hydraulic channel of the pin 46 establish a fluid connection between the hydraulic fluid source and a control fluid space for displacing the piston 120. Hydraulic fluid flows through the hydraulic channels of the second sleeve 124 and the pin 46 to the control fluid space for displacing the piston 120.
  • the Figure 9 shows that the hydraulic fluid conducted into the control fluid space for displacing the first piston 120 has displaced the piston 120 in a direction towards the actuator contact surface 50.
  • the piston 120 has moved against the pretensioning force of the first elastic element 126.
  • the piston 120 contacts the pin 46 to lock it into place.
  • FIGS. 10 and 11 show that pin 46 eventually engages second ramp 50B as cam carrier 26 rotates.
  • the pin 46 latched by the piston 120 pushes the cam carrier 26 in a direction towards the second actuator 30.
  • the Figure 12 shows that the cam carrier 26 touches the pin 48 via the actuator contact surface 52 at the end of the displacement movement caused by the first actuator 28.
  • the pin 48 is displaced against the pretensioning force of the second elastic element 140 in the direction of the piston 132 of the second actuator 30.
  • a displacement movement of the cam carrier 26 is damped.
  • the Figure 13 shows that the pretensioning force of the second elastic element 140 has moved the pin 48 back into its starting position.
  • the cam carrier 26 was thereby shifted a little in the direction of the first actuator 28.
  • the cam carrier 26 now lies centrally between the first actuator 28 and the second actuator 30.
  • the locking device 76 (cf., for example, FIG Figures 2 to 5 ) the cam carrier 26 axially on the camshaft 24 (see Figure 1 ) to back up.
  • the Figure 14 shows that the first electrically operated 2-way valve 108 has been switched over.
  • the first electrically operated 2-way valve 108 establishes a fluid connection between the first actuator 28 and a hydraulic fluid chamber of the internal combustion engine via the first throttle 86.
  • the hydraulic fluid from the control chamber for moving the piston 120 flows back through the hydraulic channels of the second sleeve 124 and the pin 46 in the direction of the first electrically operated 2-way valve 108.
  • the hydraulic fluid flows from the control chamber for moving the piston 120 via the first Control valve 112 in the direction of the first electrically operated 2-way valve 108.
  • hydraulic fluid flows out of the control chamber to move the first sleeve 128 in the direction of the first electrically operated 2-way valve 108.
  • the Figure 15 shows that, due to the outflow of the hydraulic fluid, the piston 120 has shifted in a direction opposite to the second actuator 30 according to the pretensioning force of the first elastic element 126.
  • the first sleeve 122, the second sleeve 124 and the pin 46 have moved together opposite to the second actuator 30 in accordance with the pretensioning force of the third elastic element 130.
  • the pin 46 is retracted.
  • the cam carrier 26 can be displaced back into the second axial position by actuating the second actuator 30.
  • the second actuator 30 for moving is identical to that of the first actuator 28 when moving into the first axial position.
  • the mode of operation of the first actuator 28 for damping the displacement movement is also identical to that of the second actuator 30 when damping the displacement into the first axial position.
  • cam carrier 26 is only displaced by the first actuator 28 when the pin 46 is in engagement with the ramp 50B at the maximum distance. If the pin 46 comes into engagement with the actuator contact surface 50 on the ramp 50B or outside the ramp 50B, there is no displacement of the cam carrier 26.
  • the Figure 16 shows similar to Figure 6 the first actuator 28 and the second actuator 30 in a non-actuated state. Pins 46 and 48 are retracted. The first and second electrically operated 2-way valves 108, 110 are switched in such a way that hydraulic fluid is conducted from the first actuator 28 and the second actuator 30 to a hydraulic fluid chamber of the internal combustion engine.
  • the Figure 17 shows the first actuator 28 at the beginning of an actuation.
  • the first electrically operated 2-way valve 108 allows hydraulic fluid to pass from a hydraulic fluid source.
  • the hydraulic fluid is conducted into a control fluid space for displacing the first sleeve 122.
  • the pin 46 is already in contact with the actuator contact surface 50. In other words, the pin 46 touches the actuator contact surface 50 in an area in which the actuator contact surface 50 is at the smallest distance from the first actuator 28.
  • the Figure 18 shows that the hydraulic fluid conducted into the control fluid space for moving the first sleeve 122 has moved the first sleeve 122 together with the second sleeve 124 in the direction of the actuator contact surface 50.
  • the pin 46 has not shifted with the first sleeve 122 and the second sleeve 124 in the direction of the actuator contact surface 50, since the pin 46 was already in contact with the actuator contact surface 50.
  • the relative displacement between the first sleeve 122 and the pin 46 leads to a compression of the second elastic element 128.
  • the hydraulic channels of the pin 46 and the second sleeve 124 are not aligned with one another. As a result, no fluid connection is established between the first electrically operated 2-way valve 108 and the control chamber for moving the piston 120.
  • the pin 46 will not extend until it is in contact with the first ramp 50A (see FIG Figure 1 ) and the area of the actuator contact surface 50 in which the actuator contact surface 50 is at the greatest distance from the first actuator 28. It can thus be ensured that an axial displacement of the cam carrier 26 only takes place in the area of the base circle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (13)

  1. Système de cames coulissantes (16) pour un moteur à combustion interne, présentant :
    un arbre à cames (24) ;
    un porte-came (26) qui est disposé sur l'arbre à cames (24) de manière verrouillée en rotation et déplaçable axialement, le porte-came (26) présentant une première coulisse de changement de vitesses (36) et une deuxième coulisse de changement de vitesses (38) ;
    un premier actionneur (28) doté d'un élément (46) déplaçable le long d'un axe longitudinal de l'arbre à cames (24), en particulier d'une broche, qui peut être mis en contact avec la première coulisse de changement de vitesses (36) pour le décalage axial du porte-came (26) dans une première direction ; et
    un deuxième actionneur (30) doté d'un élément (48) déplaçable le long de l'axe longitudinal de l'arbre à cames (24), en particulier d'une broche, qui peut être mis en contact avec la deuxième coulisse de changement de vitesses (38) pour le décalage axial du porte-came (26) dans une deuxième direction qui est opposée à la première direction ;
    caractérisé par :
    un premier élément élastique (72) qui précontraint le porte-came (26) dans la deuxième direction, le premier élément élastique (72) soutenant le porte-came (26) au niveau d'un deuxième support de palier (22) pour supporter l'arbre à cames (24) en rotation et étant monté rotatif autour de l'axe longitudinal de l'arbre à cames (24) par rapport au deuxième support de palier (22) ou au porte-came (26) ; et/ou
    un deuxième élément élastique (74) qui précontraint le porte-came (26) dans la première direction, le deuxième élément élastique (74) soutenant le porte-came (26) au niveau d'un premier support de palier (20) pour supporter l'arbre à cames en rotation (24) et étant monté rotatif autour de l'axe longitudinal de l'arbre à cames (24) par rapport au premier support de palier (20) ou au porte-came (26).
  2. Système de cames coulissantes (16) selon la revendication 1, dans lequel :
    le premier actionneur (28) est reçu dans ou sur le premier support de palier (20) qui supporte l'arbre à cames (24) en rotation ; et/ou
    le deuxième actionneur (30) est reçu dans ou sur le deuxième support de palier (22) qui supporte l'arbre à cames (24) en rotation.
  3. Système de cames coulissantes (16) selon la revendication 1 ou 2, dans lequel :
    la première coulisse de changement de vitesses (36) et/ou la deuxième coulisse de changement de vitesses (38) sont réalisées de manière étagée ; et/ou
    la première coulisse de changement de vitesses (36) est disposée à une première extrémité du porte-came (26) et la deuxième coulisse de changement de vitesses (38) est disposée à une deuxième extrémité opposée du porte-came (26).
  4. Système de cames coulissantes (16) selon l'une quelconque des revendications précédentes, dans lequel :
    la première coulisse de changement de vitesses (36) présente une surface de contact d'actionneur (50) qui s'étend dans une direction circonférentielle autour de l'axe longitudinal de l'arbre à cames (24) ; et/ou
    la deuxième coulisse de changement de vitesses (38) présente une surface de contact d'actionneur (52) qui s'étend dans une direction circonférentielle autour de l'axe longitudinal de l'arbre à cames (24).
  5. Système de cames coulissantes (16) selon la revendication 4, dans lequel :
    la surface de contact d'actionneur (50) de la première coulisse de changement de vitesses (36) présente une première rampe (50A) et une deuxième rampe (50B), la première rampe (50A) de la surface de contact d'actionneur (50) de la première coulisse de changement de vitesses (36) augmentant une distance entre le premier actionneur (28) et la surface de contact d'actionneur (50) de la première coulisse de changement de vitesses (36) par rapport à une direction de rotation de l'arbre à cames (24), et la deuxième rampe (50B) de la surface de contact d'actionneur (50) de la première coulisse de changement de vitesses (36) diminuant une distance entre le premier actionneur (28) et la surface de contact d'actionneur (50) de la première coulisse de changement de vitesses (36) par rapport à une direction de rotation de l'arbre à cames (24) ; et/ou
    la surface de contact d'actionneur (52) de la deuxième coulisse de changement de vitesses (38) présente une première rampe (52A) et une deuxième rampe (52B), la première rampe (52A) de la surface de contact d'actionneur (52) de la deuxième coulisse de changement de vitesses (38) augmentant une distance entre le deuxième actionneur (30) et la surface de contact d'actionneur (52) de la deuxième coulisse de changement de vitesses (38) par rapport à une direction de rotation de l'arbre à cames (24), et la deuxième rampe (52B) de la surface de contact d'actionneur (52) de la deuxième coulisse de changement de vitesses (38) diminuant une distance entre le deuxième actionneur (30) et la surface de contact d'actionneur (52) de la deuxième coulisse de changement de vitesses (38) par rapport à une direction de rotation de l'arbre à cames (24) .
  6. Système de cames coulissantes (16) selon l'une quelconque des revendications précédentes, dans lequel le premier actionneur (28) et/ou le deuxième actionneur (30) sont actionnés de manière hydraulique, électrique et/ou pneumatique.
  7. Système de cames coulissantes (16) selon l'une quelconque des revendications précédentes, dans lequel un décalage axial du porte-came (26) est amorti de manière hydraulique.
  8. Système de cames coulissantes (16) selon l'une quelconque des revendications précédentes, présentant en outre :
    un premier cylindre d'amortissement hydraulique (80) qui est disposé pour amortir un décalage axial du porte-came (26) dans la première direction ; et/ou
    un deuxième cylindre d'amortissement hydraulique (82) qui est disposé pour amortir un décalage axial du porte-came (26) dans la deuxième direction.
  9. Système de cames coulissantes (16) selon la revendication 8, présentant en outre :
    un premier étrangleur (84) qui est disposé en aval du premier cylindre d'amortissement hydraulique (80) ; et/ou
    un deuxième étrangleur (86) qui est disposé en aval du deuxième cylindre d'amortissement hydraulique (82).
  10. Système de cames coulissantes (16) selon l'une quelconque des revendications précédentes, dans lequel :
    le deuxième actionneur (30) amortit un décalage axial du porte-came (26) lorsque le premier actionneur (28) décale le porte-came (26) axialement dans la première direction ; et/ou
    le premier actionneur (28) amortit un décalage axial du porte-came (26) lorsque le deuxième actionneur (30) décale le porte-came (26) axialement dans la deuxième direction.
  11. Système de cames coulissantes (16) selon la revendication 10, dans lequel
    le deuxième actionneur (30) amortit un décalage axial du porte-came (26) de manière hydraulique et/ou par un élément élastique (140) du deuxième actionneur (30) ; et/ou
    le premier actionneur (28) amortit un décalage axial du porte-came (26) de manière hydraulique et/ou par un élément élastique (128) du premier actionneur (28).
  12. Commande de soupape variable (10) pour un moteur à combustion interne, comprenant :
    un système de cames coulissantes (16) selon l'une quelconque des revendications précédentes ;
    au moins une soupape d'échange de gaz (12, 14) ;
    un dispositif de transmission de force (18) qui met au choix une première came (32) du porte-came (26) en relation active avec ladite au moins une soupape d'échange de gaz (12, 14) ou une deuxième came (34) du porte-came (26) en relation active avec ladite au moins une soupape d'échange de gaz (12, 14), en fonction d'une position axiale du porte-came (26).
  13. Véhicule automobile, en particulier véhicule utilitaire, comprenant un système de cames coulissantes (16) selon l'une quelconque des revendications 1 à 11 ou une commande de soupape variable (10) selon la revendication 12.
EP18181090.4A 2017-07-25 2018-07-02 Système de cames coulissantes Active EP3434871B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017116820.6A DE102017116820A1 (de) 2017-07-25 2017-07-25 Schiebenockensystem

Publications (2)

Publication Number Publication Date
EP3434871A1 EP3434871A1 (fr) 2019-01-30
EP3434871B1 true EP3434871B1 (fr) 2021-03-03

Family

ID=62841928

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18181090.4A Active EP3434871B1 (fr) 2017-07-25 2018-07-02 Système de cames coulissantes

Country Status (6)

Country Link
US (1) US10648372B2 (fr)
EP (1) EP3434871B1 (fr)
CN (1) CN109296419B (fr)
BR (1) BR102018014687B1 (fr)
DE (1) DE102017116820A1 (fr)
RU (1) RU2770373C2 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201600124647A1 (it) * 2016-12-09 2018-06-09 Ibs Motortech Italia Srl "sistema per la trasformazione reversibile di un moto alternato in moto rotatorio"
DE102017114575A1 (de) * 2017-06-29 2019-01-03 Man Truck & Bus Ag Variabler Ventiltrieb
DE102019121902B4 (de) * 2019-08-14 2021-04-29 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Ventiltrieb für eine Verbrennungskraftmaschine und Verbrennungskraftmaschine
DE102019125100A1 (de) * 2019-09-18 2021-03-18 Thyssenkrupp Ag Schaltkulisse, Schiebenockensystem und Nockenwelle
DE102020210267A1 (de) * 2020-08-12 2022-02-17 Thyssenkrupp Ag Schiebenockenwellenanordnung für eine Brennkraftmaschine, sowie Verfahren zum Schalten einer Schiebenockenwellenanordnung für eine Brennkraftmaschine
AT524195B1 (de) * 2020-08-24 2023-01-15 Avl List Gmbh Ventilbetätigungsvorrichtung mit Schaltvorrichtung
DE102020214554A1 (de) 2020-11-18 2022-05-19 Thyssenkrupp Ag Schiebenockenanordnung
DE102023107438A1 (de) * 2023-03-24 2024-09-26 Thyssenkrupp Ag Schiebenockenwelle, sowie Verfahren zum Verschieben eines Schiebenockens

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010022708A1 (de) * 2010-06-04 2011-12-08 Audi Ag Ventiltrieb einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
JP2014152654A (ja) * 2013-02-06 2014-08-25 Mazda Motor Corp エンジンの動弁装置

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5890338U (ja) * 1981-12-14 1983-06-18 マツダ株式会社 エンジンの吸気装置
JPS6075603U (ja) * 1983-10-31 1985-05-27 いすゞ自動車株式会社 可変バルブタイミング装置
DE19611641C1 (de) 1996-03-25 1997-06-05 Porsche Ag Ventiltrieb einer Brennkraftmaschine
DE19908286B4 (de) * 1999-02-26 2007-03-01 Dr.Ing.H.C. F. Porsche Ag Variable Ventilsteuerung für Brennkraftmaschinen
DE102005033018A1 (de) * 2005-07-15 2007-01-25 Schaeffler Kg Ventiltrieb für eine Brennkraftmaschine
RU2325540C2 (ru) * 2006-05-29 2008-05-27 Ильшат Ахматгалиевич Галимов Кулачковый механизм привода клапана двигателя внутреннего сгорания
DE102007052249B4 (de) * 2007-11-02 2023-12-14 Mercedes-Benz Group AG Brennkraftmotorenventiltriebumschaltvorrichtung
DE102009006632B4 (de) * 2009-01-29 2015-12-31 Audi Ag Ventiltrieb einer Brennkraftmaschine sowie Verfahren zum Betreiben einer Brennkraftmaschine
US8875674B2 (en) * 2010-03-31 2014-11-04 Yan Engines, Inc. Differential-stroke internal combustion engine
DE102010022709B4 (de) * 2010-06-04 2025-01-02 Audi Ag Ventiltrieb einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
DE102011050484B4 (de) 2011-05-19 2023-11-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Ventiltrieb einer Brennkraftmaschine und Brennkraftmaschine
JP5772318B2 (ja) * 2011-07-11 2015-09-02 スズキ株式会社 内燃機関の可変動弁装置
DE102011052912B4 (de) * 2011-08-23 2023-09-21 Dr.Ing.H.C.F.Porsche Aktiengesellschaft Brennkraftmaschine und Ventiltrieb mit Schiebenocken für eine Brennkraftmaschine
JP2013060823A (ja) * 2011-09-12 2013-04-04 Suzuki Motor Corp 内燃機関の可変動弁装置
DE102011054218B4 (de) * 2011-10-06 2023-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine und Ventiltrieb für eine Brennkraftmaschine
JP6075603B2 (ja) * 2012-08-28 2017-02-08 株式会社ノーリツ 排水システム、並びに、ドレン排水切り替えユニット
JP5890338B2 (ja) * 2013-02-18 2016-03-22 株式会社三共 遊技機
JP2015206341A (ja) * 2014-04-23 2015-11-19 スズキ株式会社 内燃機関の可変動弁装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010022708A1 (de) * 2010-06-04 2011-12-08 Audi Ag Ventiltrieb einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
JP2014152654A (ja) * 2013-02-06 2014-08-25 Mazda Motor Corp エンジンの動弁装置

Also Published As

Publication number Publication date
CN109296419B (zh) 2022-03-11
BR102018014687B1 (pt) 2023-05-16
RU2770373C2 (ru) 2022-04-15
RU2018126552A (ru) 2020-01-20
BR102018014687A2 (pt) 2019-07-16
US20190032521A1 (en) 2019-01-31
RU2018126552A3 (fr) 2021-12-23
CN109296419A (zh) 2019-02-01
DE102017116820A1 (de) 2019-01-31
US10648372B2 (en) 2020-05-12
EP3434871A1 (fr) 2019-01-30

Similar Documents

Publication Publication Date Title
EP3434871B1 (fr) Système de cames coulissantes
EP3332100B1 (fr) Système de distribution pour un moteur à combustion interne
EP2464835B1 (fr) Commande variable pour actionner des soupapes de changement des gaz sur des moteurs à combustion interne
DE102010011897B4 (de) Ventiltrieb mit Nockenwelle mit axial verschiebbarer Nockeneinheit
EP2464833B1 (fr) Commande pour actionner des soupapes de changement des gaz sur des moteurs à combustion interne
EP2464834B1 (fr) Commande pour actionner des soupapes de changement des gaz sur des moteurs à combustion interne
DE102012112461A1 (de) Umschaltventil und Verbrennungsmotor mit einem derartigen Umschaltventil
EP3421741B1 (fr) Commande de soupape variable
EP3418513A1 (fr) Dispositif de transmission de force
DE102009039733A1 (de) Ventiltrieb für Gaswechselventile einer Brennkraftmaschine mit axial verschiebbaren Nockeneinheiten
DE102014210734A1 (de) Variabler Ventiltrieb für eine Zylindereinheit einer Hubkolbenbrennkraftmaschine
EP3385513B1 (fr) Commande de soupape variable
EP3222828A2 (fr) Commande de soupape d'un moteur à combustion
DE102009057691A1 (de) Ventiltrieb zur Betätigung von Gaswechselventilen von Brennkraftmaschinen
EP2196638B1 (fr) Commande de soupape destinée à actionner des soupapes d'échange des gaz de moteurs à combustion interne
WO1991007574A1 (fr) Dispositif d'entrainement pour un arbre a cames loge dans la culasse d'un moteur a combustion interne
DE102014217584A1 (de) Ventiltriebvorrichtung sowie Schaltkulisse
EP3450708B1 (fr) Système de cames coulissantes
DE102012001303B4 (de) Verstellwellenbetätigung eines Ventiltriebs für Brennkraftmaschinen zur Betätigung von Gaswechselventilen
WO2017076482A1 (fr) Système de distribution
DE102011085705A1 (de) Ventiltrieb einer Brennkraftmaschine
DE102017210661A1 (de) Ventiltriebvorrichtung für eine mehrzylindrige Brennkraftmaschine
DE102017104631A1 (de) Vorrichtung und Verfahren zur Ventilhubsteuerung und Brennkraftmaschine
EP3564502B1 (fr) Commande de soupape variable
WO2018108297A1 (fr) Système de distribution

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: MAN TRUCK & BUS SE

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20190729

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20191220

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20201030

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: AT

Ref legal event code: REF

Ref document number: 1367434

Country of ref document: AT

Kind code of ref document: T

Effective date: 20210315

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502018004104

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: NL

Ref legal event code: FP

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210604

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210603

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210603

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210705

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210703

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502018004104

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

26N No opposition filed

Effective date: 20211206

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20210731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210731

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210703

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210702

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210702

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20180702

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 1367434

Country of ref document: AT

Kind code of ref document: T

Effective date: 20230702

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230702

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230702

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20250724

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20250728

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20250721

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20250722

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20250725

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20250725

Year of fee payment: 8