(19)
(11)EP 2 743 469 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
13.04.2016 Bulletin 2016/15

(21)Application number: 12196607.1

(22)Date of filing:  11.12.2012
(51)International Patent Classification (IPC): 
F01L 1/20(2006.01)
F01L 1/46(2006.01)
F01L 1/047(2006.01)
F01L 1/24(2006.01)
F01L 1/344(2006.01)
F01L 13/00(2006.01)
F01L 1/18(2006.01)

(54)

Low Friction Shim Surface

Unterlegscheibenfläche mit niedriger Reibung

Surface de cale à faible frottement


(84)Designated Contracting States:
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

(43)Date of publication of application:
18.06.2014 Bulletin 2014/25

(73)Proprietor: Mechadyne International Limited
Kirtlington Oxfordshire OX5 3JQ (GB)

(72)Inventors:
  • Methley, Ian
    Witney, Oxfordshire OX29 8JL (GB)
  • Lancefield, Timothy, Mark
    Shipston on Stour, Warwickshire CV36 5LZ (GB)

(74)Representative: Messulam, Adam Clive 
Harrison IP 1st Floor, Box Tree House Northminster Business Park
Northfield Lane York YO26 6QU
Northfield Lane York YO26 6QU (GB)


(56)References cited: : 
DE-A1- 10 147 603
GB-A- 2 449 096
GB-A- 2 473 250
US-A1- 2010 139 595
GB-A- 2 378 729
GB-A- 2 467 334
GB-A- 2 480 638
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    Field of the invention



    [0001] The present invention relates to variable valve lift and duration systems for internal combustion engines and more specifically to the reduction of valve train friction in order to reduce fuel consumption.

    Background of the invention



    [0002] This invention relates to the variable lift and duration mechanism (VLD) previously developed by the applicants of the present invention (See GB 2378729 and GB 2480638). It utilises two concentric camshafts the phase of which may be altered relative to one another. The purpose of these two camshafts is that the lift imparted to the valve is determined by the sum of the lift contributed by each camshaft profile. No lift is imparted to the valve when either camshaft is "off-cam". By varying the phase of the two camshafts, the cumulative lift and duration can be altered. This results in directly altering the opening duration and lift of the engine valve, be it inlet or exhaust.

    [0003] The cumulative lift is achieved by the use of a summation lever having cam followers in contact with both sets of cams. If either cam follower is on the base circle of the associated cam, the summation lever merely rocks about a pivot axis connecting it to a valve actuating rocker. If both cam followers are in contact with the cam lobes, the summation lever is displaced downwards, and pushes down on the actuating rocker which then pivots about a hydraulic lash adjuster to open the engine valve.

    [0004] A fundamental aspect of the VLD system operation is that clearance must exist in the system when the valve(s) is closed and the rocker system moves through its 'return' or 'reset' motion. If the system were to be designed with no clearance, the effect of phasing the second cam lobe with respect to the first cam lobe to alter the main lift event would either introduce clearance, if the valve lift duration is increased, or cause an additional valve lift to occur during the return motion, if the valve lift duration is reduced.

    [0005] Ensuring that the correct amount of clearance exists in the system is essential in order for the valve motion to correspond to the theoretical lift characteristic. Differing levels of clearance between engine cylinders will therefore manifest itself as valve lift variations between cylinders. This will cause different airflow through each cylinder of the engine, potentially causing misfires or poor engine stability.

    [0006] Typically a shim surface, which contacts with the rotating portion of the camshaft, has been used to limit the expansion of the hydraulic lash adjuster (HLA) and therefore control this clearance. The clearance within each VLD rocker system can be set by either removing material from this shim surface or adjusting its location. Conventionally, a shim surface on the valve actuating rockers abuts with a collar on the side of the cam lobes to limit HLA inflation and therefore control clearance.

    [0007] Using a surface on the camshaft to control clearance rather than a fixed stop surface attached to the cylinder head is advantageous because it prevents any variations in cylinder head geometry from affecting the operating clearance of the VLD rocker system. The clearance is defined only by the VLD rocker system and the camshaft, allowing any variations in all of the other components in the system to be compensated for by the HLA.

    [0008] Whilst this design works very well to control clearance, the sliding interface between the shim surface and the camshaft collar results in a small frictional torque being applied to the camshaft that would not be present in a conventional valve train. There is also the potential for wear at this interface which would alter the clearance of the valve train and therefore potentially cause the valve to lift during the return motion of the rocker system.

    [0009] Whilst such frictional losses from this interface are only considered minor, with strict fuel economy legislation and resulting efforts to improve engine efficiency it is desirable to eliminate any unnecessary frictional losses. This is particularly important for valve lift control systems which are primarily intended to deliver a fuel economy benefit.

    [0010] It must also be noted that in common with all variable valve lift systems, the VLD rocker system has a number of additional component interfaces that would not be present in a conventional roller finger follower system. Whilst the VLD system will tend to have lower friction than a conventional valve train when it is running at its lower valve lift settings, at higher lifts the friction resulting from these additional interfaces becomes more significant. Furthermore, when operating at higher lifts the VLD rocker system will tend to increase the loads on the camshaft bearings, potentially increasing the camshaft frictional torque.

    Summary of the invention



    [0011] With a view to mitigating the foregoing disadvantages, the present invention provides a variable valve actuating mechanism as set forth in claim 1 of the appended claims.

    [0012] Additional advantages are further provided by the subsidiary claims which disclose that:

    The camshaft support bearing may be a rolling element bearing.

    The shim surface may be provided on the valve actuating rocker.

    The shim surface may be a removable component supported by a pivot shaft connecting the valve actuating rocker to the summation lever.

    A rolling element bearing may be situated between the removable shim component and the pivot shaft.

    The pivot connection between the valve actuating rocker and the summation lever may include a rolling element bearing.

    A single rolling element bearing may transfer the loads from both the shim and the valve actuating rocker to the pivot shaft.

    The rolling element bearing may comprise cylindrical rolling elements.

    The preferred embodiment of the invention may further include an adjustment mechanism for altering the position of the stationary surface against which the shim surface abuts to alter the clearance of the rocker system.

    The adjustment mechanism may alter the position of the stationary surface by incremental rotation of an eccentric surface rotating about the camshaft.

    The eccentric surface may be formed as part of the camshaft bearing and the camshaft bearings are fitted in pairs such that the stop position for two shim surfaces adjacent each cylinder head mounting can be adjusted independently.

    An additional component may be assembled to the outer raceway of the bearing to provide the stop surface.

    The additional component may be a rolling bearing.

    The additional component may be a graded part-cylindrical surface for setting the rocker system clearance.

    The additional component may act to position the outer race axially within the cylinder head journal.

    The stationary stop surface may be operative to permit passage of lubricant into the camshaft support bearing.



    [0013] This invention details several embodiments of low friction solutions for controlling VLD rocker clearance, all of which use a stationary, non-rotating surface rather than a rotating surface against which a non-rotating shim abuts.

    [0014] The preferred embodiment of the present invention uses a stationary outer raceway or bearing shell, which is part of the main camshaft bearing assembly, to provide a limit stop for the VLD rocker system shims and therefore controls VLD clearance.

    [0015] The invention takes advantage of the fact that many future camshafts will be assembled with rolling element camshaft bearings to reduce friction (in particular at low engine speeds) and the use of features on these bearings to control VLD clearance is particularly advantageous.

    Brief description of the drawings



    [0016] The present invention will now be described in detail with reference to the attached drawings in which:

    Figure 1 shows a section view through a valve train configuration that is not in accordance with the invention showing a camshaft support bearing bush arrangement that could be used with the invention;

    Figure 2a shows a section view through a second configuration that is not in accordance with the invention showing a first camshaft rolling bearing arrangement that could be used with the invention;

    Figures 2b and 2c show two possible methods for improving the oil supply to camshaft support bearings;

    Figure 3a shows a section through a third configuration that is not in accordance with the invention showing a second camshaft rolling bearing arrangement that could be used with the invention;

    Figure 3b is an exploded view of the rolling element bearing assembly of Figure 3a;

    Figure 4a shows a section view similar to that of Figure 3a through a first embodiment of the present invention;

    Figure 4b shows an isometric view of the rocker system and removable shim components of the first embodiment;

    Figure 5a shows a section view through a second embodiment of the invention;

    Figure 5b shows an exploded view of the rocker and summation lever of Figure 5a;

    Figure 6 shows a section view through a third embodiment of the invention;

    Figure 7a shows a section view through a fourth embodiment of the invention;

    Figure 7b shows an isometric view of the cam bearing and eccentric adjuster assembly of Figure 7a;

    Figure 8a shows a section view through a configuration that is not in accordance with the invention showing an alternative eccentric adjuster arrangement that could be used with the invention;

    Figure 8b shows an isometric view of the eccentric cam bush adjuster system of Figure 8a;

    Figure 9 shows a section view through a fifth embodiment of the invention, and

    Figures 10a and 10b show the clearance control system typically used in the prior art.


    Detailed description of the drawings



    [0017] Starting with the prior art Figures of 10a and 10b, a known variable lift and duration (VLD) rocker assembly is shown. This shows three cam lobes for each valve (or pair of valves) mounted on two co-axial camshafts. Two of the three lobes having the same cam profile rotate as a pair on one camshaft and the third rotates on the other. The reason for this is to eliminate any asymmetry which may result in twisting of the components following the cam profiles. Both coaxial camshafts rotate together at the same speed, but also may rotate relative to one another altering the phasing and in turn affecting the valve duration and lift.

    [0018] The three cam lobes act on a three fingered summation lever. Each finger includes a cam follower or roller which contacts the cam surface. Two fingers and corresponding followers are arranged at one end of the lever in contact with the pair of cams on one camshaft, and one finger and roller in contact with the cam on the other camshaft at the opposite end.

    [0019] The purpose of these two camshafts is that the lift imparted to the valve is determined by the sum of the lift contributed by each camshaft profile. The cumulative lift is transferred to the valve by displacing the summation lever downwards.

    [0020] If either cam follower is on the base circle of the associated cam, the summation lever merely rocks about a pivot axis connecting it to a valve actuating rocker 12. If both cam followers are in contact with the cam lobes, the summation lever is displaced downwards, and pushes down on the actuating rocker which then pivots about a hydraulic lash adjuster to open the engine valve. The summation lever is pivotally connected to the valve actuating rocker 12, which actuates the valve. The hydraulic lash adjuster (HLA) 16 is provided to urge the rocker against the force of the valve spring to a rest position.

    [0021] Conventionally, a shim surface 10 on the valve actuating rocker 12 abuts with a collar 14 on the side of the cam lobes to limit HLA 16 inflation and therefore control clearance. The clearance within each VLD rocker system can be set by either removing material from the shim surface or adjusting its position.

    [0022] The disadvantage of this is the sliding contact between the shim surface 10 and the camshaft collar 14 as the camshaft rotates, results in a small frictional torque being applied to the camshaft that would not be present in a conventional valve train. There is also the potential for wear at this interface which would alter the shimming of the valve train and potentially result in the valve lifting unintentionally.

    [0023] In the enclosed embodiments, the bush, shell or outer raceway of the camshaft bearing is extended so that it is wider than it needs to be in a conventional application to provide a surface that can act as a stop for the VLD rocker system shim surface. The outer race is clamped in position on the cylinder head and is therefore stationary and not free to rotate. When the shim surface makes contact with this surface, there is minimal frictional loss compared to the sliding interface of the prior art shown on Figures 10a and 10b and mentioned in the introduction.

    [0024] The use of an extended camshaft bearing is equally applicable to systems having a shim surface 10 on the valve actuating rocker 12 as shown in the prior art, or to systems using the separate shim component of the present invention

    [0025] Patent application GB1111184.6 shows how bearing bushes may be fitted to a concentric camshaft in order to allow the camshaft bearings to be located directly above the cylinder head bolts. It follows that the length of such bearing bushes can be extended further towards the camshaft lobes in order to provide a stationary surface as required by the present invention.

    [0026] Please note, though although some features are common to each embodiment, new reference numerals are provided for all features to avoid confusion between the embodiments. Each embodiment is numbered with the same main Figure number to which it refers.

    [0027] The sectional view of Figure 1 shows a configuration, not in accordance with the invention, that uses a bearing bush to support the camshaft in the cylinder head in order to provide a bearing surface above the cylinder head bolt. The bearing bush 18 extends either side of its mounting 20 in the cylinder head to provide a stationary contact surface for the shim formations 22 on the two valve actuating rockers.

    [0028] Alternatively, it would be possible to achieve a similar function with split bearing shells fitted to the cylinder head instead of a bearing bush mounted to the camshaft.

    [0029] The section view in Figure 2a shows a second configuration, not in accordance with the invention, that uses using roller bearings fitted to the camshaft. The outer raceway 24 of the roller bearing extends either side of the camshaft mounting 26 and it is this that contacts shim formations 28 on the valve actuating rockers. The inner rolling element and cage assembly 30 are retained in position by clips 32 that fit within internal grooves on the outer raceway surface.

    [0030] Features 34 can also be provided if necessary to improve the ability of oil to enter the outer raceway and lubricate the roller bearing.

    [0031] Figures 2b and 2c show two possible designs for allowing oil mist to collect inside the outer raceway 24 for lubricating the roller bearing. In Figure 2b the features 34 refers to slots cut in the upper side of the extended raceway, the lower side of the non-rotating outer raceway has no such slots to increase its integrity, ensuring the strength required to act as the abutment surface to resist the motion of the shim protrusions 28. In Figure 2c, the required structural integrity in the lower side while allowing ingress of oil mist in the upper side is achieved by forming the axial end plane of the extended outer raceway at an incline to the rotational access of the camshaft.

    [0032] This configuration shown in Figure 3a is similar to the second embodiment in many respects but differs in that the inner rolling element and cage assembly 36 are retained by two sleeves 38 that are an interference fit with the inner diameter of the outer raceway 40. Alternatively, a plastic cage assembly may be used to centralise the bearing and the rollers in this embodiment.

    [0033] Figure 3b illustrates how features in the outer raceway 40 of the bearing and the two retaining sleeves 38 can be used to ensure that the rolling element and cage assembly 36 of the bearing are provided with lubrication. These features are similar to those shown in Figure 2b with reference to the second embodiment. Note that the retaining sleeves 38 have a castellated cross-section which in combination with the slots in the outer raceway 40 ensure that lubrication oil can reach the inner rolling element and cage assembly.

    First Embodiment



    [0034] A first embodiment of the invention is very similar to the configuration shown in Figure3 except that it has no shim formations on the valve actuating rocker 48. Instead separate removable shim components 42 are mounted on the connecting pivot shaft 44 which attaches the rocker to the summation lever. The removable shim components 42 are retained in place by end caps 46 and can either be an interference fit on the pivot shaft 44 or constrained to rotate with the valve actuating rocker 48. The advantage of this arrangement over the configuration shown in Figure 3 is that it significantly reduces the overall length of the bearing outer raceway 50. Each removable shim component 42 is also a simple part that can be graded to alter the valve train clearance when assembled with the camshaft.

    [0035] Figure 4b shows the separate shim components in more detail. In this case a pin 52, fitted to the valve actuating rocker 48, is used to align the removable shim component 42 before it is retained in place by end cap 46.

    Second Embodiment



    [0036] The second embodiment, shown in Figures 5a and 5b improves on the first embodiment by further reducing valve train friction. It provides a needle roller raceway 54 at the interface between the valve actuating rocker 56 and the pivot shaft 58. This can be seen in section in Figure 5a and in exploded form in Figure 5b

    Third Embodiment



    [0037] The second and third embodiments are much the same except that the cylindrical needle rollers 60 of the third embodiment shown in Figure 6, extend underneath both the valve actuating rockers 62 and the removable shim components 64. This design is advantageous if the summation lever 66 and the pivot shaft 68 are fixed in rotation to each other. If this is the case, then when the summation lever rotates whilst the valve (not shown) is on its seat, there are relatively low levels of friction between the pivot shaft 68 and the shim components/valve actuating rocker 62.

    Fourth Embodiment



    [0038] The fourth embodiment, shown in Figures 7a and 7b, further includes an extra adjuster component 70 placed in-between the outer diameter of the outer raceway 72 and the removable shim component 74 on the valve train pivot shaft. The circular mating surface 76 between the adjuster 70 and the shim component 74 has an eccentric centre (the centre is offset from the centreline of the camshaft). The effect of rotating the adjuster is to change the clearance within the VLD rocker system without any need for component substitution.

    [0039] For a detailed understanding of how the adjuster works, Figure 7b shows an enlarged view of the relevant components. The eccentric adjuster 70 is toothed, the teeth 78 engage with a pin 80 that is mounted on to the cam bearing cap to prevent rotation whilst the engine is running. To make an adjustment, clip 82 is removed enabling the adjuster 70 to slide axially. It may then disengage from pin 80, rotate and then re-engage with the pin by sliding in the opposite direction. Clip 82 is then assembled back in place before the engine is re-started. Alternatively the cam bearing cap may be removed to allow the adjuster 70 to be rotated and then replaced to secure it in position. While this is one example of how to alter the clearance without substitution of components, there are many different methods to control the rotational position of the adjuster and secure it relative to the rocker mechanism.

    [0040] As an alternative to the adjustment system shown in Figures 7a and 7b, a similar function can also be achieved using bearing bushes to support the camshaft - as previously discussed in relation to the configuration shown in Figure 1.

    [0041] In this case, a pair of bearing bushes 84 is used to support the camshaft and each has an eccentric surface 86 which is contacted by the shim formations 88 on the valve actuating rockers. The bearing bushes can be fixed in a number of different rotational positions such that the clearance of the rocker system can be adjusted by the movement of the eccentric surface 86. It is necessary to use a pair of support bushes so that the clearance of the adjacent rocker systems can be adjusted independently.

    [0042] An isometric view of the camshaft bushes and the clamp 90 to fix their rotational position is shown in Figure 8b.

    Fifth Embodiment



    [0043] The sixth embodiment shown in Figure 9 is very similar to both the fourth and fifth eighth embodiments described above. It differs only in that the shim formations are replaced by a ball bearing race shim 92. This embodiment is advantageous if the pivot shaft 94 is fixed in rotation relative to the summation lever. When the summation lever then rotates, there is minimal friction between the ball race shim 92 and the pivot shaft 94.

    [0044] It should be noted that it is not essential to use an eccentric adjuster with the ball race shim 92, a fixed component would equally be feasible, attached to the cam bearing raceway, which would interface with the ball bearing race on the pivot shaft of the VLD rocker system.


    Claims

    1. A variable valve actuating mechanism comprising;
    a camshaft having two concentric cam lobes that may be rotated relative to one another
    a summation lever engaging with both cam lobes,
    a valve actuating rocker (12) pivotally connected by a pivot shaft (44) to the summation lever and engaging with a hydraulic lash adjuster (16) at a first end and with a valve at a second end, and
    a shim surface (22) movable with the pivot axis connecting the summation lever to the valve actuating rocker for limiting the expansion of the hydraulic lash adjuster to control clearance in the rocker system, wherein, in order to reduce friction, the shim surface abuts with a stationary stop surface (18) that forms part of a camshaft support bearing,
    characterised in that the stationary stop surface (18) is an outer bearing race of a rolling element bearing (40), a bearing bush (18) or a split bearing shell and the shim surface is on a separate component (42) mounted on the pivot shaft (44) connecting the summation levers to the valve actuating rocker.
     
    2. A mechanism as claimed in claim 1, wherein a rolling element bearing (60; 92) is situated between the removable shim component (64) and the pivot shaft (68).
     
    3. A mechanism as claimed in any preceding claim, wherein the pivot connection between the valve actuating rocker (56) and the summation lever includes a rolling element bearing (54).
     
    4. A mechanism as claimed in claim 2 or 3, wherein a common rolling element bearing (60) transfers the loads from both the shim (64) and the valve actuating rocker (62) to the pivot shaft (68).
     
    5. A mechanism as claimed in any preceding claim, further having an adjustment mechanism (70) for altering the position of the stationary surface (76) against which the shim surface (74) abuts to alter the clearance of the rocker system.
     
    6. A mechanism as claimed in claim 5, wherein the adjustment mechanism (70) alters the position of the stationary surface (76) by incremental rotation of an eccentric surface (76) rotating about the camshaft.
     
    7. A mechanism as claimed in claim 6, wherein the eccentric surface (86) is formed as part of the camshaft bearing (84) and the camshaft bearings (84) are fitted in pairs such that the stop position for two shim surfaces (86) adjacent each cylinder head mounting can be adjusted independently.
     
    8. A mechanism as claimed in any preceding claim, wherein an additional component is assembled to the camshaft support bearing to provide the stationary stop surface (18).
     
    9. A mechanism as claimed in claim 8, wherein the additional component is a rolling bearing.
     
    10. A mechanism as claimed in claim 8, wherein the additional component has a graded part-cylindrical surface for setting the rocker system clearance.
     
    11. A mechanism as claimed in claims 8 to 10, wherein the additional component acts to position the camshaft support bearing axially within the cylinder head journal.
     
    12. A mechanism as claimed in any preceding claim wherein the stationary stop surface is operative to permit passage of lubricant into the camshaft support bearing.
     


    Ansprüche

    1. Verstellbarer Ventilbetätigungsmechanismus, umfassend:

    eine Nockenwelle, die zwei konzentrische Nocken aufweist, die relativ zueinander gedreht werden können,

    einen Summierhebel, der die beiden Nocken in Eingriff nimmt,

    einen das Ventil betätigenden Kipphebel (12), der durch eine Drehachse (44) drehbar mit dem Summierhebel verbunden ist und eine hydraulische Spielausgleichseinrichtung (16) an einem ersten Ende und ein Ventil an einem zweiten Ende in Eingriff nimmt, und

    eine mit der Drehachse bewegliche Unterlegscheibenfläche (22), die den Summierhebel mit dem das Ventil betätigenden Kipphebel zur Beschränkung der Ausdehnung der hydraulischen Spielausgleichseinrichtung verbindet, um Spiel in dem Kipphebelsystem zu steuern, wobei die Unterlegscheibenfläche, um Reibung zu reduzieren, auf einer ortsfesten Anschlagfläche (18) aufliegt, die einen Teil eines Nockenwellenstützlagers bildet,

    dadurch gekennzeichnet, dass es sich bei der ortsfesten Anschlagfläche (18) um einen äußeren Lagerring eines Wälzlagers (40), eine Lagerbuchse (18) oder eine geteilte Lagerschale handelt und sich die Unterlegscheibenfläche auf einer separaten Komponente (42) befindet, die an der Drehachse (44) befestigt ist und die Summierhebel mit dem das Ventil betätigenden Kipphebel verbindet.


     
    2. Mechanismus nach Anspruch 1, wobei ein Wälzlager (60; 92) zwischen der entfernbaren Unterlegscheibenkomponente (64) und der Drehachse (68) angeordnet ist.
     
    3. Mechanismus nach einem der vorhergehenden Ansprüche, wobei die drehbare Verbindung zwischen dem das Ventil betätigenden Kipphebel (56) und dem Summierhebel ein Wälzlager (54) umfasst.
     
    4. Mechanismus nach Anspruch 2 oder 3, wobei ein gemeinsames Wälzlager (60) die Lasten von sowohl der Unterlegscheibe (64) als auch dem das Ventil betätigenden Kipphebel (62) auf die Drehachse (68) überträgt.
     
    5. Mechanismus nach einem der vorhergehenden Ansprüche, ferner umfassend einen Justiermechanismus (70) zum Ändern der Position der ortsfesten Fläche (76), auf der die Unterlegscheibenfläche (74) aufliegt, um das Spiel des Kipphebelsystems zu ändern.
     
    6. Mechanismus nach Anspruch 5, wobei der Justiermechanismus (70) die Position der ortsfesten Fläche (76) durch inkrementelle Drehung einer Exzenterfläche (76) ändert, die sich um die Nockenwelle dreht.
     
    7. Mechanismus nach Anspruch 6, wobei die Exzenterfläche (86) als Teil des Nockenwellenlagers (84) ausgebildet ist und die Nockenwellenlager (84) paarweise eingebaut sind, sodass die Endlage für zwei zu jeder Zylinderkopfhalterung benachbarten Unterlegscheibenflächen (86) unabhängig eingestellt werden kann.
     
    8. Mechanismus nach einem der vorhergehenden Ansprüche, wobei eine zusätzliche Komponente an dem Nockenwellenstützlager angeordnet ist, um die ortsfeste Anschlagfläche (18) bereitzustellen.
     
    9. Mechanismus nach Anspruch 8, wobei die zusätzliche Komponente ein Wälzlager ist.
     
    10. Mechanismus nach Anspruch 8, wobei die zusätzliche Komponente eine abgestufte, teilzylindrische Fläche zum Einstellen des Spiels des Kipphebelsystems aufweist.
     
    11. Mechanismus nach einem der Ansprüche 8 bis 10, wobei die zusätzliche Komponente dazu dient, das Nockenwellenstützlager axial innerhalb des Lagerzapfens des Zylinderkopfes zu positionieren.
     
    12. Mechanismus nach einem der vorhergehenden Ansprüche, wobei die ortsfeste Anschlagfläche derart ausgelegt ist, dass sie den Eintritt von Schmiermittel in das Nockenwellenstützlager ermöglicht.
     


    Revendications

    1. Mécanisme d'actionnement de soupape variable comprenant:

    un arbre à cames possédant deux bossages de came concentriques pouvant tourner l'un par rapport à l'autre

    un levier de sommation venant s'engrener dans les deux bossages de came,

    un culbuteur d'actionnement de soupape (12) connecté de façon pivotante par un arbre de pivot (44) au levier de sommation et venant s'engrener dans un dispositif de réglage de jeu hydraulique (16) en une première extrémité et avec une soupape en une seconde extrémité, et

    une surface de cale (22) mobile avec l'axe de pivot reliant le levier de sommation au culbuteur d'actionnement de soupape pour limiter l'expansion du dispositif de réglage de jeu hydraulique et contrôler le dégagement au niveau de l'ensemble culbuteur, où, pour réduire les frottements, la surface de la cale est contiguë à une surface d'arrêt stationnaire (18) qui fait partie d'un palier support d'arbre à cames,

    caractérisé en ce que la surface d'arrêt stationnaire (18) est une bague extérieure d'un palier d'élément de roulement (40), un coussinet de palier (18) ou une semi-coquille de palier et la surface de la cale est placée sur un composant séparé (42) monté sur l'arbre de pivot (44) reliant les leviers de sommation au culbuteur d'actionnement de soupape.


     
    2. Mécanisme selon la revendication 1, où un palier d'élément de roulement (60; 92) est situé entre le composant à cale amovible (64) et l'arbre de pivot (68).
     
    3. Mécanisme selon l'une quelconque des revendications précédentes, où la connexion à pivot entre le culbuteur d'actionnement de soupape (56) et le levier de sommation inclut un palier d'élément de roulement (54).
     
    4. Mécanisme selon la revendication 2 ou la revendication 3, où un palier d'élément de roulement commun (60) transfert les charges à la fois de la cale (64) et du culbuteur d'actionnement de soupape (62) à l'arbre de pivot (68).
     
    5. Mécanisme selon l'une quelconque des revendications précédentes, possédant en outre avoir un mécanisme d'ajustement (70) pour modifier la position de la surface stationnaire (76) contre laquelle s'adosse la surface de la cale (74) pour modifier le dégagement de l'ensemble culbuteur.
     
    6. Mécanisme selon la revendication 5, où le mécanisme d'ajustement (70) modifie la position de la surface stationnaire (76) par rotation incrémentale d'une surface excentrique (76) tournant autour de l'arbre à cames.
     
    7. Mécanisme selon la revendication 6, où la surface excentrique (86) est formée dans le palier d'arbre à cames (84) et les paliers de l'arbre à cames (84) sont montés par paires de façon à pouvoir ajuster indépendamment la position de butée pour deux surfaces de cale (86) adjacentes de chaque support de tête de cylindre.
     
    8. Mécanisme selon l'une quelconque des revendications précédentes, où un composant supplémentaire est assemblé au palier support d'arbre à cames pour constituer la surface d'arrêt stationnaire (18).
     
    9. Mécanisme selon la revendication 8, où le composant supplémentaire est un palier de roulement.
     
    10. Mécanisme selon la revendication 8, où le composant supplémentaire présente une surface en partie cylindrique et graduée pour le réglage du dégagement de l'ensemble culbuteur.
     
    11. Mécanisme selon les revendications 8 à 10, où le composant supplémentaire permet de positionner axialement le palier support d'arbre à cames dans le tourillon de tête de cylindre.
     
    12. Mécanisme selon l'une quelconque des revendications précédentes, où la surface d'arrêt stationnaire est opérationnelle pour permettre le passage de lubrifiant dans le palier support d'arbre à cames.
     




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    Cited references

    REFERENCES CITED IN THE DESCRIPTION



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    Patent documents cited in the description