DE102017120484A1 - Valve train system with two rocker arms - Google Patents

Abstract

Valve train system with two Schaltschlepphebeln (1, 1a) for actuating at least two valves (11, 12) of at least one cylinder of an internal combustion engine by means of a respective primary lever (2, 2a) of the Schaltschlepphebel (1, 1a), wherein at the respective primary lever (2, 2a ) a lockable secondary lever (3, 3a) is arranged pivotably about a pivot axis (4, 4a), wherein at least the secondary lever (3, 3a) of each shift control lever (1, 1a) has at least one cam contact surface (5, 6, 8; 6a, 8a) to bear on at least one associated cam of a camshaft, wherein between the primary levers (2, 2a) and the secondary levers (3, 3a) of each Schaltschlepphebels (1, 1a) a controllable locking device (9, 9a) is arranged , which in each case has a locking pin (10, 10a) which can be acted on by a control element (19, 19a, 19b) arranged parallel to the camshaft by at least one switching web (20, 20a, 20c) and which is in a locking position for a positive locking of the secondary lever (3, 3a) with the primary levers (2, 2a) of each shift cam lever (1, 1a) is movable, provided that the respective cam cam associated cam of the camshaft with its cam base circle is in the region of the associated cam contact surface, and wherein the locking pins (10, 10a) are moved back into an unlocked position. The invention relates to a translationally movable adjusting device for actuating the locking pins (10, 10a).

Description

The invention relates to a valve train system with two Schaltschlepphebeln for actuating at least two valves of at least one cylinder of an internal combustion engine by means of a respective primary lever of the Schaltschlepphebel, wherein on the respective primary lever, a lockable secondary lever is pivotally mounted about a pivot axis, wherein at least the secondary lever of each Schaltschlepphebels at least one Nockenanlauffläche for abutment with at least one associated cam of a camshaft, wherein between the primary levers and the secondary levers of each Schaltschlepphebels a controllable locking device is arranged, each having a by at least one switching ridge on a parallel to the camshaft arranged control locking pin has, which in a locking position for a positive locking of the secondary lever with the primary levers of each Schaltschlepphebels is movable, provided that the Cam associated cam surface of the camshaft with its cam base circle in the region of the associated cam contact surface is located, and in which the locking pins are moved back into an unlocked position.

Such a valve train system with two parallel arranged Schaltschlepphebeln for actuating two juxtaposed valves in at least one cylinder of an internal combustion engine is from the WO 2015/181 264 A1 known. For controllable actuation of the locking device rotatable by means of an electric drive control shaft is arranged parallel to the camshaft. The control shaft has control cams to move the respective locking pins to a locking position for positive locking of the secondary levers on the primary levers. Depending on the shape and phase of the control cams, it is possible to selectively lock both shift rocker arms, unlock both rocker arms, lock the first rocker arm and unlock the second rocker arm, and, conversely, unlock the first rocker arm and lock the second rocker arm.

This known arrangement requires a rotary bearing of the locking shaft with cams for actuating the locking device and an electric drive to bring about the required rotational movement. The storage of the locking shaft in the cylinder head of an internal combustion engine, including the electric drive, is space and costly and therefore not feasible in many cases.

Against this background, the invention was based on the object for the mechanical means for switching the Schaltschlepphebels between a locking position in which the primary lever and the secondary lever are mechanically locked together, and an unlocking position in which the mechanical connection of the primary lever is released with the secondary lever to realize the kinematically and in terms of space cheapest concept and to make as cost-effective.

This object is achieved by a valve train system with the features of claim 1. Advantageous developments are mentioned in the dependent claims.

Accordingly, the invention relates to a valve train system with two Schaltschlepphebeln for actuating at least two valves of at least one cylinder of an internal combustion engine by means of a respective primary lever of the Schaltschlepphebel, wherein on the respective primary lever, a lockable secondary lever is pivotally mounted about a pivot axis, wherein at least the secondary lever of each Schaltschlepphebels at least one Cam abutment surface for abutment with at least one associated cam of a camshaft, wherein between the primary levers and the secondary levers of each Schaltschlepphebels a controllable locking device is arranged, each having a by at least one switching web on a parallel to the camshaft arranged control element acted upon blocking pin, which in a locking position for a positive locking of the secondary lever with the primary levers of each shift rocker arm is movable, provided that the cam of the camshaft associated with the respective cam contact surface is with its cam base circle in the region of the associated cam contact surface, and in which the locking pins are moved back into an unlocked position.

In this valve train system is provided according to the invention that the control element has at least two switching webs and translatable by means of at least one control unit parallel to the camshaft rotation axis in at least three actuation positions in which the two locking pins through the at least two switching webs in a locking position and / or an unlocked position are movable.

The internal combustion engine valve train system includes two or more rocker arms, corresponding to cylinder and valve numbers, and a control with corresponding control contours. These control contours can be selectively brought out of operative connection by means of the locking mechanism and thus put the shift cam followers in a first switching state or bring into operative connection by displacement of the control to put the shift cam followers thus in a second switching state. The Displacement according to the invention, as mentioned, translational, which is advantageous in comparison to a known from the prior art rotational displacement of the control contours.

The system of the locking mechanism in the non-operatively connected to the control contours state can be done by return springs. In addition, however, a bidirectional interface between control contour and locking mechanism, similar to a desmodromic control is possible. The valve train system may extend along a plurality of cylinders, wherein a circuit can only take place when the respective cam base circles of the cams are located on the camshaft of the internal combustion engine in the region of the cam contact surfaces for them associated camshaft camshaft.

According to a first advantageous development of the features of the invention having valve train system is provided that the control is designed as a translationally shiftable shift rod or shift plate, that the control two transversely to the translational movement direction of the control in the direction of first and second locking pins of the Schaltschlepphebel first and two switching webs, the distance to the control is greater than the distance between the first and second locking pins and dimensioned so that the two switching webs in the first operating position (A) of the control are out of operative connection with the two locking pins and these in the Release unlocking remain that in the second operating position (B) of the control of the first switching bridge moves the first locking pin in the locked position and the second switching bridge is out of operative connection with the second locking pin is sow ie this remains in the unlocked position, and that in the third operating position (C) of the control of the second switching bridge shifts the second locking pin in the locking position and the first switching bridge is out of operative connection with the first locking pin and this returns to the unlocked position.

With this relatively simple and space-saving embodiment can thus realize three combinations of locking positions and Entriegelungsstellungen, namely a first position in which the primary lever and secondary lever of the two Schaltschlepphebel are not locked together, and in a second position, the primary lever and the secondary lever of the first Schaltschlepphebels lock together and the primary lever and the secondary lever of the second shift rocker arm not to lock together, as well as in a third position to lock the primary lever and the secondary lever of the second shift rocker arm and leave the primary lever and secondary lever of the first shift rocker arm unlocked.

According to a second advantageous development of a valve drive system having the features of the invention, which additionally has a fourth actuating position, it is provided that the control element is designed as a translationally displaceable switching rod or switching plate and first, second and third are transverse to the translational movement direction of the control in the direction to the two locking pins of the shift rocker lifting elevating switching webs whose distances are dimensioned on the control so that the three switching webs in the first operating position (A) of the control are inoperative connection with the two locking pins and they remain in the unlocked position that in the second Actuating position (B) of the control of the first switching bridge, the first locking pin moves into the locking position and the second switching bridge and the third switching bridge are out of operative connection with the second locking pin and this i n the unlocking position remains that in the third operating position (C) of the control of the second switching pin shifts the second locking pin in the locking position and the first switching bridge and the third switching bridge are not in operative connection with the first locking pin and this returns to the unlocked position, and that in the fourth actuating position (D) of the control of the second switching bridge and the third switching bridge to move the two locking pins in the locking position.

According to a third advantageous development of the features of the invention having valvetrain system is provided that the control is designed as two translationally shiftable shift rails or shrouds that at each shift rod or switching plate of the control transverse to the translational movement direction towards the two locking pins of the sliding lever elevating, first and second switching webs are formed whose distances are dimensioned on the control so that the switching rods or shrouds of the control means of a first and a second formed as a linear actuator control unit are independently displaceable in the operating positions, wherein the first and second switching webs in the first operating position (A1 / A2) of the shift rods or shims of the control element are out of engagement with the two locking pins and they remain in the unlocked position, wherein d he first switching ridge in the second operating position (A1 / B2) remains in the unlocked position and the second switching ridge moves the first locking pin in the locking position, wherein the first switching ridge in the third Operating position (B1 / A2) shifts the second locking pin in the locking position and the first locking pin falls back into the unlocked position, and wherein the first and second switching bridge in the fourth operating position (B2 / B1) holds the first and second locking pin in the locking position.

It can be seen that can be realized with the invention in a mechanically simple manner up to four desired operating positions and solutions of the above-mentioned object.

In a further embodiment of the invention, the locking pins can be moved against the force of a spring element in the locking position, wherein the trained as Teleskopierbereich the locking pins spring element has a compression spring whose spring constant is greater than the spring constant of a return spring to the locking pins. The control of the control unit for the control can be effected by a motor control unit, wherein the control unit can be designed as a hydraulic or electric linear actuator.

Furthermore, by the switching webs of the control element, a prestressing of the telescoping portion of the locking pins formed spring element with intermediate storage can be effected, namely until the locking pin has reached its locking position, in which the Nockenanlaufflächen associated cam of the camshaft with their cam base circles in Are located portion of the cam contact surfaces and the locking pins are tracked by the cached spring force of the spring element in their locking positions.

The two shift control levers can be used, for example, to actuate two valves arranged parallel to one another at least one cylinder of an internal combustion engine.

By inventively possible up to four switching states Nachhubanwendung to exhaust gas temperature management by means of residual gas control of diesel engines for optimal adaptation to different operating conditions and thus Nachhub valve valve cross sections can be achieved.

• - als Primary-In- oder Primary-Out-Konfiguration hinsichtlich der Primär- und Sekundärhebel,
• - mit zumindest einem Ventilabgriff am Schaltschlepphebel,
• - mit oder ohne Nockenkontakt am Primärhebel,
• - mit Nockenabgriff am Sekundärhebel,
• - mit Nockenabgriff jeweils als Gleit- oder Rollenkontakt,
• - mit einem oder mehreren Nockenkontakten je Primärhebel und Sekundärhebel,
• - mit einem Sperrstift, der drucklos verriegelt oder entriegelt ist,
• - mit zumindest einer abstützelementseitigen oder ventilseitigen Lost-Motion-Feder,
• - mit einem abstützelementseitigen oder ventilseitigen Verriegelungsmechanismus,
• - mit zumindest einem hydraulischen oder mechanischen Abstützelement,
• - mit oder ohne Haltebügel, und
• - mit jeweils gleichen oder unterschiedlichen Nockenprofilen bezüglich der jeweiligen Schaltschlepphebel-Position.

The shift rocker levers of the valve train system according to the invention can be designed as desired with respect to the following features:

• as a primary-in or a primary-out configuration with regard to the primary and secondary levers,
• with at least one valve tap on the shift cam follower,
• - with or without cam contact on the primary lever,
• - with cam tap on the secondary lever,
• - with cam tap each as a sliding or roller contact,
• - with one or more cam contacts per primary lever and secondary lever,
• - with a locking pin that is locked or unlocked without pressure,
• with at least one support element-side or valve-side lost-motion spring,
• with a support element-side or valve-side locking mechanism,
• with at least one hydraulic or mechanical support element,
• - with or without headband, and
• - Each with the same or different cam profiles with respect to the respective Schaltschlepphebel position.

• 1 eine isometrische Darstellung zweier Schaltschlepphebel zur Betätigung zweier parallel in einem Zylinderkopf einer Brennkraftmaschine angeordneter Ventile,
• 2 eine schematische Darstellung einer ersten Ausführungsform der beiden Schaltschlepphebel gemäß 1 in einer Draufsicht in einer Schaltstellung, in welcher die Sekundärhebel der beiden Schaltschlepphebel von deren Primärhebeln entkoppelt sind,
• 3 eine schematische Darstellung der zwei Schaltschlepphebel gemäß 2 in einer Draufsicht in einer Schaltstellung, in welcher der Sekundärhebel des ersten Schaltschlepphebels mit dessen Primärhebel gekoppelt ist und in welcher der Sekundärhebel des zweiten Schaltschlepphebels von dessen Primärhebel entkoppelt ist,
• 4 eine schematische Darstellung der beiden Schaltschlepphebel gemäß 2 in einer Draufsicht in einer Schaltstellung, in welcher der Sekundärhebel des ersten Schaltschlepphebels von dessen Primärhebel entkoppelt ist und in welcher der Sekundärhebel des zweiten Schaltschlepphebels mit dessen Primärhebel gekoppelt ist,
• 5 eine schematische Darstellung einer zweiten Ausführungsform der beiden Schaltschlepphebel gemäß 1 in einer Draufsicht in einer Schaltstellung, in welcher die Sekundärhebel der beiden Schaltschlepphebel von deren Primärhebeln entkoppelt sind,
• 6 eine schematische Darstellung der beiden Schaltschlepphebel gemäß 5 in einer Draufsicht in einer Schaltstellung, in welcher der Sekundärhebel des ersten Schaltschlepphebels mit dessen Primärhebel gekoppelt ist und in welcher der Sekundärhebel des zweiten Schaltschlepphebels von dessen Primärhebel entkoppelt ist,
• 7 eine schematische Darstellung der beiden Schaltschlepphebel gemäß 5 in einer Draufsicht in einer Schaltstellung, in welcher der Sekundärhebel des ersten Schaltschlepphebels von dessen Primärhebel entkoppelt ist und in welcher der Sekundärhebel des zweiten Schaltschlepphebels mit dessen Primärhebel gekoppelt ist,
• 8 eine schematische Darstellung der beiden Schaltschlepphebel gemäß 5 in einer Draufsicht in einer Schaltstellung, in welcher der Sekundärhebel des ersten Schaltschlepphebels und des zweiten Schaltschlepphebels mit deren Primärhebeln gekoppelt sind,
• 9 eine schematische Darstellung einer dritten Ausführungsform der beiden Schaltschlepphebel gemäß 1 in einer Draufsicht in einer Schaltstellung, in welcher die Sekundärhebel der beiden Schaltschlepphebel von deren Primärhebeln entkoppelt sind,
• 10 eine schematische Darstellung der beiden Schaltschlepphebel gemäß 9 in einer Draufsicht in einer Schaltstellung, in welcher die Sekundärhebel der beiden Schaltschlepphebel mit deren Primärhebeln gekoppelt sind,
• 11 eine schematische Darstellung eines der beiden Schaltschlepphebel gemäß 9 in einer Draufsicht in einer Schaltstellung, in der welcher der Sekundärhebel des Schaltschlepphebels von dessen Primärhebel entkoppelt ist,
• 12 eine schematische Darstellung in einer Draufsicht eines der beiden Schaltschlepphebeln gemäß 11 in einer Schaltstellung, in welcher ein Federelement eines Sperrstifts in einem federnden Bauteil zwischengespeichert ist sowie nur die für diese Zwischenspeicherung erforderlichen Bauelemente dargestellt sind, und
• 13 eine schematische Darstellung in einer Draufsicht eines der beiden Schaltschlepphebel gemäß 11 in einer Verriegelungsstellung des Primärhebels mit dem Sekundärhebel mittels des Sperrstifts in seiner eingerasteten, die Verriegelung zwischen dem Primärhebel und dem Sekundärhebel bewirkenden Stellung.

The invention will be explained below with reference to several illustrated in the accompanying drawings embodiments. In the drawing shows

• 1 an isometric view of two shift rocker arm for actuating two parallel arranged in a cylinder head of an internal combustion engine valves,
• 2 a schematic representation of a first embodiment of the two Schaltschlepphebel according to 1 in a plan view in a switching position in which the secondary levers of the two shift rocker arms are decoupled from their primary levers,
• 3 a schematic representation of the two Schaltschlepphebel according to 2 in a plan view in a shift position, in which the secondary lever of the first shift control lever is coupled to the primary lever and in which the secondary lever of the second shift control lever is decoupled from the primary lever,
• 4 a schematic representation of the two shift rocker arm according to 2 in a plan view in a switching position in which the secondary lever of the first shift rocker arm is decoupled from the primary lever and in which the secondary lever of the second shift rocker arm is coupled to the primary lever,
• 5 a schematic representation of a second embodiment of the two shift rocker arm according to 1 in a plan view in a switching position in which the secondary levers of the two shift rocker arms are decoupled from their primary levers,
• 6 a schematic representation of the two shift rocker arm according to 5 in a plan view in a shift position, in which the secondary lever of the first shift control lever is coupled to the primary lever and in which the secondary lever of the second shift control lever is decoupled from the primary lever,
• 7 a schematic representation of the two shift rocker arm according to 5 in a plan view in a switching position in which the secondary lever of the first shift rocker arm is decoupled from the primary lever and in which the secondary lever of the second shift rocker arm is coupled to the primary lever,
• 8th a schematic representation of the two shift rocker arm according to 5 in a plan view in a switching position in which the secondary lever of the first shift control lever and the second shift control lever are coupled to their primary levers,
• 9 a schematic representation of a third embodiment of the two shift rocker arm according to 1 in a plan view in a switching position in which the secondary levers of the two shift rocker arms are decoupled from their primary levers,
• 10 a schematic representation of the two shift rocker arm according to 9 in a plan view in a switching position in which the secondary levers of the two shift rocker arms are coupled to their primary levers,
• 11 a schematic representation of one of the two shift rocker arm according to 9 in a plan view in a switching position in which the secondary lever of the shift rocker arm is decoupled from the primary lever,
• 12 a schematic representation in a plan view of one of the two Schaltschlepphebeln according to 11 in a switching position in which a spring element of a locking pin is temporarily stored in a resilient component and only the components required for this intermediate storage are shown, and
• 13 a schematic representation in a plan view of one of the two Schaltschlepphebel according to 11 in a locking position of the primary lever with the secondary lever by means of the locking pin in its engaged, the locking between the primary lever and the secondary lever causing position.

1 thus shows a first shift rocker arm 1 and parallel to this a second, identical rocker arm 1a , the valves arranged in parallel in a cylinder head of an internal combustion engine 11 . 12 can press. The two shift rocker arms 1 . 1a each consist of a primary lever 2 . 2a and one each about a pivot axis 4 . 4a at the primary lever 2 . 2a pivotally mounted secondary lever 3 . 3a , The primary lever 2 . 2a have two mutually parallel, axially spaced cam contact surfaces 5 . 5a . 6 . 6a on, they can act on their associated cam of a camshaft, not shown, to pivot the shift rocker arms 1, 1a and the valves 11 . 12 to open and close. At the secondary lever 3 of the first shift rocker arm 1 is a cam roller 7 around a rotation axis 7a rotatably mounted and corresponding thereto is the secondary lever 3a of the second shift control lever 1a a cam roller 7b around a rotation axis 7c arranged rotatably mounted. To these axes of rotation 7 . 7b is spaced and arranged parallel to a camshaft, not shown in the cylinder head of the internal combustion engine in a known manner and stored. The surfaces of the cam rollers 7 . 7b form cam contact surfaces 8th . 8a for a cam arranged on the cam shaft to actuate the secondary lever 3 . 3a ,

At the primary levers 2 . 2a are locking devices 9 . 9a arranged, their respective locking pins 10 . 10a axially displaceable to lock the primary lever 2 , 2a with the secondary levers 3 . 3a in not shown recesses in the secondary levers 3 . 3a to intervene and cause the interlock between these two components.

They are the valves 11 . 12 actuating ends of the shift rocker arms 1 . 1a opposite axial ends thereof are by means of ball head supports 13 . 13a pivotally mounted on the cylinder head, not shown, of the internal combustion engine. Two each on both sides of the locking devices 9 . 9a arranged coil springs 14 . 15 ; 14a , 15a serve the secondary levers 3 . 3a in one the lock between the primary levers 2 . 2a and the secondary levers 3 . 3a enabling position and to ensure that the secondary levers 3 . 3a in the decoupled state always abut the associated cam of the camshaft.

2 schematically shows the first shift rocker arm 1 and second shift rocker arm 1a in a plan view in cooperation with a control element 19 in the form of a translationally displaceable switching rod or a translationally displaceable switching plate of sufficiently large material thickness, which a first switching web 20 and a second switching bridge 20a having a step-shaped geometry. This control 19 acts by means of the switching webs 20 . 20a on the locking pins 10 . 10a the two shift rocker arms 1 . 1a , The control 19 can be controlled by a control unit 21 in the form of an electromechanical or hydraulic linear actuator in the three designated Positions A, B and C move into the 2 to 4 are shown.

According to 2 are the locking pins 10 . 10a out of engagement with recesses in the secondary levers 3 . 3a the shift lever 1 . 1a brought. To the step-shaped geometry of the switching webs 20 . 20a of the control 19 to be able to follow, a spring force acts on the locking pins 10 . 10a towards the switching webs 20 , 20a. This spring force is provided by a respective helical return spring 16 , 16a generates, which the respective associated locking pin 10 . 10a coaxially surrounded and with their schaltstiftnahen ends of plate-shaped abutments 17 . 17a supported by the locking pins 10 . 10a are formed. With their other axial end, the return springs are supported 16 . 16a at the respectively assigned primary levers 2 . 2a from.

The distance of the switching webs 20 . 20a on the control 19 is greater than the distance of the locking pins 10 . 10a to each other. The two switching webs 20 . 20a are in the first operating position A of the control 19 . 19a out of operative connection with the two locking pins 10 . 10a and these remain there in the illustrated unlocking position.

Is according to 3 the control 19 . 19a shifted in the operating position B, presses the control unit near the first switching bridge 20 the associated first locking pin 10 in the locking position, in which the primary lever 2 of the first shift rocker arm 1 with its secondary lever 3 is locked. The control unit remote second switching bridge 20a remains out of operative connection with the associated second locking pin 10a so that it remains in its unlocked position.

The 4 shows the control 19 in the third operating position C, in which the control unit remote second switching bridge 20a the associated locking pin 10a of the second shift control lever 1a in the locking position, while the first switching bridge 20 out of operative connection with the first locking pin 10 arrives and this returns to the unlocked position.

In the 2 to 4 are each shown schemes in which the first shift rocker arm 1 with the abbreviation SRFF1 and the second shift rocker arm 1a are denoted by the abbreviation SRFF2. With mode A, B, C, the first, second and third confirmation positions are designated, wherein the numbers 0, the unlocked position and the digits 1 the locking position of the locking pins 10 . 10a describe.

In the 5 to 8th is in each case an actuating device with four actuating positions A, B, C and D of the actuator effective control unit 21 shown. The local control 19a has three switching webs 20 . 20a . 20b on which by shifting the control 19a the two locking pins 10 . 10a can press. The distances of the switching webs 20 . 20a . 20b on the control 19a are sized so that the three switching webs 20 . 20a . 20b in the first operating position A of the control 19a are not in operative connection with the two locking pins 10, 10a and remain in their unlocked position ( 5 ).

In the second operating position B of the control 19a according to 6 has the first switching bridge 20 the first locking pin 10 moved into the locked position and the middle switching bridge 20b as well as the control unit remote switching bridge 20a are out of operative connection with the second locking pin 10a and this remains in the unlocked position.

In the in 7 illustrated third operating position C of the control 19a has the control unit remote Schaltsteg 20a the second locking pin 10a moved into the locked position and the other two switching webs 20 . 20b are out of operative connection with the first locking pin 10 , so that this has returned to the unlocked position.

According to 8th are the middle and the control unit remote switching bridge 20a . 20b in the fourth operating position D of the control 19a in operative connection with both locking pins 10a . 10 the two shift rocker arms 1 . 1a which are thereby displaced into the locking position. The four different combinations of operating positions A, B, C, D are tabular as in the 2 . 3 and 4 represented, with the already mentioned abbreviations are used again.

According to the 9 and 10 the control consists of two translatory sliding shift rails 19a . 19b or two sufficiently kink-resistant shifters. A first control unit 21a serves to actuate the first shift rod 19a and a second control unit 21b serves to actuate the second shift rod 19b. The two control units 21a . 21b can be independently applied with switching signals and allow to set four combined operating positions A1 / A2, A1 / B1, B1 / A2 and B1 / B2, of which in the 9 and 10 only the two actuating positions A1 / A2 and B1 / B2 are shown.

From every shift rod 19a . 19b rise transversely to the translational movement direction of the shift rails 19a . 19b one switching bridge each 20a . 20c towards the two locking pins 10 . 10a , By means of the first control unit 21a let the two operating positions A1 and B1 set while using the second control unit 21b the Actuating positions A2 and B2 are adjustable. In the first combined operating position A1 / A2 of the shift rails 19a . 19b , referred to in the table with Mode A, the switching webs 20a . 20c out of operative connection with the two locking pins 10 . 10a and these remain in the unlocked position.

Not shown is the second combined operating position A1 / B2, which is designated in the table with Mode B. In this operating position A1 / B2 remains of the control unit remote switching bridge 20a the first shift rod 19a in the unlocked position and the control unit near the switching bridge 20c the second shift rod 19b moves the assigned locking pin 10 in the locking position.

In the third operating position B1 / A2, indicated in the mode C table, the second locking pin is 10a moved into the locked position and the first locking pin 10 remains in the unlocked position. In the fourth operating position B1 / B2, referred to in the table with Mode D, both locking pins are located 10 . 10a in the locking position, which in 10 is shown.

The last three 11 . 12 . 13 that only the first rocker arm 1 in a plan view in cooperation with a switching bridge 20 show, let recognize that this switching bridge 20 on the control, not shown 19 at any time of the working cycle of the respective cylinder of the internal combustion engine in the in the 11 . 12 . 13 illustrated operating positions by means of the control unit 21 let move, causing the associated locking pin 10 is raised and with its secondary lever end against a wall of the secondary lever 3 encounters. This is a telescoping area of the locking pin 10 trained spring element 18 in which a compression spring is arranged, whose spring constant is greater than that of the return spring 16 , so that its spring force is stored until the locking mechanism its locked end position, the in 13 is shown, can not reach yet. The locking pin 10 can then in an associated recess in the secondary lever 3 occur and cause a lock when the cam cam associated surfaces of the camshaft with their cam base circles in the region of these cam contact surfaces.

For all embodiments according to the 1 to 13 holds that when the secondary lever 3 . 3a with the primary levers 2 . 2a the shift lever 1 . 1a are not locked, only the cam contact surfaces 5 . 6 ; 5a . 6a at the primary levers 2 . 2a associated cam of the camshaft of the internal combustion engine on the shift rocker arm 1 . 1a act while the secondary levers 3 . 3a with a Nockenbeaufschlagung on the primary levers 2 . 2a ineffective. This may mean that the valves 11 . 12 remain closed or open only slightly or only over a small opening angle. In this way, an associated cylinder can be completely shut down or operate with reduced, but low-consumption power. If the full power of the engine is needed, the primary lever 2 . 2a with the secondary levers 3 . 3a locks, leaving a cam on the camshaft on the cam rollers 7 . 7a the secondary lever 3 . 3a acts and thereby a larger opening stroke and / or a longer valve opening time of the valves 11 . 12 is effected. This switching is done automatically by an engine control unit depending on the power requirements of the internal combustion engine.

The tabular to the 2 to 10 mentioned configurations with three or four switching modes can be by alternative structural arrangement of the switching webs 20 . 20a . 20b . 20c on the controls 19 . 19a . 19b vary by one-piece or multi-part phase and length different switching webs 20, 20a, 20b, 20c are used and different combinations of operating positions A, B, C, D and A1, A2, B1, B2 by the control units 21 , 21a, 21b are controlled.

It can be seen that the at least two switching webs 20 . 20a . 20b . 20c having controls 19 . 19a . 19b , which are parallel to the camshaft axis of rotation by means of the control units 21 . 21a . 21b are translationally movable to the locking pins 10 . 10a in the locking positions and in the unlocked positions according to 2 to 13 to move it, allow the mechanical connection of the primary lever 2 . 2a with the secondary levers 3 . 3a both kinematically and with respect to the space required for this purpose with a particularly favorable concept to realize and to achieve a significant advance over the prior art allowed.

LIST OF REFERENCE NUMBERS

1

First shift cam follower

1a

Second shift cam follower

2

Primary lever on the first shift rocker arm

2a

Primary lever on the second rocker arm

3

Secondary lever on the first shift rocker arm

3a

Secondary lever on the second rocker arm

4

Pivot axis of the first secondary lever

4a

Pivot axis of the second secondary lever

5

First cam contact surface of the first primary lever

5a

First cam contact surface of the second primary lever

6

Second cam contact surface of the first primary lever

6a

Second cam contact surface of the second primary lever

7

Cam roller of the first secondary lever

7a

Rotary axis of the cam roller of the first secondary lever

7b

Cam roller of the second secondary lever

7c

Rotary axis of the cam roller of the second secondary lever

8th

Cam contact surface on the cam roller of the first secondary lever

8a

Cam contact surface on the cam roller of the second secondary lever

9

Locking device of the first shift rocker arm

9a

Locking device of the second shift control lever

10

Locking pin of the first shift rocker arm

10a

Lock pin of the second shift control lever

11

First valve

12

Second valve

13

Ball head support of the first shift rocker arm

13a

Ball head support of the second shift control lever

14

First clock spring of the first shift rocker arm

14a

First clock spring of the second shift rocker arm

15

Second clock spring of the first shift rocker arm

15a

Second clock spring of the second shift rocker arm

16

Return spring of the locking pin of the first shift rocker arm

16a

Return spring of the locking pin of the second shift control lever

17

Abutment for the return spring of the locking pin of the first shift rocker arm

17a

Abutment for the return spring of the locking pin of the second Schaltschlepphebels

18

Spring element, telescopic area on the locking pin

19

Control element, translationally displaceable switching rod ( 2 - 4 )

19a, 19b

Control element, translationally displaceable switching rod ( 9 . 10 )

20, 20a

Shift webs on the control 19 ( 2 - 4 )

20, 20a, 20b

Shift webs on the control 19a ( 5 - 8th )

20a, 20c

Shift webs on the control 19a . 19b ( 9 . 10 )

21

Control unit, linear actuator ( 2 - 8th )

21a, 21b

Control units ( 9 . 10 )

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2015/181264 A1 [0002]

Claims (9)

Valve train system with two Schaltschlepphebeln (1, 1a) for actuating at least two valves (11, 12) of at least one cylinder of an internal combustion engine by means of a respective primary lever (2, 2a) of the Schaltschlepphebel (1, 1a), wherein at the respective primary lever (2, 2a ) a lockable secondary lever (3, 3a) is arranged pivotably about a pivot axis (4, 4a), wherein at least the secondary lever (3, 3a) of each shift control lever (1, 1a) has at least one cam contact surface (5, 6, 8; 6a, 8a) to bear on at least one associated cam of a camshaft, wherein between the primary levers (2, 2a) and the secondary levers (3, 3a) of each Schaltschlepphebels (1, 1a) a controllable locking device (9, 9a) is arranged , which in each case has a locking pin (10, 10a) which can be acted on by a control element (19, 19a, 19b) arranged parallel to the camshaft by at least one switching web (20, 20a, 20c) and which is in a locking position for a positive locking of the secondary lever (3, 3a) with the primary levers (2, 2a) of each shift control lever (1, 1a) is movable, provided that the respective cam contact surface (5, 6, 8; 5a, 6a, 8a) associated cam of the camshaft with its cam base circle in the region of the associated Nockenanlauffläche (5, 6, 8; 5a, 6a, 8a) is located, and in which the locking pins (10, 10a) are moved back into an unlocked position, characterized characterized in that the control element (19, 19a, 19b) has at least two switching webs (20, 20a, 20b, 20c) and by means of at least one control unit (21, 21a, 21b) parallel to the camshaft rotational axis translationally in at least three actuating positions (A, B, C, D; A1, B1, A2, B2) is movable, in which the two locking pins (10, 10a) are movable by the at least two switching webs (20, 20a, 20b, 20c) into a locking position and / or an unlocking position. Valve train system after Claim 1 , characterized in that the control element (19) is designed as a translationally shiftable shift rod or shift plate, that the control element (19) two transversely to the translational movement direction of the control element (19) in the direction of first and second locking pins (10, 10 a) of the Schaltschlepphebel (1, 1a) elevating first and two switching webs (20, 20a) whose distance to the control element (19) is greater than the distance between the first and second locking pins (10, 10a) and is dimensioned such that the two switching webs (20, 20a) in the first operating position (A) of the control element (19) are not in operative connection with the two locking pins (10, 10a) and they remain in the unlocked position, that in the second operating position (B) of the control element (19) first switching bridge (20) displaces the first locking pin (10) into the locking position and the second switching bridge (20a) is out of operative connection with the second locking pin (10a) i st as well as this remains in the unlocked position, and that in the third operating position (C) of the control element (19) of the second switching bar (20 a) the second locking pin (10 a) moves into the locking position and the first switching bar (20) out of operative connection with the first Locking pin (10) and this returns to the unlocked position. Valve train system after Claim 1 , characterized in that the control element (19a) is designed as a translationally displaceable shift rod or shift plate and first, second and third transversely to the translational movement direction of the control element (19a) in the direction of the two locking pins (10, 10a) of the shift rocker arms (1, 1a) elevating switching webs (20, 20a, 20b) whose distances are dimensioned on the control element (19a) so that the three switching webs (20, 20a, 20b) in the first operating position (A) of the control element (19a) out of operative connection with the two locking pins (10, 10a) are and remain in the unlocked position that in the second operating position (B) of the control element (19a) of the first switching bar (20) the first locking pin (10) moves into the locking position and the second switching bridge (20 a) and the third switching ridge (20 b) out of operative connection with the second locking pin (10 a) and this remains in the unlocked position that in de r third actuating position (C) of the control element (19 a) of the second switching bridge (20 a) the second locking pin (10 a) moves into the locking position and the first switching bar (20) and the third switching bar (20 b) out of operative connection with the first locking pin (10) and this returns to the unlocked position, and that in the fourth operating position (D) of the control element (19a) of the second switching bar (20a) and the third switching bar (20b) move the two locking pins (10a, 10) in the locked position. Valve train system after Claim 1 , characterized in that the control element (19a, 19b) is designed as two translationally shiftable shift rails or shrouds that at each shift rod or switching plate of the control element (19a, 19b) transversely to the translational movement direction in the direction of the two locking pins (10, 10a ) of the switching rocker arms (1, 1a) are raised, first and second switching webs (20a, 20c) are formed whose distances to the control element (19a, 19b) are dimensioned such that the Shift rods or shrouds of the control element (19a, 19b) by means of a first and a second formed as a linear actuator control unit (21a, 21b) independently in the operating positions (A1 / A2, A1 / B2, B1 / A2, B2 / B1) displaceable are, wherein the first and second switching webs (20a, 20c) in the first operating position (A1 / A2) of the shift rods or shims of the control element (19a, 19b) out of engagement with the two locking pins (10, 10a) and these in the unlocked position remain, wherein the first switching ridge (20a) in the second operating position (A1 / B2) remains in the unlocked position and the second switching bridge (20c) the first locking pin (10) moves into the locking position, wherein the first switching ridge (20a) in the third Operating position (B1 / A2) the second locking pin (10a) moves into the locking position and the first locking pin (10) falls back into the unlocked position, and wherein the first and second Switching web (20a, 20c) in the fourth operating position (B2 / B1) holds the first and second locking pin (10, 10a) in the locking position. Valve train system according to one of Claims 1 to 4 , characterized in that the two locking pins (10, 10a) are movable against the force of a spring element (18) in the locking position. Valve train system after Claim 5 , characterized in that the telescoping portion of the locking pins (10, 10a) formed spring element (18) has a compression spring whose spring constant is greater than the spring constant of a return spring (16, 16a) on the locking pins (10, 10a). Valve train system according to one of Claims 1 to 6 , characterized in that the at least two switching webs (20, 20a, 20b, 20c) having, translationally displaceable control element (19, 19a, 19b) is designed as at least one shift rod or shift plate, which by means of a designed as a hydraulic or electric linear actuator Control unit (21, 21 a, 21 b) controlled between the locking position and the unlocked position by a motor control unit is actuated. Valve train system according to one of Claims 2 to 7 , characterized in that by the switching webs (20, 20a, 20b, 20c) of the control element (19, 19a, 19b), a bias of the telescoping portion of the locking pins (10, 10a) formed spring element (18) with intermediate storage is effected, and admittedly until the locking pin (10, 10a) has reached its locking position, in which the cams of the camshaft associated with the cam contact surfaces (5, 6, 8, 5a, 6a, 8a) with their cam base circles in the area of the cam contact surfaces (5 , 6, 8 5a, 6a, 8a) are located and the locking pins (10, 10a) are tracked by the intermediately stored spring force of the spring element (18) in their locking positions. Valve train system according to one of Claims 1 to 5 , characterized in that the Schaltschlepphebel (1, 1a) for actuating two parallel juxtaposed valves (11, 12) of at least one cylinder of an internal combustion engine are formed.

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