EP0627043B1 - Valve actuating mechanism for an internal combustion engine - Google Patents

Valve actuating mechanism for an internal combustion engine Download PDF

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Publication number
EP0627043B1
EP0627043B1 EP93903913A EP93903913A EP0627043B1 EP 0627043 B1 EP0627043 B1 EP 0627043B1 EP 93903913 A EP93903913 A EP 93903913A EP 93903913 A EP93903913 A EP 93903913A EP 0627043 B1 EP0627043 B1 EP 0627043B1
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EP
European Patent Office
Prior art keywords
valve
levers
valve levers
actuating mechanism
bores
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Expired - Lifetime
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EP93903913A
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German (de)
French (fr)
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EP0627043A1 (en
Inventor
Michael Paul
Peter Hübschle
Wilhelm Hannibal
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Audi AG
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Audi AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/265—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder peculiar to machines or engines with three or more intake valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction

Definitions

  • the invention relates to a valve actuation mechanism for an internal combustion engine according to the preamble of claim 1
  • first rocker arms are provided for actuating two intake valves, which interact with identical first cams, so that all intake valves are actuated in an identical manner in the first (lower) speed range.
  • Two second rocker arms are arranged between the first rocker arms or outside them, which interact with different second cams.
  • every second rocker arm can be coupled to the adjacent first rocker arm.
  • the first rocker arms are connected to one another by a bridge, and one or the other second rocker arm can optionally be coupled to the bridge and thereby to both first rocker arms.
  • two first rocker arms which cooperate with identical cams, are provided for the actuation of three inlet valves and are connected to one another by a bridge which acts on the three inlet valves.
  • the two second rocker arms which are arranged next to one another and between the two first rocker arms, can optionally be coupled to the bridge and thus to the two first rocker arms.
  • the opening force exerted by the second cams acts on one side on the first rocker arm or asymmetrically on the bridge connecting the first rocker arms, which generates a tilting moment which in particular makes decoupling more difficult and, in extreme cases, leads to jamming of the coupling means can.
  • JP-A-60-216014 describes a valve actuation mechanism for an internal combustion engine with three intake valves per cylinder, which are actuated by cams of a camshaft via rocker arms. Each valve is assigned its own rocker arm, which is mounted on its own rocker arm support and interacts with its own cam. There are no second rocker arms which can be connected to the three existing rocker arms for speed-dependent valve control via coupling means.
  • the object of the invention is to provide a valve actuation mechanism of the generic type for an internal combustion engine with three intake valves per cylinder, in which different Control times for the three intake valves in the first (lower) speed range can be realized and the occurrence of tilting moments with coupled first and second finger levers is avoided.
  • the first cams By appropriately designing the first cams, it is possible, for example, to achieve a lowering of the idling speed in the lowest speed range by not opening the first intake valve, briefly opening the second intake valve and opening the third intake valve for a long time at the late start of the intake without impairing the smoothness, because of the If there is no overlap between the inlet and outlet, the residual gas fraction, ie the amount of burned gases in the combustion chamber, is low and because the low idle mixture only enters the combustion chamber via the second and third inlet valve with different control times, creates a swirl in the combustion chamber that contributes to optimal combustion.
  • each first rocker arm and the valve actuated by the latter are preferably in a common plane. This prevents a tilting moment from being exerted on the rocker arms in every operating state, thus preventing the rocker arms from tilting and reducing wear between the rocker arm and cam.
  • the two second rocker arms since they are actuated by identical cams, can be rigidly connected to one another or can also be in one piece. They are preferably pivotally mounted on the common axis of the first rocker arm.
  • Claim 8 describes a simple possibility for coupling the first rocker arm to the second rocker arm, whereby, in contrast to the embodiment according to DE-A 38 00 347, coupling parts do not slide on one another in the decoupled state.
  • valve train for three intake valves E is shown. Each valve E is acted upon by a spring 1 in the closing direction.
  • the valves are actuated by their own cams 2, 3 and 4 of a camshaft 5 via rocker arms 6, which are pivotally mounted on a common fixed axis 7.
  • the cams 2, 3 and 4 preferably have different cam profiles in order to achieve a different valve lift, a different opening duration and / or different control times for the individual intake valves and to create optimal conditions in the lower and middle speed range of the internal combustion engine.
  • second cams 8 are provided on the camshaft 5 with an identical cam profile, which is designed for the conditions in the upper speed range of the internal combustion engine, that is, for example, produces a larger valve lift and a longer opening time.
  • Rocker arms 9 cooperate with the second cams 8, which can be coupled in the upper speed range with the first rocker arms 6, so that in this speed range the valves E are actuated according to the contour of the cams 8.
  • the free ends of the second rocker arms 9 are connected to one another by a crossmember 10 which runs in front of and at a short distance from the free ends of the first rocker arms 6.
  • a crossmember 10 which runs in front of and at a short distance from the free ends of the first rocker arms 6.
  • radial bores 11 are provided with respect to the axis of rotation 7, which are aligned with corresponding bores 12 in the crossmember 10 when the valves E are closed, that is to say when all rocker arms 6 and 9 are at the base circles of their cams 2, 3 , 4 or 8 are present.
  • a piston 13 is arranged in each bore 11 and is pushed outwards by a pressure medium that is supplied through a channel 14 in the axis 7 and engages in the bore 12 in the cross member 10, as a result of which the rocker arms 6 and 9 are coupled to one another are.
  • Each piston 13 is under the action of a spring 15, which is supported on the one hand on an insert 16 fixed in the bore 11 and on the other hand on the end of a sleeve 17 which is fastened to the piston 13 and extends through the insert 16.
  • the spring 15 guides the piston 13 back into its decoupled position, the insert 16 serving as a stop.
  • a second oil channel 18 is provided in the axis 7 and is connected by holes 19 to the bearing points of the rocker arms 6, 9.
  • Each rocker arm 6, 9 has a sliding surface 20 with which it rests on its cam 2, 3, 4 and 8, respectively.
  • the second rocker arms 9 are held in contact with their cams 8 by spring elements, not shown.
  • Fig. 1 shows that the valve axes 21 of the intake valves E intersect the axis of rotation D of the camshaft or cross at a short distance, as in EP 262 250 for valve control with direct valve actuation, i.e. without rocker arm or rocker arm, was proposed.
  • a valve train in which the valves are actuated by rocker arms, it is possible to equip an internal combustion engine with a variable valve control according to the present invention or with direct actuation of the valves via bucket tappets without changing the position of the camshaft.
  • Fig. 1 shows that the longitudinal central axis 6a of each rocker arm 6 and the longitudinal central axis 21 of the valve E actuated by it lie in a common plane, thereby avoiding that tilting moments act on the rocker arm.
  • first and second rocker arms 6 and 9 have bores 22 and 23 which run parallel to their axis of rotation 7 and which run coaxially when the valves are closed.
  • a rotatable shift drum 24 extends through all the bores and is rotatably mounted in the bores 23 of the second rocker arms 9 and has cutouts 25 in the region of the bores 22 in the first rocker arms 6.
  • the bores 22 in the rocker arms 6 are, as can be seen from FIGS. 6 and 7, open downward over a partial region 26.
  • the second rocker arms 9 can pivot downward without taking the first rocker arms 6 with them because the shift drum 24 due to the cutouts 25 and the open areas 26 of the bores 22 from these bores can slide out.
  • the valves are operated according to the contours of cams 2, 3 and 4.
  • an eccentric extension 28 is provided at each end, which engages in a longitudinal slot 29 of a ring 30, which is rotatably mounted on the axis of rotation 7 of the rocker arms.
  • the two rings 30 are connected to one another by a web 31.
  • the second rocker arms 9 are, as can be seen in particular from FIG.
  • the switching drum 24 is returned to the decoupled position according to FIG. 6 with the aid of a torsion spring 36 which is fixed in the middle region in the second rocker arms 9 and engages with its ends in extensions 37 of the rings 30.
  • the first rocker arms 6 are held in the usual way by the valve springs 1 in contact with their cams 2, 3 and 4.
  • the second rocker arms 9 are provided with projections 38 directed backwards, which partially encompass a spark plug dome 39.
  • a spring 40 is arranged on the spark plug dome is supported on the one hand on a stationary spring plate 41 and on the other hand on a displaceable spring plate 42 which cooperates with the extensions 38 of the second rocker arms 9.
  • FIG. 9 differs from that of FIGS. 4 to 8 essentially only in that only the second rocker arms 9 are mounted on the fixed axis 7, while the first rocker arms 6 are mounted on an axis 40 which is parallel to Axis 7 runs and is mounted in the second rocker arms 9. Coupling and uncoupling of the first rocker arms 6 with or from the second rocker arms 9 takes place, as in the exemplary embodiment according to FIGS. 4 to 8, by means of a shift drum 24 which, in the position shown, which corresponds to the position according to FIG. 6, pivots the second The rocker arm 9 enables the first rocker arm 6 to be carried along and, when rotated into the position shown in FIG. 7, connects the first and second rocker arms to one another for joint pivoting in accordance with the contour of the cams 8.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

An actuating mechanism for three inlet valves of a cylinder of an internal combustion engine has three first finger levers (6), each of which actuates an inlet valve (E) and is actuated by a cam (2, 3, 4) for a lower revolution speed range, and two second finger levers (9) which are arranged between neighbouring finger levers (6) and are actuated by their own identical cams (8) for the upper speed range. The first and second finger levers are coupled together in the upper speed range so that the valves are actuated in accordance with the contour of the cams (8).

Description

Die Erfindung bezieht sich auf einen Ventilbetätigungsmechanismus für eine Brennkraftmaschine entsprechend dem Oberbegriff des Anspruchs 1The invention relates to a valve actuation mechanism for an internal combustion engine according to the preamble of claim 1

Bei einem bekannten Ventilbetätigungsmechanismus dieser Art (DE-A 38 00 347) sind zur Betätigung von zwei Einlaßventilen zwei erste Schlepphebel vorgesehen, die mit identischen ersten Nocken zusammenwirken, so daß im ersten (unteren) Drehzahlbereich alle Einlaßventile in identischer Weise betätigt werden. Zwischen den ersten Schlepphebeln oder außerhalb derselben sind zwei zweite Schlepphebel angeordnet, die mit unterschiedlichen zweiten Nocken zusammenwirken. Bei einer Ausführung kann jeder zweite Schlepphebel mit dem benachbarten ersten Schlepphebel gekoppelt werden. Bei einer anderen Ausführung sind die ersten Schlepphebel durch eine Brücke miteinander verbunden, und es kann wahlweise der eine oder der andere zweite Schlepphebel mit der Brücke und dadurch mit beiden ersten Schlepphebel gekoppelt werden. Für die Betätigung von drei Einlaßventilen sind analog zu der zweiten Ausführung zwei erste, mit identischen Nocken zusammenwirkende Schlepphebel vorgesehen, die miteinander durch eine Brücke verbunden sind, welche auf die drei Einlaßventile wirkt. Die beiden zweiten Schlepphebel, die nebeneinander und zwischen den beiden ersten Schlepphebeln angeordnet sind, können wahlweise mit der Brücke und dadurch mit den beiden ersten Schlepphebeln gekoppelt werden. Bei diesen bekannten Ausführungen wirkt im Kopplungszustand die von den zweiten Nocken ausgeübte Öffnungskraft einseitig auf die ersten Schlepphebel oder unsymmetrisch auf die die ersten Schlepphebel miteinander verbindende Brücke, wodurch ein Kippmoment erzeugt wird, welches insbesondere das Entkoppeln erschwert und im Extremfall zu einem Verklemmen der Kupplungsmittel führen kann.In a known valve actuation mechanism of this type (DE-A 38 00 347), two first rocker arms are provided for actuating two intake valves, which interact with identical first cams, so that all intake valves are actuated in an identical manner in the first (lower) speed range. Two second rocker arms are arranged between the first rocker arms or outside them, which interact with different second cams. In one embodiment, every second rocker arm can be coupled to the adjacent first rocker arm. In another embodiment, the first rocker arms are connected to one another by a bridge, and one or the other second rocker arm can optionally be coupled to the bridge and thereby to both first rocker arms. Analogously to the second embodiment, two first rocker arms, which cooperate with identical cams, are provided for the actuation of three inlet valves and are connected to one another by a bridge which acts on the three inlet valves. The two second rocker arms, which are arranged next to one another and between the two first rocker arms, can optionally be coupled to the bridge and thus to the two first rocker arms. In these known designs, in the coupling state, the opening force exerted by the second cams acts on one side on the first rocker arm or asymmetrically on the bridge connecting the first rocker arms, which generates a tilting moment which in particular makes decoupling more difficult and, in extreme cases, leads to jamming of the coupling means can.

Die JP-A-60-216014 beschreibt einen Ventilbetätigungsmechanismus für eine Brennkraftmaschine mit drei Einlaßventilen pro Zylinder, die von Nocken einer Nockenwelle über Schlepphebel betätigt werden. Dabei ist jedem Ventil ein eigener Schlepphebel zugeordnet, der auf einem eigenen Schwinghebelauflager gelagert ist und mit einem eigenen Nocken zusammenwirkt. Es sind keine zweiten Schlepphebel vorgesehen, die zur drehzahlabhängigen Ventilsteuerung über Kupplungsmittel mit den drei vorhandenen Schlepphebeln verbindbar sind.JP-A-60-216014 describes a valve actuation mechanism for an internal combustion engine with three intake valves per cylinder, which are actuated by cams of a camshaft via rocker arms. Each valve is assigned its own rocker arm, which is mounted on its own rocker arm support and interacts with its own cam. There are no second rocker arms which can be connected to the three existing rocker arms for speed-dependent valve control via coupling means.

Aufgabe der Erfindung ist es, einen Ventilbetätigungsmechanismus der gattungsgemäßen Art für eine Brennkraftmaschine mit drei Einlaßventilen pro Zylinder zu schaffen, bei dem unterschiedliche Steuerzeiten für die drei Einlaßventile im ersten (unteren) Drehzahlbereich verwirklicht werden können und das Auftreten von Kippmomenten bei gekoppelten ersten und zweiten Schlepphebeln vermieden ist.The object of the invention is to provide a valve actuation mechanism of the generic type for an internal combustion engine with three intake valves per cylinder, in which different Control times for the three intake valves in the first (lower) speed range can be realized and the occurrence of tilting moments with coupled first and second finger levers is avoided.

Diese Aufgabe wird erfindungsgemäß durch die im Kennzeichen des Anspruchs 1 angegebenen Merkmale gelöst.This object is achieved by the features specified in the characterizing part of claim 1.

Durch entsprechende Ausbildung der ersten Nocken ist es beispielsweise möglich, im untersten Drehzahlbereich durch Nichtöffnen des ersten Einlaßventils, kurzzeitiges Öffnen des zweiten Einlaßventils und längeres Öffnen des dritten Einlaßventils bei spätem Einlaßbeginn eine Absenkung der Leerlaufdrehzahl zu erreichen, ohne die Laufruhe zu beeinträchtigen, da aufgrund der fehlenden Überschneidung zwischen Einlaß und Auslaß der Restgasanteil, d.h., die Menge der verbrannten Gase im Brennraum, gering ist und dadurch, daß das geringe Leerlaufgemisch nur über das zweite und das dritte Einlaßventil mit unterschiedlichen Steuerzeiten in den Brennraum eintritt, in dem Brennraum ein Drall erzeugt wird, der zu einer optimalen Verbrennung beiträgt. Im mittleren Drehzahlbereich sind dann alle drei Einlaßventile in Tätigkeit, wobei durch Vorverlegung der Steuerzeit "Einlaß öffnet" ein Drehmomentgewinn erreicht und aufgrund der nun vorhandenen Überschneidung zwischen "Einlaß öffnet" und "Auslaß schließt" eine interne Abgasrückführung stattfindet, die zur Verringerung der Bildung von Stickoxiden beiträgt. Im oberen Drehzahlbereich werden die ersten Schlepphebel mit den zweiten Schlepphebeln gekoppelt, so daß nun die Ventile entsprechend der Nockenkontur der zweiten Nocken mit großem Hub, langer Öffnungsdauer, frühem Einlaßbeginn und spätem Einlaßschluß betrieben werden können, wodurch eine hohe Leistung erzielt wird.By appropriately designing the first cams, it is possible, for example, to achieve a lowering of the idling speed in the lowest speed range by not opening the first intake valve, briefly opening the second intake valve and opening the third intake valve for a long time at the late start of the intake without impairing the smoothness, because of the If there is no overlap between the inlet and outlet, the residual gas fraction, ie the amount of burned gases in the combustion chamber, is low and because the low idle mixture only enters the combustion chamber via the second and third inlet valve with different control times, creates a swirl in the combustion chamber that contributes to optimal combustion. In the medium speed range, all three intake valves are in operation, whereby a torque gain is achieved by advancing the timing "intake opens" and due to the now existing overlap between "intake opens" and "exhaust closes" an internal exhaust gas recirculation takes place, which reduces the formation of Contributes to nitrogen oxides. In the upper speed range, the first rocker arms are coupled to the second rocker arms, so that the valves can now be operated in accordance with the cam contour of the second cam with a large stroke, long opening time, early intake start and late intake close, whereby high performance is achieved.

Dadurch, daß die beiden zweiten Schlepphebel jeweils zwischen zwei benachbarten ersten Schlepphebeln liegen und im zweiten (oberen) Drehzahlbereich mit allen ersten Schlepphebeln gekoppelt werden, kann im Kopplungszustand eine einseitige Belastung der ersten Schlepphebel durch die von den zweiten Nocken ausgeübte Öffnungskraft und damit ein Verkanten derselben vermieden werden.Due to the fact that the two second rocker arms each lie between two adjacent first rocker arms and are coupled to all the first rocker arms in the second (upper) speed range, one-sided loading of the first rocker arms by the opening force exerted by the second cam and thus tilting of the same can occur in the coupling state be avoided.

Vorzugsweise liegen die Längsmittelachsen jedes ersten Schlepphebels und das von diesem betätigten Ventils in einer gemeinsamen Ebene. Dadurch wird in jedem Betriebszustand verhindert, daß ein Kippmoment auf die Schlepphebel ausgeübt wird, womit ein Kippen der Schlepphebel vermieden und der Verschleiß zwischen Schlepphebel und Nocken verringert wird.The longitudinal central axes of each first rocker arm and the valve actuated by the latter are preferably in a common plane. This prevents a tilting moment from being exerted on the rocker arms in every operating state, thus preventing the rocker arms from tilting and reducing wear between the rocker arm and cam.

Die beiden zweiten Schlepphebel können, da sie von identischen Nocken betätigt werden, starr miteinander verbunden oder auch einstückig sein. Sie sind vorzugsweise auf der gemeinsamen Achse der ersten Schlepphebel schwenkbar gelagert.The two second rocker arms, since they are actuated by identical cams, can be rigidly connected to one another or can also be in one piece. They are preferably pivotally mounted on the common axis of the first rocker arm.

Während bei dem Stand der Technik die Nocken an einer Stelle der Schlepphebel angreifen, die zwischen der Drehachse und der Anlagestelle der Schlepphebel an dem Ventilschaft liegt, ist in einer bevorzugten Ausführungsform der Erfindung vorgesehen, daß die Ventilachsen der Einlaßventile die Drehachse der Nockenwelle schneiden oder in geringem Abstand kreuzen. Diese Anordnung hat den Vorteil, daß ein- und derselbe Zylinderkopf wahlweise mit Betätigung der Einlaßventile von den Nocken der Nockenwelle direkt über Tassenstößel ausgeführt werden kann, wenn keine variable Ventilsteuerung gewünscht wird, oder mit Betätigung der EinlaßventiIe über Schlepphebel entsprechend dem Vorschlag der vorliegenden Erfindung versehen werden kann, da die Lage der Nockenwelle in beiden Fällen gleich ist.While in the prior art the cams engage at a point on the rocker arm that lies between the axis of rotation and the contact point of the rocker arms on the valve stem, it is provided in a preferred embodiment of the invention that the valve axes of the intake valves intersect or in the axis of rotation of the camshaft cross a short distance. This arrangement has the advantage that one and the same cylinder head can be designed either with actuation of the intake valves from the cams of the camshaft directly via tappets, if variable valve control is not desired, or with actuation of the intake valves via cam followers in accordance with the proposal of the present invention can be because the position of the camshaft is the same in both cases.

Anspruch 8 beschreibt eine einfache Möglichkeit für die Koppelung der ersten Schlepphebel mit den zweiten Schlepphebeln, wobei im Gegensatz zu der Ausführung gemäß DE-A 38 00 347 kein Aufeinandergleiten von Kupplungsteilen im entkoppelten Zustand eintritt.Claim 8 describes a simple possibility for coupling the first rocker arm to the second rocker arm, whereby, in contrast to the embodiment according to DE-A 38 00 347, coupling parts do not slide on one another in the decoupled state.

Bei der Ausführung gemäß Anspruch 9 wird durch die sich durch alle Schlepphebel erstrekkende Schaltwalze eine besonders einfache Koppelungsmöglichkeit geschaffen.In the embodiment according to claim 9, a particularly simple coupling option is created by the shift drum extending through all rocker arms.

Einige Ausführungsbeispiele der Erfindung werden im folgenden unter Bezugnahme auf die Zeichnungen beschrieben. Es zeigt:

Fig. 1
einen Ventiltrieb mit einem erfindungsgemäßen Ventilbetätigungsmechanismus für drei Einlaßventile im senkrechten Schnitt entlang Linie 1-1 in Fig. 2,
Fig. 2
eine Ansicht in Richtung des Pfeils 2 in Fig. 1,
Fig. 3
eine Draufsicht des Ventilbetätigungsmechanismus von Fig. 1 und 2, teilweise geschnitten,
Fig. 4
einen Schnitt entlang Linie 4-4 in Fig. 5 eines Ventiltriebs mit einem Ventilbetätigungsmechanismus entsprechend einem zweiten Ausführungsbeispiel,
Fig. 5
einen Schnitt entlang Linie 5-5 in Fig. 4,
Fig. 6
einen Schnitt entlang Linie 6-6 in Fig. 5, wobei die Schaltwalze in einer ersten Stellung dargestellt ist,
Fig. 7
einen Schnitt entsprechend Fig. 6, wobei die Schaltwalze in einer zweiten Stellung dargestellt ist,
Fig. 8
einen Schnitt entlang Linie 8-8 in Fig. 5, und
Fig. 9
eine Abwandlung des Ausführungsbeispiels gemäß Fig. 4 bis 8 in einem Schnitt entsprechend Fig. 6.
Some embodiments of the invention are described below with reference to the drawings. It shows:
Fig. 1
a valve train with a valve actuation mechanism according to the invention for three intake valves in vertical section along line 1-1 in Fig. 2,
Fig. 2
2 shows a view in the direction of arrow 2 in FIG. 1,
Fig. 3
1 and 2 is a top plan view of the valve actuation mechanism of FIGS. 1 and 2,
Fig. 4
5 shows a section along line 4-4 in FIG. 5 of a valve train with a valve actuation mechanism according to a second exemplary embodiment,
Fig. 5
a section along line 5-5 in Fig. 4,
Fig. 6
5 shows a section along line 6-6 in FIG. 5, the shift drum being shown in a first position,
Fig. 7
6 a section corresponding to FIG. 6, the shift drum being shown in a second position,
Fig. 8
a section along line 8-8 in Fig. 5, and
Fig. 9
4 to 8 in a section corresponding to FIG. 6.

In den Fig. 1 bis 3 ist ein Ventiltrieb für drei Einlaßventile E dargestellt. Jedes Ventil E ist im Schließsinn von einer Feder 1 beaufschlagt. Die Ventile werden von eigenen Nocken 2, 3 und 4 einer Nockenwelle 5 über Schlepphebel 6 betätigt, die auf einer gemeinsamen ortsfesten Achse 7 schwenkbar gelagert sind. Die Nocken 2, 3 und 4 haben vorzugsweise unterschiedliche Nockenprofile, um für die einzelnen Einlaßventile einen unterschiedlichen Ventilhub, eine unterschiedliche Öffnungsdauer und/oder unterschiedliche Steuerzeiten zu erreichen und im unteren und mittleren Drehzahlbereich der Brennkraftmaschine optimale Voraussetzungen zu schaffen. Zwischen benachbarten Nocken 2, 3 und 4 sind auf der Nockenwelle 5 zweite Nocken 8 mit identischem Nockenprofil vorgesehen, das für die Verhältnisse im oberen Drehzahlbereich der Brennkraftmaschine ausgelegt ist, also beispielsweise einen größeren Ventilhub und eine längere Öffnungsdauer erzeugt. Mit den zweiten Nocken 8 wirken Schlepphebel 9 zusammen, die im oberen Drehzahlbereich mit den ersten Schlepphebeln 6 gekoppelt werden können, so daß in diesem Drehzahlbereich die Ventile E entsprechend der Kontur der Nocken 8 betätigt werden.1 to 3, a valve train for three intake valves E is shown. Each valve E is acted upon by a spring 1 in the closing direction. The valves are actuated by their own cams 2, 3 and 4 of a camshaft 5 via rocker arms 6, which are pivotally mounted on a common fixed axis 7. The cams 2, 3 and 4 preferably have different cam profiles in order to achieve a different valve lift, a different opening duration and / or different control times for the individual intake valves and to create optimal conditions in the lower and middle speed range of the internal combustion engine. Between adjacent cams 2, 3 and 4, second cams 8 are provided on the camshaft 5 with an identical cam profile, which is designed for the conditions in the upper speed range of the internal combustion engine, that is, for example, produces a larger valve lift and a longer opening time. Rocker arms 9 cooperate with the second cams 8, which can be coupled in the upper speed range with the first rocker arms 6, so that in this speed range the valves E are actuated according to the contour of the cams 8.

Im Ausführungsbeispiel gemäß Fig. 1 bis 3 sind die freien Enden der zweiten Schlepphebel 9 durch eine Traverse 10 miteinander verbunden, die vor und in geringem Abstand von den freien Enden der ersten Schlepphebel 6 verläuft. In den ersten Schlepphebeln 6 sind in Bezug auf die Drehachse 7 radiale Bohrungen 11 vorgesehen, die mit entsprechenden Bohrungen 12 in der Traverse 10 fluchten, wenn die Ventile E geschlossen sind, wenn also alle Schlepphebel 6 und 9 an den Grundkreisen ihrer Nocken 2, 3, 4 bzw. 8 anliegen. In jeder Bohrung 11 ist ein Kolben 13 angeordnet, der durch ein Druckmittel, das durch einen Kanal 14 in der Achse 7 zugeführt wird, nach außen geschoben wird und in die Bohrung 12 in der Traverse 10 eingreift, wodurch die Schlepphebel 6 und 9 miteinander gekoppelt sind. Jeder Kolben 13 steht unter der Wirkung einer Feder 15, die sich einerseits an einem in der Bohrung 11 fixierten Einsatz 16 und andererseits an dem Ende einer Hülse 17 abstützt, die am Kolben 13 befestigt ist und sich durch den Einsatz 16 hindurch erstreckt. Die Feder 15 führt den Kolben 13 in seine entkoppelte Stellung zurück, wobei der Einsatz 16 als Anschlag dient.In the exemplary embodiment according to FIGS. 1 to 3, the free ends of the second rocker arms 9 are connected to one another by a crossmember 10 which runs in front of and at a short distance from the free ends of the first rocker arms 6. In the first rocker arms 6, radial bores 11 are provided with respect to the axis of rotation 7, which are aligned with corresponding bores 12 in the crossmember 10 when the valves E are closed, that is to say when all rocker arms 6 and 9 are at the base circles of their cams 2, 3 , 4 or 8 are present. A piston 13 is arranged in each bore 11 and is pushed outwards by a pressure medium that is supplied through a channel 14 in the axis 7 and engages in the bore 12 in the cross member 10, as a result of which the rocker arms 6 and 9 are coupled to one another are. Each piston 13 is under the action of a spring 15, which is supported on the one hand on an insert 16 fixed in the bore 11 and on the other hand on the end of a sleeve 17 which is fastened to the piston 13 and extends through the insert 16. The spring 15 guides the piston 13 back into its decoupled position, the insert 16 serving as a stop.

In der Achse 7 ist ein zweiter Ölkanal 18 vorgesehen, der durch Bohrungen 19 mit den Lagerstellen der Schlepphebel 6, 9 verbunden ist.A second oil channel 18 is provided in the axis 7 and is connected by holes 19 to the bearing points of the rocker arms 6, 9.

Jeder Schlepphebel 6, 9 weist eine Gleitfläche 20 auf, mit welcher er an seinem Nocken 2, 3, 4 bzw. 8 anliegt. Die zweiten Schlepphebel 9 werden durch nicht gezeigte Federelemente in Anlage an ihren Nocken 8 gehalten.Each rocker arm 6, 9 has a sliding surface 20 with which it rests on its cam 2, 3, 4 and 8, respectively. The second rocker arms 9 are held in contact with their cams 8 by spring elements, not shown.

Wie aus Fig. 1 ersichtlich ist, ist die Anordnung derart getroffen, daß die Ventilachsen 21 der Einlaßventile E die Drehachse D der Nockenwelle schneiden oder in einem geringen Abstand kreuzen, wie dies in der EP 262 250 für eine Ventilsteuerung mit direkter Ventilbetätigung, also ohne Schlepp- oder Kipphebel, vorgeschlagen wurde. Durch die Übernahme dieser Anordnung bei einem Ventiltrieb, bei dem die Ventile über Schlepphebel betätigt werden, ergibt sich die Möglichkeit, ohne Änderung der Lage der Nockenwelle eine Brennkraftmaschine mit einer variablen Ventilsteuerung entsprechend der vorliegenden Erfindung oder mit direkter Betätigung der Ventile über Tassenstößel auszustatten. Ferner zeigt Fig. 1, daß die Längsmittelachse 6a jedes Schlepphebels 6 und die Längsmittelachse 21 des von diesem betätigten Ventils E in einer gemeinsamen Ebene liegen, wodurch vermieden wird, daß auf den Schlepphebel Kippmomente wirken.As can be seen from Fig. 1, the arrangement is such that the valve axes 21 of the intake valves E intersect the axis of rotation D of the camshaft or cross at a short distance, as in EP 262 250 for valve control with direct valve actuation, i.e. without rocker arm or rocker arm, was proposed. By adopting this arrangement in a valve train in which the valves are actuated by rocker arms, it is possible to equip an internal combustion engine with a variable valve control according to the present invention or with direct actuation of the valves via bucket tappets without changing the position of the camshaft. Furthermore, Fig. 1 shows that the longitudinal central axis 6a of each rocker arm 6 and the longitudinal central axis 21 of the valve E actuated by it lie in a common plane, thereby avoiding that tilting moments act on the rocker arm.

Es sei nun auf die Ausführung gemäß Fig. 4 bis 8 Bezug genommen, bei der die Anordnung der ersten und zweiten Schlepphebel weitgehend identisch mit der Ausführung gemäß Fig. 1 bis 3 ist. Abweichend ist die Art der Koppelung zwischen den ersten und zweiten Schlepphebeln 6 und 9. Bei dieser Ausführung weisen die ersten und die zweiten Schlepphebel 6 bzw. 9 parallel zu ihrer Drehachse 7 verlaufende Bohrungen 22 bzw. 23 auf, die bei geschlossenen Ventilen koaxial verlaufen. Durch alle Bohrungen erstreckt sich eine drehbare Schaltwalze 24, die in den Bohrungen 23 der zweiten Schlepphebel 9 drehbar gelagert ist und im Bereich der Bohrungen 22 in den ersten Schlepphebeln 6 Ausschnitte 25 aufweist. Die Bohrungen 22 in den Schlepphebeln 6 sind, wie aus Fig. 6 und 7 ersichtlich ist, über einen Teilbereich 26 nach unten zu offen. Wenn die Schaltwalze 24 in der in Fig. 6 dargestellten Stellung ist, können sich die zweiten Schlepphebel 9 nach unten verschwenken, ohne die ersten Schlepphebel 6 mitzunehmen, da die Schaltwalze 24 aufgrund der Ausschnitte 25 und der offenen Bereiche 26 der Bohrungen 22 aus diesen Bohrungen herausgleiten können. Die Ventile werden also entsprechend den Konturen der Nocken 2, 3 und 4 betätigt.Reference is now made to the embodiment according to FIGS. 4 to 8, in which the arrangement of the first and second rocker arms is largely identical to the embodiment according to FIGS. 1 to 3. The type of coupling between the first and second rocker arms 6 and 9 differs. In this embodiment, the first and second rocker arms 6 and 9 have bores 22 and 23 which run parallel to their axis of rotation 7 and which run coaxially when the valves are closed. A rotatable shift drum 24 extends through all the bores and is rotatably mounted in the bores 23 of the second rocker arms 9 and has cutouts 25 in the region of the bores 22 in the first rocker arms 6. The bores 22 in the rocker arms 6 are, as can be seen from FIGS. 6 and 7, open downward over a partial region 26. When the shift drum 24 is in the position shown in FIG. 6, the second rocker arms 9 can pivot downward without taking the first rocker arms 6 with them because the shift drum 24 due to the cutouts 25 and the open areas 26 of the bores 22 from these bores can slide out. The valves are operated according to the contours of cams 2, 3 and 4.

Wird die Schaltwalze 24 in die in Fig. 7 gezeigte Stellung gedreht, so findet eine formschlüssige Koppelung der ersten Schlepphebel 6 mit den zweiten Schlepphebeln 9 statt, da die Schaltwalze 24 nicht aus den Bohrungen 22 herausgleiten kann, sondern sich über den Umfangsbereich 27 an den Wandungen der Bohrungen 22 abstützt.If the shift drum 24 is rotated into the position shown in FIG. 7, the first rocker arms 6 are positively coupled to the second rocker arms 9, since the shift drum 24 cannot slide out of the bores 22, but rather over the peripheral region 27 to the Walls of the holes 22 supports.

Zum Verschwenken der Schaltwalze 24 ist an jedem Ende ein exzentrischer Fortsatz 28 vorgesehen, der in einen Längsschlitz 29 eines Ringes 30 eingreift, der drehbar auf der Drehachse 7 der Schlepphebel gelagert ist. Die beiden Ringe 30 sind durch einen Steg 31 miteinander verbunden. Die zweiten Schlepphebel 9 sind, wie insbesondere aus Fig. 8 ersichtlich ist, jeweils mit einem Fortsatz 32 mit einer Bohrung 33 versehen, in der ein Kolben 34 angeordnet ist, der an dem Steg 31 anliegt und durch ein Druckmedium, das der Bohrung 33 durch den Kanal 14 in der Achse 7 und einen Kanal 35 im Schlepphebel 9 zugeführt wird, nach außen geschoben wird, wodurch die Ringe 30 gedreht werden und dabei über ihre Längsschlitze 29 die exzentrischen Fortsätze 28 mitnehmen, wodurch die Schaltwalze 24 in die in Fig. 7 dargestellte Lage gedreht wird. Das Zurückführen der Schaltwalze 24 in die entkoppelte Stellung gemäß Fig. 6 erfolgt mit Hilfe einer Torsionsfeder 36, die in ihrem mittleren Bereich in den zweiten Schlepphebeln 9 festgelegt ist und mit ihren Enden in Fortsätze 37 der Ringe 30 eingreift.To pivot the shift drum 24, an eccentric extension 28 is provided at each end, which engages in a longitudinal slot 29 of a ring 30, which is rotatably mounted on the axis of rotation 7 of the rocker arms. The two rings 30 are connected to one another by a web 31. The second rocker arms 9 are, as can be seen in particular from FIG. 8, each provided with an extension 32 with a bore 33, in which a piston 34 is arranged, which bears against the web 31 and by a pressure medium which passes through the bore 33 the channel 14 in the axis 7 and a channel 35 in the rocker arm 9 is fed, is pushed outwards, as a result of which the rings 30 are rotated and thereby take the eccentric extensions 28 with them through their longitudinal slots 29, as a result of which the shift drum 24 moves into the position shown in FIG. 7 shown position is rotated. The switching drum 24 is returned to the decoupled position according to FIG. 6 with the aid of a torsion spring 36 which is fixed in the middle region in the second rocker arms 9 and engages with its ends in extensions 37 of the rings 30.

Die ersten Schlepphebel 6 werden in üblicher Weise durch die Ventilfedern 1 in Anlage an ihren Nocken 2, 3 bzw. 4 gehalten. Um die zweiten Schlepphebel 9 in Kontakt mit ihren Nocken 8 zu halten, sind bei diesem Ausführungsbeispiel die zweiten Schlepphebel 9 mit nach rückwärts gerichteten Fortsätzen 38 versehen, welche einen Zündkerzendom 39 teilweise umgreifen. Auf dem Zündkerzendom ist eine Feder 40 angeordnet, die sich einerseits an einem ortsfesten Federteller 41 und andererseits an einem verschiebbaren Federteller 42 abstützt, der mit den Fortsätzen 38 der zweiten Schlepphebel 9 zusammenwirkt.The first rocker arms 6 are held in the usual way by the valve springs 1 in contact with their cams 2, 3 and 4. In order to keep the second rocker arms 9 in contact with their cams 8, in this exemplary embodiment the second rocker arms 9 are provided with projections 38 directed backwards, which partially encompass a spark plug dome 39. A spring 40 is arranged on the spark plug dome is supported on the one hand on a stationary spring plate 41 and on the other hand on a displaceable spring plate 42 which cooperates with the extensions 38 of the second rocker arms 9.

Das Ausführungsbeispiel gemäß Fig. 9 unterscheidet sich von demjenigen gemäß Fig. 4 bis 8 im wesentlichen nur dadurch, daß nur die zweiten Schlepphebeln 9 auf der orstfesten Achse 7 gelagert sind, während die ersten Schlepphebel 6 auf einer Achse 40 gelagert sind, die parallel zur Achse 7 verläuft und in den zweiten Schlepphebeln 9 gelagert ist. Das Koppeln und Entkoppeln der ersten Schlepphebel 6 mit bzw. von den zweiten Schlepphebeln 9 erfolgt wie im Ausführungsbeispiel gemäß Fig. 4 bis 8 mittels einer Schaltwalze 24, die in der dargestellten Lage, die der Lage gemäß Fig. 6 entspricht, ein Verschwenken der zweiten Schlepphebel 9 ohne Mitnahme der ersten Schlepphebel 6 ermöglicht und bei einer Drehung in die in Fig. 7 dargestellte Lage die ersten und zweiten Schlepphebel miteinander zur gemeinsamen Verschwenkung entsprechend der Kontur der Nocken 8 verbindet.The embodiment of FIG. 9 differs from that of FIGS. 4 to 8 essentially only in that only the second rocker arms 9 are mounted on the fixed axis 7, while the first rocker arms 6 are mounted on an axis 40 which is parallel to Axis 7 runs and is mounted in the second rocker arms 9. Coupling and uncoupling of the first rocker arms 6 with or from the second rocker arms 9 takes place, as in the exemplary embodiment according to FIGS. 4 to 8, by means of a shift drum 24 which, in the position shown, which corresponds to the position according to FIG. 6, pivots the second The rocker arm 9 enables the first rocker arm 6 to be carried along and, when rotated into the position shown in FIG. 7, connects the first and second rocker arms to one another for joint pivoting in accordance with the contour of the cams 8.

Claims (12)

  1. Valve actuating mechanism for an internal combustion engine, comprising at least two intake valves (E) to each cylinder, which are actuated by cams on a camshaft (5) via first and second valve levers (6 and 9 respectively), the first valve levers (6) being adapted to swivel about a common shaft and respectively cooperating with an intake valve (E) and its own first cam (2, 3, 4) for a first engine speed range, and the second valve levers (9) being adapted to swivel about a common shaft and cooperating with their own second cams (8) for a second engine speed range, and comprising coupling means (13; 24) between the first and second valve levers in order to couple the latter with one another in the second engine speed range and to decouple them from one another in the first engine speed range, characterised in that
    - there are three intake valves (E) and three first valve levers to each cylinder
    - associated with the three first valve levers are two second valve levers (9) which are each arranged between two neighbouring first valve levers
    - the two second cams (8) with which the two second valve levers (9) cooperate are identical.
  2. Valve actuating mechanism according to claim 1, characterised in that the longitudinal centre axes (6a and 21 respectively) of each first valve lever (6) and of the valve (E) actuated thereby are situated in a common plane.
  3. Valve actuating mechanism according to claim 1 or 2, characterised in that the two second valve levers (9) are joined rigidly to one another or are made in one piece.
  4. Valve actuating mechanism according to any of claims 1 to 3, characterised in that the second valve levers (9) are swivel-mounted on the common (7) shaft of the first valve levers (6).
  5. Valve actuating mechanism according to any of claims 1 to 4, characterised in that the cams (2, 3, 4) actuating the first valve levers (6) have different cam contours.
  6. Valve actuating mechanism according to claim 5, characterised in that at least one of the cams has a no-stroke contour.
  7. Valve actuating mechanism according to any of claims 1 to 6, characterised in that the valve axes (21) of the intake valves (E) intersect the rotational axis (D) of the camshaft (5) or cross a short distance therefrom.
  8. Valve actuating mechanism according to claim 3, characterised in that the free ends of the two second valve levers (9) are joined to one another by a cross member (10) situated in front of and a short distance from the free ends of the first valve levers (6), that in the first valve levers (6) and in the cross member (10) are provided bores (11 and 12, respectively) which are in alignment with one another when the valves are shut, that the bores (11) in the first valve levers (6) receive pistons (13) which are adapted to be displaced by oil pressure against the force of a spring (15) into the bores (12) in the cross member (10), that the springs (15) are arranged in the bores (11) in the first valve levers (6) and rest on the one hand against a pipe (17) connected to the piston (13) and on the other hand against an insert (16) fixed in the bore and penetrated by the pipe (17), and that in the shaft (7) of the first valve levers (6) there is provided an oil feeder duct (14) which communicates with the bores (11) in the first valve levers (6).
  9. Valve actuating mechanism according to claim 1 or 2, characterised in that the first and the second valve levers (6, 9) incorporate bores (22, 23) which extend parallel to their rotational axes and which extend coaxially when the valves are shut, that a controller barrel (24) is provided which extends through all the bores and is mounted in the bores (23) of the second valve levers (9) and in the vicinity of the bores (22) in the first valve levers (6) incorporates cut-outs (25), that the bores (22) in the first valve levers (6) are open towards the bottom across a subregion (24), and that the controller barrel (24) is adapted to rotate between a first position in which it is able to exit from the bores (22) in the first valve levers (6) thanks to the cut-outs (25), and a second position in which it couples together the first and the second valve levers.
  10. Valve actuating mechanism according to claim 9, characterised in that the ends of the controller barrel (24) incorporate eccentric continuations (28) with respect to the longitudinal centre axis of the controller barrel,
    that swivel-mounted on the ends of the common rotary shaft (7) are rings (30) which respectively incorporate a continuation with a slot (29) into which engages an eccentric continuation (28) of the controller barrel (24), and
    that the rings (30) are held by a spring (36) in a first position which corresponds to the first position of the controller barrel (24), and are adapted to be swung by at least one hydraulic piston (34) against the spring force into a second position in which the controller barrel (24) finds itself in its second position.
  11. Valve actuating mechanism according to claim 10, characterised in that the two rings (30) are joined to one another by a crosspiece (31) and that in each of the two second valve levers (9) there is provided a hydraulic piston (34) which operates on the crosspiece and is adapted to be activated by a pressure medium which can be supplied along a longitudinal duct (14) in the common shaft (7) in dependence on operating parameters of the internal combustion engine.
  12. Valve actuating mechanism according to claim 10, characterised in that the second valve levers (9) are swivel-mounted on a fixed shaft (7) and the first valve levers (6) on a shaft (40) which passes through the second valve levers and is parallel to the fixed shaft.
EP93903913A 1992-02-21 1993-02-05 Valve actuating mechanism for an internal combustion engine Expired - Lifetime EP0627043B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4205230A DE4205230A1 (en) 1992-02-21 1992-02-21 VALVE ACTUATING MECHANISM FOR AN INTERNAL COMBUSTION ENGINE
DE4205230 1992-02-21
PCT/EP1993/000276 WO1993017227A1 (en) 1992-02-21 1993-02-05 Valve actuating mechanism for an internal combustion engine

Publications (2)

Publication Number Publication Date
EP0627043A1 EP0627043A1 (en) 1994-12-07
EP0627043B1 true EP0627043B1 (en) 1996-04-17

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EP93903913A Expired - Lifetime EP0627043B1 (en) 1992-02-21 1993-02-05 Valve actuating mechanism for an internal combustion engine

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US (1) US5495831A (en)
EP (1) EP0627043B1 (en)
JP (1) JPH07504247A (en)
DE (2) DE4205230A1 (en)
WO (1) WO1993017227A1 (en)

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Also Published As

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WO1993017227A1 (en) 1993-09-02
EP0627043A1 (en) 1994-12-07
US5495831A (en) 1996-03-05
DE59302274D1 (en) 1996-05-23
JPH07504247A (en) 1995-05-11
DE4205230A1 (en) 1993-08-26

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