• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    An internal combustion engine having at least one cylinder (82) with inlet and exhaust (88) valves operated via rocker arms (85) by respective cams (89, 90) carried by a single camshaft (84). The camshaft is connected to its drive (83) by an eccentric linkage (91), the eccentricity of which is varied by a device (92) responsive to engine speed, and is least at high speed. As engine speed falls, increasing eccentricity results in a relative advance of inlet valve closing time and relative retardation of exhaust and inlet valve opening times but little change in the timing of exhaust valve closure. The lift of the valves may be varied also if the rocker arm axes (93) are movably mounted.
    公开号:SU1195916A3
    申请号:SU803223402
    申请日:1980-12-31
    公开日:1985-11-30
    发明作者:Вильям Митчелл Стефен
    申请人:Нэшнл Рисерч Дивелопмент Корпорейшн (Фирма)；
    IPC主号:
    专利说明:

    I The invention relates to mechanical engineering and can be used in the timing of internal combustion engines. The purpose of the invention is to simplify the design. FIG. 1 shows a four-cylinder single engine, a slit, in FIG. 2 - engine camshafts, section; in fig. Section A-A in FIG. 2, in FIG. 4 the same, end view; in fig. 5, the intake valve is in the open and closed positions at the concentric and fully eccentric positions of the valve timing mechanism of the engine 5 in FIG. 6 is a diagram of the influence of the concentric and fully eccentric positions of the movable element on the opening and closing of the intake valve, expressed through the rotation of the crankshaft in FIG. 7 shows the discharge valve in the open and closed position at the concentric and fully concentric positions of the mechanism shown in FIG. 8 is a diagram of the influence of the concentric and fully eccentric positions of the moving element on the opening and closing of the exhaust valve, expressed through the rotation of the crankshaft; FIG. 9 shows the cylinder head of the engine, the cross section along the intake valve and the drive shaft, and the support of the movable element, the cross section along the cylinder and the piston of the actuator of the movable element and partly along the outlet opening in FIG. 10 is a movable element of the engine, cut along the support rail in FIG. G, FIG. 1 1 - two-cylinder engine section, in FIG. 12 is a section BB in FIG. P in FIG. 13 is a section B-B in FIG. 11, in FIG. 14 shows a camshaft assembly for a four-cylinder single-engine with a movable element driven in the center, section j in FIG. 15 is a movable element with a central location of the actuator, end view, in FIG. 16 is a part of a camshaft drive shaft, end view i in FIG. 17 is a single-sided engine with a single-sided valve arrangement that provides the possibility of obtaining, besides variable gas distribution, also a variable valve lift (stroke), a section through the cylinder head of 16 of FIG. 18 - the tip of the valve stem, end view, in FIG. 19 is a diagram of the engine timing in which the cam profiles of the intake and exhaust valves are different. The internal combustion engine contains four cylinders) -4, each of which has one intake valve 5 and one discharge valve 6. Four inlet lines of camshafts 7-10 are provided to drive the intake valves 5 and exhaust valves 6, respectively. Each camshaft 7, 8 and 9, 10 contains cams for controlling the intake 5 and exhaust 6 valves and is installed in the fixed support elements 11, on which the axes of the valve rockers are also mounted. The camshafts 7-10 are hollow. In the cavity of the camshafts 7-10, a drive shaft 12 is placed, connected with pulleys 13 and 14 with an output element 15 made in the form of a crankshaft by means of, for example, a toothed belt 16. The drive shaft 12 passes through the centers of two intermediate elements I7 , each of which is driven in rotation by the drive shaft 12 via a key 18. One intermediate element 17 is placed between the camshafts 7 and 8, and the other between the camshafts 9 and 10, the intermediate elements comprising a rotor. The drive shaft 12 is mounted in bearings secured in the movable element 19, which is housed in the guides 20. The cover 21 is provided with a seal of 22 dL to prevent oil leakage, which is arranged concentric with the drive shaft 12. The seal 22 contains a seal 23 that is located on the drive shaft 12, and O-ring 24 of the round section, which is pressed against the cover 21 by a spring 25 placed in the recess of the movable element 19. The drive shaft 12 is mounted with the possibility of radial movement relative to the camshafts 7-10. Intermediate element 17 contains eccentric connecting means consisting of two pin 3
    Com. 26. and 27, supporting levers 28 and 29 and located at an angle of 90 to each other. Two pins 30 and 31 are fixed on brackets 32, which are integrally formed with camshafts 7 and 8, respectively. Pins 26 and 30 are connected to each other by a lever 28 fixed on the pins by means of ring locks, and pins 27 and 31 are similarly connected by a lever 29, also fixed 1st on the pins by means of spring ring locks.
    An intermediate element 17, placed between the camshafts 9 and 10, is connected to the latter in a similar manner by means of a system of pins and levers, but is installed in a different angular position in accordance with the ignition order in the cylinders. The connecting mechanism described above is an eccentric connecting means between the drive shaft 12 and the camshafts 7-10. FIG. 9 shows an embodiment of the drive of the movable element 19. The piston drive mechanism consists of a piston rod 33 attached at one end to the movable element 119, and the other end to the piston 34 of the cylinder 35.
    The engine contains two cylinders 1 and 2, each of which contains intake 5 and exhaust 6 valves, camshafts 7 and 8 for cylinders 1 and 2, respectively. The camshafts 7 and 8 are supplied to the inlets 36 and the inlet and outlet valves. The central sprocket 37 is connected to the sprocket 38 on the crankshaft 15 by means of a chain 39. The central sprocket 37 is mounted on a movable element 40 connected to the camshafts 7 and 8 by means of a connecting mechanism shown in FIG. 12.
    The central sprocket 37 contains two pins 26 and 27. The lever 28 is fixed on the pin 26, and the lever 29 is fixed on the pin 27. The other end of the lever 28 is fixed by means of the pin 30 on a bracket made at one point.
    95916
    left with the camshaft 7, and the other end of the lever 29 is attached to the bracket, made in one piece with the camshaft 8,
    5 by pin 31.
    The movable element 19 is placed on the rollers 41 with the possibility of moving. The drive of the movable element 19 consists of a piston 34, a cylinder
    0 35 and pump 42 engine. In the piston 34, a slot 43 is formed. The movable element is provided with a return spring 44. FIG. 14 shows an embodiment of an assembly of a camshaft assembly,
    15 in FIG. 17 and 18 is an alternate engine design.
    In this embodiment, the camshaft 7 is mounted on the movable element 19 with the possibility of radial movement, and the engine is equipped with a means 45 for changing the rotation of the cams depending on the abrupt operation of the engine.
    The device works as follows.
    When the engine is running, the intermediate element 17 is rotated from the output element 15 by means of, for example, a toothed belt 16.
    Q When the engine operating mode changes, for example, an increase in the rotational speed increases the oil pressure in the engine lubrication system, as a result of which the piston 33 begins to move. The piston moves the movable element 19 along its guides. There is a change in the relative positions of the axles of the drive shaft 12 and camshafts. The eccentric connecting means vary within each complete revolution of the camshafts, the angular positions of the camshafts relative to the axes of rotation with respect to the angular positions of the drive shaft 12 and, therefore, the crankshaft, and also change the angular speeds of the camshafts relative to the steady angle speeds
    the drive shaft 12 and the crankshaft 15, as a result of which the valve timing changes. S Och |
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    权利要求:
    Claims (5)
    [1]
    I. INTERNAL COMBUSTION ENGINE, containing at least one cylinder with a rotating output element, a camshaft / cam assembly with inlet and exhaust valve actuating cams, an intermediate element between the output element and the camshaft assembly, eccentric connecting means located between the intermediate * element and cams, and means of changing the rotation of the cams depending on the operating modes of the engine, and the camshaft assembly contains a first and second distributor nye shafts with cams of the intake and exhaust valves, respectively, and connecting means of shafts, such as gears, chains, toothed belts or the like 1 means, wherein the intermediate member includes a rotating about a movable rotor axis, and the assembly of the camshaft is mounted on an axis parallel to the rotor axis, On the one hand, in order to simplify the design, the eccentric connecting means comprise a lever and two pins.
    [2]
    2. The engine according to π. 1, characterized in that., The cams of the intake and exhaust valves are located on the camshaft.
    •
    [3]
    3. The engine according to π. 1, with the fact that the intermediate> element is made with the possibility of radial movement.
    [4]
    4. The engine under item 1, characterized in that between the valves and their respective cams are placed rocker arms.
    [5]
    5. Engine pop. 1, characterized in that the camshaft and rocker arms are placed on a common radially movable structure.
    SU-11195916>
    ι 11
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1195916A3|1985-11-30|Internal combustion engine
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    GB2066361A|1981-07-08|Valve timing mechanisms of internal combustion engines
    KR830010276A|1983-12-30|Internal combustion engines and cam drive mechanisms therefor
    EP0495807A1|1992-07-29|An internal combustion engine camshaft drive mechanism.
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    US5560329A|1996-10-01|Valvetrain for a pushrod engine
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    KR100258047B1|2000-06-01|Apparatus for controlling the valve characteristics of internal combustion engine
    US3394683A|1968-07-30|Opposed piston engine
    EP0258511A1|1988-03-09|Rotary valve internal combustion engine
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    GB2593935A|2021-10-13|Continuous variable valve duration apparatus
    RU2200856C2|2003-03-20|Internal combustion engine
    RU1768769C|1992-10-15|Valve actuating gear of internal combustion engine
    同族专利:
    公开号 | 公开日
    EP0032056B1|1984-06-06|
    ES8202911A1|1982-02-16|
    ES498202A0|1982-02-16|
    DE3068143D1|1984-07-12|
    AT7810T|1984-06-15|
    CA1158934A|1983-12-20|
    US4505235A|1985-03-19|
    CS953580A3|1992-03-18|
    PL126249B2|1983-07-30|
    BR8008491A|1981-07-14|
    JPS56104130A|1981-08-19|
    EP0032056A1|1981-07-15|
    PL229042A2|1981-09-04|
    JPH0225005B2|1990-05-31|
    CS276893B6|1992-09-16|
    IN155023B|1984-12-22|
    EP0032056B2|1988-11-30|
    引用文献:
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    US2410411A|1942-05-19|1946-11-05|Fairchild Engine & Airplane|Engine valve control mechanism|
    GB649192A|1948-02-06|1951-01-24|Cameron Charles Earl|Improvements in or relating to valve actuating mechanisms for internal combustion engines|
    GB1095017A|1965-04-28|1967-12-13|John Robert Cribbs|Automatic variable valve timing device for internal combustion engines|
    US3626720A|1968-12-19|1971-12-14|Eaton Yale & Towne|Emission control device|
    GB1311562A|1969-06-27|1973-03-28|Ass Eng Ltd|Device for moving a cam relative to its driving shaft|
    FR2305589B1|1975-03-27|1980-03-07|Baguena Michel|
    US4019345A|1975-05-12|1977-04-26|Kanto Special Steel Works, Ltd.|Flexible coupling for rotating shafts|
    GB1522405A|1976-04-02|1978-08-23|Mitchell S|Valve timing mechanisms|
    US4177773A|1977-12-27|1979-12-11|Cribbs John R|Damped automatic variable valve timing device for internal combustion engines|
    US4332148A|1980-06-04|1982-06-01|General Motors Corporation|Cyclic phase-change coupling|GB2096695A|1981-04-13|1982-10-20|Ford Motor Co|Ic engine camshaft drive mechanism|
    JPS6347607Y2|1982-07-02|1988-12-08|
    DE3401362C3|1983-02-04|1998-03-26|Fev Motorentech Gmbh|Process for controlling four-stroke piston internal combustion engines|
    JPS6136552A|1984-07-27|1986-02-21|Yamaha Motor Co Ltd|Cam shaft driving device of internal-combustion engine|
    GB2186939A|1986-02-20|1987-08-26|Ford Motor Co|Cam drive mechanism|
    GB8826112D0|1988-11-08|1988-12-14|Egan M J|Variable ratio drive transmission|
    JP2736997B2|1989-04-27|1998-04-08|本田技研工業株式会社|Valve drive device and valve drive method for internal combustion engine|
    JP2815198B2|1989-10-16|1998-10-27|本田技研工業株式会社|Variable valve timing mechanism for internal combustion engine|
    GB9021270D0|1990-10-01|1990-11-14|Mitchell Stephen W|Improvements in or relating to driving connections between two rotatable bodies|
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    US5233951A|1992-09-25|1993-08-10|Hausknecht Louis A|Flow restriction controlled variable engine valve system|
    GB9523742D0|1995-11-21|1996-01-24|Mitchell Stephen W|Valve timing phase changer|
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    US20050051115A1|2003-07-09|2005-03-10|Urs Wenger|Engine with rotatable cylinder head assembly|
    DE102006005333B4|2006-02-07|2021-12-16|Bayerische Motoren Werke Aktiengesellschaft|Valve drive for an internal combustion engine|
    US20110023844A1|2009-08-01|2011-02-03|Heilenbach James W|Engine exhaust valve timing and lift system for a two-stroke locomotive diesel engine having an egr system|
    JP5659984B2|2011-08-02|2015-01-28|トヨタ自動車株式会社|Variable valve gear|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB8000052|1980-01-02|
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