DE3835333A1 - Concept for the variable valve timing on the basis of camshaft phase shift - Google Patents

Abstract

The load control of a spark-ignition engine without throttle valve by means of a variable valve timing is technically feasible, but at present not economically achievable owing to the disproportionately high design cost. Concepts for variable valve timing already investigated, which are based on a stepless camshaft phase shift, have to date not been realised for want of suitable camshaft control elements. In detailed research, proposed solutions for stepless camshaft phase shift were examined for their technical cost. It was established that the simplest solution lies in influencing the drive element of the camshafts - toothed belt or chain. Proposed solutions were examined with regard to their function and it was found that they do not work. In patent application P3705966.1, which originates from the same applicant, a basic solution was proposed, which has overcome the problem of non-functionality. Following the basic solution, usable proposed solutions for stepless camshaft phase shift were evolved for different types of engine. In internal combustion engines with multivalve systems a way was identified which also allows a variation of the opening period of the inlet and exhaust process by simple technical means. In addition an easily modified arrangement of the camshaft gears was proposed which also ... Original abstract incomplete. <IMAGE>

Description

1. Load control without throttle valve

The advantages of variable valve timing are well known. Sophisticated technical solutions that also apply to gasoline engines enable load control without throttle are extreme complicated and require diverse changes in the area of the cylinder head. Examples include concepts that at the Technical University of Vienna and in VW research have been developed and tested.

Wichart introduced a mechanical variable valve control. Figure 1 shows the construction of the cylinder head with the associated control mechanism [1].

Less developed a variable valve control on an electronically hydraulic basis, Figure 2 [2].

Walzer examined a rotary valve control. The sectional drawing of the cylinder head is shown in Figure 3 [3].

The way the developments work is not described here explained.

Figure 4 shows the sectional drawing of a conventional cylinder head.

Already from the comparison of the cylinder heads it can be seen that the technical effort, particularly of Viennese developments is considerable and currently out of proportion to stands economic benefit of these facilities, so that these control systems initially only for research and Experimental purposes were realized.  

2. Camshaft phase shift

It is known that in different operating conditions of the internal combustion engine due to a camshaft phase shift significantly improved conditions for gas exchange be, even if the opening time of the inlet and Exhaust process is not changed. Result from it Advantages especially in terms of exhaust emissions, but also the fuel consumption, the torque curve and the Idling stability.

2.1. Fiat

Fiat examined the effects of a camshaft phase shift on a two-valve Lancia engine. The intake and exhaust camshafts are shifted in their longitudinal axis depending on the speed. They experience a phase shift because the camshaft gear is connected to the camshaft by means of helical teeth. In addition, the valve lift is changed by conical cams. The complex construction is shown in Figure 5. Figure 6 shows the effects of the camshaft phase shift on the mean working pressure and the specific fuel consumption [4].

2.2. Daimler Benz

For test purposes, Daimler Benz used a construction shown in Figure 7. A phase shift is achieved using very wide, helical gears that are axially displaced on the camshafts [5].

2.3. Alfa Romeo

Alfa Romeo is the only car manufacturer to use a solution as standard, which is shown in Figure 8. The inlet camshaft is phase-shifted depending on the speed via an intermediate sleeve that can be axially displaced on the camshaft and is internally serrated on the inside and straight on the outside. Although the phase shift is not continuous, improvements in gas exchange are achieved. But here, too, the design is very expensive, so that the phase shift of the exhaust camshaft was dispensed with [6].

3. Influencing the drive element of the camshaft

At the university's patent specification and standards issuing office In a research lasting several months, patents and Patent applications for stepless camshaft phase shift checked for technical effort. It was determined, that influencing the drive member of the camshaft - Timing belt or chain - represents the simplest solution. The present proposals were checked for function and found that they are not functional for various reasons are. This is explained in more detail using a few examples.

3.1. Patent application DE 34 06 100.2

Figure 9 shows the proposed solution. A phase shift is to be achieved by a speed-dependent deflection of the camshaft drive. Figure 10 shows an example of the registration. The deflected position A is shown on the left and the middle position B on the right.

The belt length is in position A

l _A = l ₁ + l ₂ + l ₃ + l ₄ + l ₅ + l ₆
= 66.7 + 51.0 + 8.4 + 117.0 + 34.9 + 148.5
l _A = 426.5 mm

and in the middle layer B

l _B = l ₁ + l ₂ + l ₃ + l ₄ + l ₅ + l ₆ + l ₇ + l ₈
l _B = 67.4 + 51.0 + 4.6 + 105.0 + 33.8 + 105.0 + 4.6 + 51.0
l _W = 422.4 mm

It must apply

l _A = l _B but l _A ≠ l _B

The proposed solution does not work because the drive belt would have to shorten by 4.1 mm when moving the steering wheels from position A to position B and would then have to be extended by the same amount in the opposite deflection. If the drive belt is tensioned in the middle position B , then the steering wheels cannot be moved at all, since the drive belt would have to extend immediately [7].

3.2. Patent application DE 35 09 094.4

Figure 11 shows the patent application DE 35 09 094.4. The camshafts are to be shifted in phase with the aid of control rollers which act on the back of the belt between the gearwheels of the camshafts and the crankshaft. An example is shown in Figure 12. The belt length changes in the effective range of control rollers 1 and 2 were calculated. The belt length change curves show that they are in the effective range of the control rollers 1 and 2

• - run very differently and
• - are not linear, Figure 13.

A control and regulation system for the control roles is likely turn out to be extremely difficult in practical execution. It must also be taken into account that when moving the Control rollers initially only changed the belt tension becomes. This contradicts the recommendations of the timing belt manufacturers, which is a precisely defined toothed belt pretension prescribe. And finally, the distance corresponds to the  Camshaft gears to each other are not the real conditions on the internal combustion engine [8].

3.3. Patent application JP 57-1 21 294

Figure 14 shows the proposed solution, which was extended by control electronics by the patent application JP 58-1 40 510, Figure 15. The inlet camshaft 18 is to experience a phase shift by means of control rollers 25 , which are displaced radially around the inlet camshaft. Figure 16 shows an example, whereby only the effective range of the control rollers is shown.

The belt length is in the deflected position A

l _A = l ₁ + l ₂ + l ₃ + l ₄ + l ₅ + l ₆
= 110.0 + 64.5 + 41.0 + 16.8 + 71.0 + 17.0
l _A = 320.3 mm

and in the middle layer B

l _B = l ₁ + l ₂ + l ₃ + l ₄ + l ₅ + l ₆ + l ₇ + l ₈ + l ₉
= 12.2 + 45.1 + 10.1 + 41.0 + 65.4 + 41.0 + 8.6 + 68.0 + 8.9
l _W = 300.3 mm

It must apply

l _A = l _B but l _A ≠ l _B

This proposed solution cannot work either because the drive belt would have to lengthen and shorten by 20.0 mm when moving the control rollers. When the drive belt is clamped in the middle position B, the control rollers cannot be moved. In addition, a four-stroke engine with a 1: 1 crankshaft / camshaft ratio works, as shown in Figures 14 and 15, as a matter of principle not [9] and [10].

3.4. More solutions

There are other proposed solutions, which are not dealt with in more detail here, Figures 17 to 25. Although national and international patents have been granted in some cases, they too must not be able to function.

Figure 17: Patent application US 82/01 468 10/1981 [11]
Figure 18: Patent application US 36 83 875 6/1970 [12]
Figure 19: Patent application GB 6 14 688 5/1929 [13]
Figure 20: Patent application DE 27 47 884.8 10/1977 [14]
Figure 21: Patent application DE 35 34 446.6 9/1985 [15]
Figure 22: Patent application DE 19 64 005 12/1969 [16]
Figure 23: Patent application DE 35 06 107.3 2/1985 [17]
Figure 24: Patent application I 6 39 467 10/1966 [18]
Figure 25: Patent application CS 67 93-69 10/1969 [19]

4. Principle of camshaft phase control

The patent application P 37 05 966.1 shows the principle of the camshaft phase control, which is shown in Figure 26. The camshaft gear 1 is driven by the crankshaft gear 7 via a toothed belt 3 . The phase position of the camshaft 2 is changed by the linear displacement of the control rollers 5 relative to the crankshaft 8 . The control rollers 5 are attached to a common holding device 6 . The idlers or idler gears 4 ensure a parallel course of the belt strands originating from the control rollers 5 . The parallel or almost parallel course of the belt strands is the condition for the functionality of the control. This was not met in any of the previous solutions. Taking into account already existing gears of the crankshaft, the camshafts and the auxiliary units, and depending on the engine design, the required number of guide rollers is reduced considerably, as will be shown later.

The following applies to the belt length change Δ l in the effective range of the control rollers

Δ l roll left = Δ l roll right

The overall belt length must be retained

Δ l _{R l} - Δ l _Rr = 0

in which

Δ l = 2 Δ s

and

Δ s = shift amount of the control rollers

The following applies to the camshaft phase shift Δα in a four-stroke engine

n = gear ratio crankshaft / camshaft 2: 1
d = diameter of the camshaft gear

The diameter of the control rollers has no influence on the Camshaft phase shift.

Figure 27 shows the phase shift with a camshaft gear diameter of d = 114.65 mm. When shifting the control rollers, for example by Δ s = 30.0 mm, the camshaft is phase-shifted by Δα = 120 ° KW.

With previous camshaft control units, a maximum Phase shift of about 50 ° KW can be achieved.

The object of the present invention is under Maintaining the principle solution of patent application P 37 05 966.1 to show a way that

• - Even with different numbers of camshafts and the camshaft phase offset for different engine types makes possible;
• - also one for multi-valve internal combustion engines Change in the opening time of the intake and exhaust process allowed and
• - With a double camshaft cylinder head by one slightly modified arrangement of the camshaft sprockets also allows a very narrow vent angle arrangement.

This object is achieved in that

• 1. The phase position of the camshaft (s) 2 is changed by moving the control rollers 5 relative to each other and to the crankshaft, namely
  • - for in-line engines according to the examples in Figures 28 to 33
  • - for boxer engines according to the embodiments in Figures 34 to 39
  • - For V engines according to the examples in Figures 40 to 44
• 2. In a cylinder head that has at least two intake and two Has exhaust valves per cylinder, the intake and exhaust valve pairs diagonally, diametrically or perpendicular to the longitudinal axis of the cylinder head can be arranged  
• 3. by a logical combination of suggestions 1 and 2 the opening time of the intake and exhaust process changed becomes
• 4. The camshaft gears are offset in the longitudinal and transverse axes of the cylinder head, Figures 30, 33, 36, 39, 42, 43, 44.

4.1. In-line engine

Figures 28 to 33 show a selection of possible embodiments on an in-line engine, which are briefly described.

Picture 28:
The phase position is changed on the inlet and outlet side. Since the camshaft carries both intake and exhaust cams, the overlap in TDC cannot be influenced.
Picture 29:
The intake and exhaust valves are actuated by an intake and an exhaust camshaft. The phase position of the exhaust camshaft is constant and that of the intake camshaft is changed. The overlap in the TDC is favorably influenced on the inlet side. Since the camshaft sprockets lie in one plane, the intake and exhaust valves can only be at a large angle to one another.
Image 30:
The function corresponds to Figure 29. The camshaft sprockets are offset in the longitudinal axis of the cylinder head. This allows the intake and exhaust valves to be arranged at a small angle. This leads to a different combustion chamber geometry, which is an advantage for highly compressed engines. In addition, the cylinder head can have a more compact design.
Picture 31:
The control rollers of the inlet and outlet side are mounted on a common holding device and are moved by means of a single stepping motor. The phase shift of the camshafts is coupled to one another and takes place in the opposite direction. The overlap in the TDC is advantageously influenced on the inlet and outlet side.
Image 32:
The camshafts are phase-shifted independently of one another using two stepper motors.
Picture 33:
The function corresponds to Figure 32. The camshaft sprockets are staggered.

4.2. Boxer engine

Analogously to line engine are shown in Figures 34 to 39 embodiment examples of boxer engines. It should be noted that camshafts with the same function for both cylinder banks are out of phase with a single stepper motor.

4.3. V engine

Figures 40 to 44 show conceivable exemplary embodiments for V engines. Here too, the phase shift of camshafts with the same function is achieved with a single stepper motor.

5. Synchronous or asynchronous actuation of two inlet and / or two exhaust valves per cylinder

The exemplary embodiments show that it is simple with technical Means is possible to change the phase position of the camshafts. The use of multi-valve technology in modern engine construction offers in conjunction with the camshaft phase shift the possibility of opening the intake and exhaust process to change. The control concept is based on the Thoughts of synchronous or asynchronous opening and closing two intake and / or two exhaust valves per cylinder.  

5.1. Variable closing of the inlet element

Figure 45 shows the conventional valve arrangement in a cylinder head, which has two intake and one exhaust valve per cylinder. The intake valves EV 1 and EV 2 are parallel to the longitudinal axis of the cylinder head.

In Figure 46, the inlet valve pair is diametrically, diagonally or perpendicular to the longitudinal axis in accordance with the control concept. Figure 47 shows possible channel arrangements. The intake valves EV 1 and the exhaust valves AV are actuated by the camshaft I and the intake valves EV 2 by the camshaft II. The basic control times represent a compromise and are designed on the intake and exhaust sides for good filling of the cylinders at low speeds. The camshaft drive is used for in-line engines according to Figure 29 or 30, for boxer engines according to Figure 35 or 36 and for V-engines according to Figure 41 or 42.

How the control works, Figure 46

At low speeds, the intake valves EV 1 and EV 2 open and close synchronously. With increasing speeds, the inlet member should be closed later. To achieve this, the control rollers are moved in direction A , so that the camshaft II experiences a negative phase shift. This means that the intake valves EV 1 and EV 2 operate asynchronously from now on. The inlet valves EV 2 open and - more importantly - close the inlet member later than the inlet valves EV 1. At lower speeds, the control rollers are shifted in direction B until finally the inlet valves EV 1 and EV 2 work synchronously again.

5.2. Variable closing of the inlet and outlet member

Figure 48 shows the conventional arrangement of the valves in a cylinder head with two intake and exhaust valves per cylinder. The intake valve pair EV 1, EV 2 and the exhaust valve pair AV 1, AV 2 are parallel to the longitudinal axis of the cylinder head.

Figure 49 shows the intake and exhaust valve pairs arranged perpendicular to the longitudinal axis of the cylinder head according to the control concept. Conceivable channel arrangements are shown in Figure 50. The intake valves EV 1 and the exhaust valves AV 1 are actuated by the camshaft I and the intake valves EV 2 and the exhaust valves AV 2 by the camshaft II. The basic control times are designed with the focus on optimal cylinder filling at low engine speeds. The camshaft is driven for in-line engines according to Fig. 29 or 30, for boxer engines according to Fig. 35 or 36 and for V-engines according to Fig. 41 or 42.

How the control works, Figure 49

At low speeds, the inlet valves EV 1 with EV 2 and the outlet valves AV 1 with AV 2 open and close synchronously, according to the specified control times. With increasing speeds, the inlet and outlet member should be closed later. The control rollers are therefore shifted in direction A , whereby the camshaft II is later phase-shifted in the direction. As a result, the inlet valves EV 2 and the outlet valves AV 2 close the inlet and outlet member later than the inlet valves EV 1 and the outlet valves AV 1. If the inlet valves EV 2 and the outlet valves AV 2 are to close again earlier, the control rollers are shifted in direction B. , so that the camshaft II experiences a phase shift in the earlier direction until a synchronous actuation of the intake valves EV 1 with EV 2 and the exhaust valves AV 1 with AV 2 occurs again.

5.3. Variable opening and closing of the inlet and outlet member

The valve and duct arrangement and the definition of the control times corresponds to 5.2. In addition, the camshaft I is also phase-shifted, with the camshaft drives for in-line engines according to Figure 31 or 32 or 33, for boxer engines according to Figure 37 or 38 or 39 and for V-engines according to Figure 43 or 44.

How the control works, Figure 49

At low speeds, the intake valves EV 1 are controlled synchronously with EV 2 and the exhaust valves AV 1 with AV 2. With increasing speeds, the inlet and outlet member should be opened earlier and closed later. The control rollers of both camshafts are moved in direction A. The camshaft I experiences a phase shift in the direction earlier and the camshaft II in the direction later. The intake valves EV 1 with EV 2 and the exhaust valves AV 1 with AV 2 are consequently operated asynchronously. The inlet and outlet valves EV 1 and AV 1 open the inlet and outlet member earlier and the inlet and outlet valves EV 2 and AV 2 close the inlet and outlet member later. If the inlet and outlet member are to be opened again later and closed earlier, then the control rollers of both camshafts are shifted in direction B , so that camshaft I experiences a phase shift in the later direction and camshaft II in the earlier direction until finally the camshafts I and II work in phase again.

The control processes of 5. are illustrated in Figures 51 to 53 using examples.

6. Opportunities for optimization

The existing potential of the variable valve control can through targeted measures such as

• - different valve diameters,
• - Intake manifold design and
• - Single throttle valves

can be further improved.

6.1. Valve diameter

So that there is a sufficient inlet cross-section to UT even at high speeds, it is advantageous to choose a larger diameter for the later closing inlet valve EV 2 than the inlet valve EV 1. Furthermore, a second, additional inlet valve EV 2 can also be used for the later closing inlet side provided, Figure 54.

6.2. Intake manifold design

The inlet valves EV 1 and EV 2 can be connected to suction pipes of the same length. However, it makes more sense to connect the inlet valve EV 1 to a long and the inlet valve EV 2 to a short intake manifold. This adjusts the intake manifold length of the EV 1 valve for low speeds and that of the EV 2 valve for high speeds, Figure 55.

6.3. Single throttle valves

Single throttle valves can be provided for the intake valves EV 2, which close the intake manifolds at low speeds. The cylinders are only supplied with fresh gas via the inlet valves EV 1. Due to the reduced intake manifold cross section, the gas velocity is increased, which leads to an improved reloading effect at low engine speeds.

7. Advantages of the concept

The advantages of the concept will be discussed shortly. There are:

• - compared to those already proposed or implemented Draws solutions for variable valve control the concept through its extraordinary simplicity out
• - The entire internal combustion engine system experiences none significant constructive changes  
• - The side wall of the internal combustion engine offers itself almost ideal for the control system at this point to integrate without the construction volume of the Internal combustion engine enlarged
• - the essential components such as rollers, gears, highly flexible drive belts, stepper motors etc. are already manufactured industrially
• - There are no high quality requirements on the control and guide rollers posed
• - The control system is for any repairs easily accessible and therefore easy to service
• - Load control systems according to Wichart, Minder and Walzer can be simplified or further perfected will.

8. Application example for diesel injection pumps

For diesel engines, the start of fuel injection into the cylinder space from the respective operating state of the Internal combustion engine dependent:

• - early at higher speeds and for cold starts
• - late for noise reduction at low loads
• - early at full load for complete combustion

With conventional centrifugal injection adjusters, the start of injection is very inadequate, only changed by the controlled variable speed, Figure 56.

Figure 57 shows an exemplary embodiment for an electronically controlled injection start adjuster. The camshaft 2 of the internal combustion engine and the pump camshaft 4 are driven in a conventional manner with a toothed belt. The speed and the phase position of the pump camshaft are detected by ring gear sensors 6 . The control variables load and temperature are also sent to a microprocessor. This calculates the optimal injection timing from the control variables speed, load and temperature. The control rollers 5 are shifted via signals to a stepper motor until the required phase position of the pump camshaft is reached.

9. Note

A. Henselek, Ruhr University Bochum, led as part of his Student research project using the PROMO program system Simulation calculations. He examined the effects of synchronous and asynchronous opening and closing of two Intake and two exhaust valves per cylinder. The results confirm the positive influence on the gas exchange processes [20].

A constructive draft is currently in progress.  

10. Bibliography

[1] Wichart, Klaus: Basic options for avoiding throttle losses in gasoline engines through variable valve control, lecture at the 7th International Vienna Engine Symposium April 24 and 25, 1986, Vienna.
Minder, Bernhard: Calculation and development of an electronically-hydraulically controlled variable valve control for gasoline engines, lecture at the 7th International Vienna Engine Symposium April 24 and 25, 1986, Vienna.
[3] Waltz, Peter; Adamis, Panagiotis; Heinrich, Hartmut and Schuhmacher, Volker: Variable timing and compression in gasoline engines, Motortechnische Zeitschrift 47 (1986), No. 1, p. 15/20.
[4] Titolo, A .: The Fiat Variable Valve Timing. International Congress Aachen: "The vehicle gasoline engine under new European boundary conditions", 23.-25. October 1985.
[5] NN: Variable controls. Auto, Motor und Sport, Issue 22, October 25, 1986, pp. 36/39.
[6] NN: Phase change helps save fuel. Mot; Auto-Journal No. 25, December 5, 1984, pp. 120/121.
[7] Roth, Willi: Speed-dependent adjustment of the valve timing in internal combustion engines. German Patent Office DE-OS 34 06 100 (1985).
[8] Schreiber, Klaus-Hagen: Device for the stepless adjustment of the timing of gas exchange valves. German Patent Office DE-OS 35 09 094 (1985).
[9] Akita, Kazuya: Valve Timing Control Device Of Internal Combustion Engine. Japanese Patent Office JP-OS 59-12 108 (1984).
[10] Murai, Toshimi: Valve Timing Controller Of Internal Combustion Engine. Japanese Patent Office JP-OS 60-32 913 (1985).
[11] Burandt, Corliss, O .: Method And Apparatus For Controlling The Valve Operation Of An Internal Combustion Engine. Internal Publication Number WO 83/01 484 (1983).
[12] Chadwick, Alexander: Adjustable Valve Timing For No Control. Official Gazette US 36 83 875 (1972).
[13] The Renold & Coventry Chain Co. Ltd .: Retensionable chain drive for the camshaft drive of internal combustion engines. Reich Patent Office No. 6 14 688 (1935).
[14] Piech, Ferdinand: Method for controlling the operation of an internal combustion engine and internal combustion engine operating according to the method. German Patent Office DE-OS 27 47 884 (1979).
[15] Wagner, Wolf-Dietrich; Wiemann, Günter: Internal combustion engine with two camshafts arranged side by side. German Patent Office DE-OS 35 34 446 (1987).
[16] Kölker, Wilfried: Stepless regulation of the opening times and opening angles of gas exchange valves. German Patent Office DE-OS 19 64 005 (1971).
[17] Piech, Ferdinand: Process for improved exhaust gas detoxification in a valve-controlled internal combustion engine. German Patent Office DE-OS 35 06 107 (1986).
[18] Rafanelli, Renzo: Device For The Automatic Regulation Of The Timing Of The Inlet And Exhaus Valves Of A Four-Cycle Internal Combustion Engine. United States Patent Office US 34 41 009.
[19] Apctaur, Milan; Neniczka, Antonin; Vytroubal, Ladislav: Valve control for piston internal combustion engines with variable valve timing. German Patent Office DE-OS 20 49 737.
[20] Henselek, Artur: Investigation of the effectiveness of a new type of variable valve control. Student research project at the Ruhr University Bochum (1988).

Table of Contents

1. Load control without throttle valve
2. Camshaft phase shift
3. Influencing the drive element of the camshaft

• 3.1. Patent application DE 34 06 100.2
• 3.2. Patent application DE 35 09 094.4
• 3.3. Patent application JP 57-1 21 294
• 3.4. More solutions

4. Principle of camshaft phase control

• 4.1. In-line engine
• 4.2. Boxer engine
• 4.3. V engine

5. Synchronous or asynchronous actuation of two inlet and / or two exhaust valves per cylinder

• 5.1. Variable closing of the inlet element
• 5.2. Variable closing of the inlet and outlet member
• 5.3. Variable opening and closing of the inlet and Outlet organ

6. Opportunities for optimization

• 6.1. Valve diameter
• 6.2. Intake manifold design
• 6.3. Single throttle valves

7. Advantages of the concept
8. Application example for diesel injection pumps
9. Note
10. Bibliography
11. Picture part

Claims (10)

1. Variable valve control, characterized in that the phase position of the camshaft (s) ( 2 ) is changed by moving the control rollers ( 5 ). 2. Control according to claim 1, characterized in that in a cylinder head having at least two intake valves EV 1 and EV 2 and two exhaust valves AV 1 and AV 2 per cylinder, the intake and exhaust valve pairs diagonally or diametrically or perpendicular to the longitudinal axis of the cylinder head to be ordered. 3. Control according to claim 1 and 2, characterized in that the inlet valves EV 1 with EV 2 and the exhaust valves AV 1 with AV 2 are controlled in phase or in phase by a logical combination of the proposals 1 and 2. 4. Control according to claim 1, characterized in that the displacement of the control rollers ( 5 ) takes place electromechanically or hydraulically and is computer-controlled. 5. Control according to claim 1 and 4, characterized in that the displacement of the control rollers ( 5 ) from the control variables speed and / or load and / or temperature of the internal combustion engine and / or temperature of a catalyst or a converter or a soot filter and / or power a turbocharger or a mechanical supercharger and other controlled variables. 6. Control according to claim 1, characterized in that the The fresh charge is fed to cylinders under increased pressure becomes. 7. Control according to claim 1, characterized in that the ignition timing or injection timing of an injection pump is changed by moving the control rollers ( 5 ). 8. characterized in that in a double camshaft cylinder head, the camshaft gears ( 1 ) are arranged offset in the longitudinal and / or transverse axis of the cylinder head. 9. characterized in that in a cylinder head having at least two intake valves EV 1 and EV 2 and two exhaust valves AV 1 and AV 2 per cylinder and the intake and exhaust valve pairs are arranged diagonally or diametrically or perpendicular to the longitudinal axis of the cylinder head, the intake valves EV 1 with EV 2 and the exhaust valves AV 1 with AV 2 with already implemented or future facilities are controlled in phase or in phase. 10. characterized in that the control according to claim 1 also applies to other facilities.