EP2935809A1 - Moteur a combustion de vehicule automobile - Google Patents
Moteur a combustion de vehicule automobileInfo
- Publication number
- EP2935809A1 EP2935809A1 EP13815067.7A EP13815067A EP2935809A1 EP 2935809 A1 EP2935809 A1 EP 2935809A1 EP 13815067 A EP13815067 A EP 13815067A EP 2935809 A1 EP2935809 A1 EP 2935809A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- hollow shaft
- cam
- shaft
- control shaft
- sliding
- 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.)
- Withdrawn
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 5
- 230000009849 deactivation Effects 0.000 claims abstract description 28
- 230000010363 phase shift Effects 0.000 claims description 15
- 230000033001 locomotion Effects 0.000 claims description 11
- 230000001131 transforming effect Effects 0.000 claims description 2
- 230000009471 action Effects 0.000 description 4
- 230000004913 activation Effects 0.000 description 4
- 238000000926 separation method Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 229910002092 carbon dioxide Inorganic materials 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 241000270295 Serpentes Species 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
Classifications
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- 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
- F01L13/0005—Deactivating valves
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- 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
- F01L1/26—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
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- 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 motor vehicles with multiple combustion cylinders and more particularly the deactivation systems of some cylinders, in particular by deactivating the distribution for some engine valves.
- a known system consists of actuating valves using a cam mounted on a sliding sleeve.
- the cam is adjoined by a circular portion of the sleeve so that after sliding of the sleeve, an actuating rod of the valve cooperates only with the circular portion and the movement of the valve is neutralized.
- the sliding of the sleeve is implemented using an electromagnetic actuator.
- the deactivation systems make it possible to deactivate half of the cylinders of an engine having an even number of cylinders, the deactivated cylinders being always the same.
- This deactivation is allowed and possible only on stabilized operating points and weakly loaded motor field. This gives access to a mode of deactivation equivalent to 50% of the load that can produce the engine in conventional operating mode.
- This unique mode of deactivation allows access to consumption gains by improving the efficiency of the engine, due to operation in more virtuous engine performance zones, and by reducing pumping losses, ie by less use of the throttle valve to regulate the load.
- the invention aims to enable the implementation of a rotating deactivation of the cylinders of a motor vehicle engine which deactivation is reliable and inexpensive by using essentially mechanical actuators.
- an actuating device for combustion engine cylinder valves of a motor vehicle comprising at least less a moving cam between a position corresponding to a nominal mode of valve actuation and a position corresponding to a deactivation of the nominal mode of valve actuation, characterized in that it comprises a hollow shaft, cams driven in rotation by the hollow shaft, among which said at least one movable cam is slidably mounted in a longitudinal direction to the hollow shaft between a position corresponding to a nominal mode of valve actuation and a position corresponding to a deactivation of the nominal mode of valve actuation, a control shaft mounted within the hollow shaft, and a mechanical connection between the control shaft and said at least one sliding cam, said link transforming a relative rotation of the hollow shaft relative to to the control shaft in a sequence of sliding of the sliding cam so that the relative rotation of the hollow shaft relative to the control shaft activates. activate and deactivate the nominal mode of valve actuation by the sliding cam.
- the term "deactivation of the nominal operation mode of the valve” is understood to mean either a complete deactivation of the valve concerned or an activation which differs from the nominal activation, for example an activation of the valve. concerned with a shorter valve stroke.
- the hollow shaft and the control shaft are slidably mounted relative to each other in a longitudinal direction of the hollow shaft between a position where the control shaft generates a sequence of slidings. reference of the sliding cam during the relative rotation of the hollow shaft with respect to the control shaft and a position where the control shaft does not generate said reference slide sequence of the sliding cam during the rotation of the hollow shaft relative to the control shaft.
- the sliding sequence of the sliding cam is a sequence where the cam takes different sliding positions during the rotation of the hollow shaft relative to the control shaft so that the cam operates. the valve opening and / or closing only for certain revolutions among the successive revolutions of the hollow shaft.
- the position where the control shaft does not generate said reference slide sequence of the sliding cam during the rotation of the hollow shaft relative to the control shaft is a position of the control shaft relative to the hollow shaft where the cam maintains a position during the rotation of the hollow shaft where it generates no movement of the valve.
- the nominal valve operating mode is a mode comprising a closure and a valve opening during a revolution of the hollow axis.
- the position of the sliding cam corresponding to a deactivation of the nominal mode of valve actuation is a position where the cam does not produce any movement of the valve during a revolution of the hollow shaft.
- the position of the sliding cam corresponding to a deactivation of the nominal mode of valve actuation is a position where the cam produces a movement of the valve without complete closure of the valve during a revolution of the valve. hollow tree.
- the position of the sliding cam corresponding to a deactivation of the nominal mode of valve actuation is a position where the cam produces a different, and not zero, movement of the nominal operating mode of the valve. valve during a revolution of the hollow shaft.
- the hollow shaft and the control shaft are driven with different speeds of rotation, and preferably non-zero.
- control shaft has reliefs and the sliding cam has a connection adapted to be actuated by the reliefs of the control shaft so that the cooperation of the connection with the reliefs drives the sliding cam sliding in a longitudinal direction of the hollow shaft.
- connection is a finger integral with the sliding cam and the hollow shaft has a longitudinal direction of light to the hollow shaft, the finger passing through the slot to cooperate with at least one relief of the control shaft. and the finger sliding in the light when it cooperates with the relief.
- the device comprises a gear comprising a central sun gear, a ring gear and at least one satellite wheel disposed between the central sun gear and the ring gear and meshing with the central sun gear and the ring gear, the gear being arranged in such a manner that converting a rotation produced by a crankshaft of the engine into two rotations at different speeds respectively of the hollow shaft and the control shaft.
- the hollow shaft is integral in rotation with the central sun gear.
- the gear comprises a planet carrier and the control shaft is integral in rotation with the planet carrier.
- the rotational speed of the camshaft is two times lower than the rotation speed of the crankshaft.
- the speed of rotation of the additional shaft is four times smaller than the speed of rotation of the crankshaft.
- the camshaft is a hollow shaft and the additional shaft is disposed inside the camshaft.
- the gear comprises a planet carrier and one of the central sun gear, the ring gear and the planet carrier is a rotatably mounted member such that a rotational adjustment of this element generates a phase shift in rotation of at least one of the other elements among the central sun gear, the crown and the planet carrier.
- FIG. 1 is a longitudinal sectional view of a dispensing device according to one embodiment of the invention
- FIG. 2 is a diagram illustrating a sliding sequence of a sliding cam according to this same embodiment of the invention.
- FIG. 3 is a diagram illustrating an operation when the slide sequence of FIG. 2 is deactivated according to a first mode with activation of the cams.
- FIG. 4 is a diagram illustrating an operation when the slide sequence of FIG. 2 is deactivated according to a second mode with deactivation of the cams.
- FIG. 5 shows a shaft drive gear according to one embodiment of the invention.
- FIGS. 10 to 12 represent variants of FIG.
- the dispensing device comprises a set of six cams divided into three groups, each group comprising two cams secured to one another.
- the cam 10 is integral with the cam 20
- the cam 30 is integral with the cam 40
- the cam 50 is integral with the cam 60.
- Each group of two cams is rotated by a shaft 100, each group of two cams being free to slide on the shaft 100 in a longitudinal sliding direction to the shaft 100.
- the shaft 100 is here a hollow shaft.
- a light 1 10 receives a finger 13 inside the pair of cams 10 and 20, and a light 150 receives a finger 53 inside the pair of cams 50 and 60.
- the light 150 is elongate in a longitudinal direction to the shaft 100, at a distance corresponding to the freedom of sliding of the cam couple 50 and 60.
- Each cam 10 to 60 is here adjoined by a circular ring 14 to 64 concentric with the shaft 100.
- a valve rod 330 cooperates with the cam 30 or with the circular ring 34, so that when the cam is in the right position, the valve is no longer driven and remains here in the closed position.
- Circular rings thus play the role of cam carrier, a ring bearing two cams.
- references 34 and 44 are to be understood as constituting a single cam carrier common to both cams 30, 40.
- a control shaft 200 which is here driven in rotation in the same direction as the shaft 100 but with a speed of rotation two times lower than that of the spindle.
- hollow shaft 100 Different types of drive means are possible for driving the shafts 100 and 200 in rotation, for example a set of pulleys of diameters adapted and driven by the crankshaft of the engine, or a planetary gear device such as it will be described later.
- the hollow shaft 100 is here driven at a rotational speed two times lower than the rotational speed of the crankshaft, and the control shaft 200 is driven at a rotational speed four times lower than the rotational speed of the crankshaft. crankshaft.
- the inner fingers 13 and 53 cooperate with the control shaft 200 so that the control shaft 200 moves the inner fingers 13 and 53 in successive sliding alternately to the right and to the left.
- the control shaft 200 has a series of reliefs 210, 220, 230, 240 which define guides 250, 260, 270 which snake around the control shaft. 200 and in which each run an inner finger to a pair of cams such as the fingers 13 and 63.
- the finger 13 is inside the guide 250 between two edges 21 1 and 221 respectively belonging to the relief 210 and the relief 220.
- a not shown inner finger of the pair of cams 30 and 40 is in turn in the guide 260 delimited by two edges 222 and 231 respectively belonging to the reliefs 220 and 230.
- the inner finger 63 is located it inside the guide 270 between two borders 232 and 241 respectively belonging to the reliefs 220 and 240.
- Such an assembly is advantageously lubricated by injection of oil on the hollow shaft 100 by an orifice connected to a support ring of the hollow shaft 100, the control shaft 200 being lubricated by an orifice formed in this same support ring, which orifice opens directly into contact with the control shaft 200.
- the borders 21 1, 221, 222, 231, 232, 241 of the guides 250, 260 and 270 are arranged such that the relative rotation of the hollow shaft 100 relative to the control shaft 200 produces a sequence of sliding cams, here called reference sequence, which is as shown in Figure 2.
- FIG 2 there is shown by a first vertical line dashed each time a nominal position of each cam 10, 30, 50 in which the cam in question is active on the associated valve, that is to say say it produces a nominal actuation of the cam where the cam has a closure and an opening for each revolution of the hollow shaft 100.
- a line 15 corresponds to the nominal position of the cam 10
- a line 35 corresponds to the nominal position of the cam 30
- a line 55 corresponds to the nominal position of the cam 50.
- the successive lobes each represent a revolution of the hollow shaft 100.
- the line 15 encounters no border of the guide 250.
- the cam 10 remains in nominal position. active.
- the inner fingers 33 and 53 of the cams 30 and 50 each meet a respective border 231 and 232 respectively of the guides 260 and 270.
- the control finger 33 of the cam 30 is thus moved to the left causing the cam 30 to move from an inactive position to its active nominal position.
- the finger 63 is moved to the right, passing the cam 50 from the active position to the inactive position.
- the cam 30 drives the valve associated with it while the cam 50 no longer carries its associated valve, the cylinder corresponding to this valve being then deactivated.
- the cam 10 becomes inactive during a third revolution of the hollow shaft 100.
- the control shaft 200 has a longitudinal freedom of sliding between the position which has just been described with reference to FIG. 2 and a position which will now be described with reference to FIG. 3.
- FIG. 3 FIG.
- the control shaft 200 has been displaced to the left by longitudinal sliding in the hollow shaft 100.
- sliding is effected by the action of an electromagnetic actuator disposed at one end of the shaft 200.
- Relative displacement of the control shaft 200 with respect to the hollow shaft 100 can be implemented by displacement of the hollow shaft 100.
- the reliefs 210, 220, 230 and 240 do not extend over the entire periphery of the control shaft 100 and the longitudinal movement of the control shaft 200 in the hollow shaft 100 is formed while the fingers 13, 33 and 63 are outside the guides 250, 260, 270 delimited by these reliefs.
- the reliefs 210, 220, 230 and 240 here define additional guides 255, 265, and 275 which extend laterally respectively to the guides 250, 260 and 270, the guides 255, 265 and 275 being this time circularly around the control shaft and arranged here on the right of the guides 250, 260, and 270.
- the fingers 13, 33 and 63 engage in these circular guides 255, 265, and 275 as symbolized by rectangles in FIG. 3, and whose width covers both the active position and the inactive position of the cam in question.
- the cams 10 and 50 are well in their active nominal position they occupied this sixth revolution.
- the cam 30 is in turn in the inactive position.
- An edge 266 inside the circular guide 265 is thus formed to return the finger 33 to the active nominal position of its associated cam during the seventh revolution shown at the top of FIG. 3.
- the cams 10, 30, and 50 therefore remain in their stable active position as long as no new relative sliding of the shafts 100 and 200 occurs again.
- the associated valves at each of these cams then operate in such a way that they describe a closure and an opening at each revolution of the hollow shaft.
- the present control shaft 200 is here slidably mounted to a third position in which it is offset this time to the right with respect to the hollow shaft 100.
- This position shown in Figure 4, is adopted while the control fingers 13, 33 and 63 are outside the guides delimited by the reliefs 210, 220, 230 and 240 so that the fingers 13, 33 and 63 are free to flow on the control shaft 200 in the longitudinal direction of it.
- the relative sliding of the shafts 100 and 200 is carried out during the third revolution of the hollow shaft 100 as represented in FIG. 4.
- the present control shaft 200 has three circular peripheral guides arranged on the left respectively of the guides 240, 250 and 260 previously described and symbolized by vertical rectangles 247, 257, and 267 in FIG. 4.
- the fingers 13, 33 and 63 engage in the guides 247, 257, and 267 without encountering a border of these guides which is capable of actuating the corresponding cam in sliding longitudinal.
- the cams 10, 30 and 40 are each in an inactive stable position, so that the valves associated respectively with these three cams are no longer actuated and that the cylinders associated with these three valves are disabled.
- Such a device makes it possible to deactivate cylinders with a 50% load mode on odd number of cylinder engines, without major problem of acyclism. It also makes it possible to deactivate all cylinders, particularly for driven motor operation. It also allows access to gains in terms of additional C02 emissions by controlling the engine load by additional deactivation modes in the 50% mode, allowing gains in terms of pump losses due to a lower fuel consumption. use of throttle. It makes it possible to keep a cylinder head architecture of low height with respect to a reference cylinder head, and it makes it possible not to modify the facade of distribution of the engine.
- the circular periphery associated with the valve rod in the inactive position of the cams can be replaced by a cam having a different shape of the cam 10, 20, 30, 40, 50, 60.
- the cam is operable to operate the valve in a partial lift motion where the valve oscillates between an open position and a partially open position without passing through a closed position during a motor cycle.
- an alternative to the embodiment described above with respect to a valve deactivation is to control valve actuation in a partial lift in which the cylinder is used but in an operating mode allowing optimized fuel consumption in the valve. engine operating situation where we adopt this partial lift.
- Figures 6 to 9 explain the relative movement of the shafts as previously described with Figure 2:
- Figure 6 shows the hollow shaft 100 and the control shaft 200 provided reliefs 210,220,230 and 240 (which was also The control shaft slides in the hollow shaft longitudinally as indicated by the two-directional arrow.Three positions of the control shaft are shown: the position shown in the figure outside the hollow shaft for easy viewing. I corresponding to a valve deactivation mode, position II corresponding to the nominal mode for a three-cylinder engine, and position III corresponding to a mode without valve opening.These three modes I, II and III are found in FIG.
- the cam 10 shown in Figure 8 exploded for easy viewing can rotate about its axis in an angular zone allowed of at most ⁇ , whose amplitude depends, in particular on the geometry of the cam.
- the cams here have three lobes.
- Figure 7 is a representation similar to Figure 8, in a simpler version where there is more than the modes II and III for the positioning of the cams, with cams with two lobes.
- Figure 9 shows the hollow axis 100 with its associated control shaft 200, in a succession of relative positions between the hollow shaft and the control shaft according to Figure 7.
- a fictitious x-point fixed on the periphery of the hollow shaft 100 black point
- a fictitious point fixed on the periphery of the control shaft 200 white point
- Figures 9b to 9m show at different instants the relative rotation between the two shafts leading, in Figure 9m to return to the relative positioning of Figures 7 and 9a.
- the (black) point x of the hollow shaft 100 makes two turns while the (white) point y of the control shaft 200 is only one turn.
- the control shaft rotates half as fast as the hollow shaft.
- Such rotary shaft torque is for example driven by a device as illustrated in Figure 5, and that will now be described.
- a gear comprises a central sun gear 410, a series of planet wheels, two wheels 421 and 422 are shown, and an outer ring gear or wheel 430.
- the sun wheel 410 extends over the contour of the gear to form a pulley 41 1 driven by a flexible loop connection such as a timing belt or a timing chain.
- the sun wheel then extends towards the front of the device to form a hollow camshaft 435.
- the crown 430 is a fixed ring disposed inside the pulley 41 1.
- the planetary wheels 421 and 422 are supported by a planet carrier 423 which extends towards the front of the device in the form of a control shaft 415 which extends inside the hollow shaft and coaxially with the hollow camshaft 435.
- the dimensions of the crown 430, the central sun gear 410 and the satellites 421 and 422 are chosen so that the rotational speed of the central sun wheel 410 is twice as high as the speed of rotation of the planet carrier. 423.
- the rotational speed of the inner shaft 415 is thus twice as high as the speed of rotation of the hollow camshaft 435.
- the rotational speed of the pulley 41 1 and thus here of the central sun gear 410 being chosen two times lower than the speed of rotation of the crankshaft, the rotational speed of the hollow shaft 435 is thus two times lower than the rotation speed of the crankshaft and the rotational speed of the internal control shaft 415 is four less than the rotation speed of the crankshaft.
- a rotation of the pulley 41 1 in a given angular range is found on the hollow shaft 435 in a rotation of the same angular range
- a rotation of the planet carrier 423 in a given angular range is found on the internal control shaft 415 in a rotation of the same angular range.
- the device described here makes it possible to apply two different speeds of rotation to two shafts 415 and 435 with a small increase in size compared with a single camshaft distribution device. It allows in particular to avoid the adoption of a game at least two juxtaposed pulleys which would be particularly difficult to accommodate in the engine space.
- phase shifter disposed at a location 440 in which the phase shifter is in a disjunction between the pulley 41 1 and the hollow camshaft 435, thereby adjusting a phase shift between them.
- phase shifter 440 is for example a hydraulic phase shifter, but any other type of phase shifter can be adopted.
- a phase shift can be applied in the present embodiment by adopting a ring gear 430 mounted on a pivotal connection and by applying a chosen angular orientation to the ring gear 430.
- a gear comprises a central sun gear 1 10, a series of satellite wheels, two wheels 121 and 122 are shown, and a wheel or wheel outer planet 130.
- the ring 130 here forms a pulley 131 for a flexible loop connection such as a belt or a timing chain also circulating around a not shown crankshaft.
- the diameter of the ring 130 is here chosen so that the ring 130 has a rotational speed four times lower than that of the crankshaft.
- the planet wheels 121 and 122 are supported by a planet carrier 123 which is here held fixed, that is to say non-rotating.
- the rotation applied to the ring gear 130 is transformed by the planet wheels 121 and 122 into a rotation of the central sun gear 1 10, according to a rotational speed ratio between the ring gear 130 and the central sun gear 1 10 selected.
- the ratio of speeds of rotation between the ring gear 130 and the central sun gear 1 10 depends on the respective dimensions of the ring gear 130, the central sun gear 1 10 and the planet wheels 121 and 122, which are chosen here so that the speed of rotation of the central sun gear 1 10 is twice as high as the rotational speed of the ring gear 130, the central sun gear 1 10 thus having a rotation speed which is twice as slow as the speed rotation of the crankshaft.
- the ring 130 is constituted by a case having a shape of revolution, whose contour forms the ring 130 and a front portion 131 extends from the ring 130 to a central area to form a shaft 135 of hollow form. This shaft 135 forms a camshaft.
- the central sun gear 1 10 is integral with a control shaft 1 which extends inside and coaxially with the hollow camshaft 135.
- a rotation of the ring 130 in a given angular range is found on the hollow shaft 135 in a rotation of the same angular range
- a rotation of the central sun gear 1 10 according to a given angular range is found on the inner control shaft 1 15 in a rotation of the same angular range.
- the device comprises a phase shifter 140, which is advantageously placed inside the pulley 131 so as to apply an adjustable phase shift between the ring 130 and the hollow camshaft 135.
- the assembly consisting of the ring 130 and the camshaft 135 is then formed of two parts for example by a separation between these two parts, the separation being used to place the phase shifter 140 therein.
- phase shifter 145 Under the reference 145, there is shown a possible alternative location for such a phase shifter, consisting of placing the phase shifter junction between a rear portion of the ring 130 cooperating with the timing belt and a front portion of the crown 130 connected to the hollow shaft 135.
- the phase shifter 145 is here placed in junction between a portion of the ring 130 in contact with the timing belt and a portion of the ring gear 130 engaged with the planetary wheels 121 and 122 and then applies a phase adjustment to the hollow camshaft 135 and the internal control shaft 1 15.
- the phase shift applied to the control shaft 1 15 is then twice the phase shift applied to the shaft to 135.
- the phase shifter In the two possible locations 140 and 145, the phase shifter is respectively upstream or downstream of the epicyclic gear train.
- a phase shift can be applied in the present embodiment by adopting a planet carrier 123 mounted on an adjustable pivotable connection and by applying a selected angular orientation to the planet carrier 123. By such a selected angular orientation , a phase shift is applied to the central sun gear 1 10 and therefore to the control shaft 1 15.
- the timing belt cooperates with the internal control shaft 1 15 in an axial extension thereof disposed behind the epicyclic gear that is to say at the opposite of the main parts of the trees 1 15 and 135 with respect to the epicyclic gear, this extension not being shown here.
- a phase shifter is advantageously placed at a location 146 on one side of the sun gear 1 10 located opposite the shafts 1 and 1 5 between the timing belt and the sun gear 1 10, the phase shifter then applying a phase adjustment to the internal control shaft 1 15 because it is placed in transmission between two common parts of the shaft 1 15.
- the phase shifter is placed at a location 148 located on the inner shaft 1 15, on the same side of the sun gear 1 10 as the main parts of the shafts 1 15 and 135. In the two possible locations 146 and 148, the phase shifter is therefore respectively upstream or downstream of the epicyclic gear train.
- a phase shift can be applied in the present embodiment by adopting a ring 30 mounted on a pivotal connection and by applying a selected angular orientation to the ring 30.
- a selected angular orientation By such a selected angular orientation, a phase-shifted to the planet carrier 23 and thus to the control shaft 15, and a phase-shift to the central sun shaft 10 and thus to the camshaft 35.
- FIG. 12 represents an alternative configuration of a gearing according to the invention, comprising a central sun gear 210, planet wheels 221 and 222 and a ring gear 230.
- the ring gear 230 is here a rotating fixed ring gear.
- a planet carrier 223 is here integral with a hollow camshaft 235 and also forms an outer pulley 226 which receives the timing belt.
- the planet carrier 223 applies the rotation of the pulley 225 to the planet wheels 221 and 222 in the fixed ring gear 230.
- the central sun gear 210 is integral with a control shaft 215 extending inside the hollow shaft 235 so that the rotation applied to the central sun gear 210 via the planet wheels 221 and 222 is in the form of a rotation of the control shaft 215.
- the respective dimensions of the ring gear 230, the planet wheels 221 and 222 and the planet wheel 210 are chosen so that the rotation of the planet carrier 223 is twice as small as the rotation of the central sun gear 210.
- hollow camshaft 235 thus has a rotation half as fast as the inner camshaft 215.
- the size of the pulley 226 is chosen so that the pulley has an angular velocity four times lower than the angular speed of the crankshaft, the angular velocity of the hollow camshaft 235 is four times lower than the angular velocity of the crankshaft and the angular velocity of the inner shaft 215 is two times lower than the angular velocity of the crankshaft.
- a phase shifter is adopted at a location referenced 240 in FIG. 4, where the phase shifter is placed at a disjunction between the part of the satellite gate forming the pulley 226 and the part of the planet carrier 223 cooperating with the satellites 221. and 222.
- An angular adjustment is thus applied between the rotation of the crankshaft transmitted on the pulley 226 and the rotation of the hollow camshaft 225 transmitted by the planet carrier 223.
- a phase shift can be applied in the present embodiment by adopting a ring gear 230 mounted on a pivotal connection and by applying a chosen angular orientation to the ring gear 230.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1262483A FR3000166B1 (fr) | 2012-12-20 | 2012-12-20 | Moteur a combustion de vehicule automobile a distribution de faible encombrement |
| FR1262480A FR3000138B1 (fr) | 2012-12-20 | 2012-12-20 | Dispositif de desactivation de cylindres de moteur de vehicule automobile |
| PCT/FR2013/052968 WO2014096615A1 (fr) | 2012-12-20 | 2013-12-06 | Moteur a combustion de vehicule automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| EP2935809A1 true EP2935809A1 (fr) | 2015-10-28 |
Family
ID=49886966
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP13815067.7A Withdrawn EP2935809A1 (fr) | 2012-12-20 | 2013-12-06 | Moteur a combustion de vehicule automobile |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP2935809A1 (fr) |
| CN (1) | CN104956038B (fr) |
| WO (1) | WO2014096615A1 (fr) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102010014249A1 (de) * | 2010-04-08 | 2011-10-13 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Vorrichtung zur Verstellung der relativen Drehwinkellage zwischen einer Verstellwelle und einer Nockenhülse |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004008670B4 (de) * | 2004-02-21 | 2013-04-11 | Schaeffler Technologies AG & Co. KG | Ventiltrieb mit Nockenumschaltung für die Gaswechselventile eines 4-Takt-Verbrennungsmotors |
| JP5171521B2 (ja) * | 2008-09-30 | 2013-03-27 | 本田技研工業株式会社 | エンジンの可変動弁装置 |
| DE102009017242B4 (de) * | 2009-04-09 | 2011-09-22 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Ventiltrieb für Brennkraftmaschinen zur Betätigung von Gaswechselventilen |
| DE102009041426A1 (de) * | 2009-09-16 | 2011-05-19 | Thyssenkrupp Presta Teccenter Ag | Nockenwelle mit variierbarer Ventilöffnungsdauer |
| BR112012004592A2 (pt) * | 2009-12-07 | 2016-04-05 | Mitsubishi Motors Corp | dispositivo de atuação de válvula variável para um motor de combustão interna |
| DE102011002141B4 (de) * | 2011-04-18 | 2022-07-14 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Nockenwelle mit unterschiedliche Nockenprofile aufweisendem Schiebestück |
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2013
- 2013-12-06 CN CN201380067392.7A patent/CN104956038B/zh not_active Expired - Fee Related
- 2013-12-06 WO PCT/FR2013/052968 patent/WO2014096615A1/fr not_active Ceased
- 2013-12-06 EP EP13815067.7A patent/EP2935809A1/fr not_active Withdrawn
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102010014249A1 (de) * | 2010-04-08 | 2011-10-13 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Vorrichtung zur Verstellung der relativen Drehwinkellage zwischen einer Verstellwelle und einer Nockenhülse |
Also Published As
| Publication number | Publication date |
|---|---|
| CN104956038A (zh) | 2015-09-30 |
| WO2014096615A1 (fr) | 2014-06-26 |
| CN104956038B (zh) | 2017-12-22 |
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