EP0659232A1

EP0659232A1 - Variable control process and device for an internal combustion engine valve.

Info

Publication number: EP0659232A1
Application number: EP94920391A
Authority: EP
Inventors: Peter Kreuter; Joachim Reinicke-Murmann; Peter Heuser
Original assignee: Meta Motoren und Energie Technik GmbH
Current assignee: Meta Motoren und Energie Technik GmbH
Priority date: 1993-07-06
Filing date: 1994-07-06
Publication date: 1995-06-28
Anticipated expiration: 2014-07-06
Also published as: US5592906A; DE4322480A1; DE4322480C2; DE4446725A1; CN1046153C; DE59400413D1; ES2092412T3; WO1995002116A1; JP2838440B2; JPH07509768A; CN1113393A; EP0659232B1

Abstract

A variable control process and device for an internal combustion engine valve are disclosed, in particular for the throttle-free power circuit control of a spark ignition engine by means of the lifting function of one or several inlet valves (6) per cylinder. The contours of two camshafts (1, 2) which normally turn at the same speed of rotation are scanned by a scanning arrangement (3) of the adder type and the displacement of the scanning arrangement (3) is transmitted to the valve by the actuating arrangement (4) in order to actuate the valve. The contour of one camshaft (1, 2) which acts as an opening camshaft (1) has a base area and a raised area which merge into each other in a closure area. In order to modify the lifting and/or opening time of the valve (6), the phase position between the camshafts (1, 2) is variable. The scanning arrangement (3) is held in contact with the contour of only one camshaft (2) after the valve (6) is closed, so that the actuating arrangement (4) is held in contact with the valve (6). The contour of the other camshaft (2) moves away from the scanning arrangement (3) after the valve (6) is closed and thus comes once again into contact with the scanning arrangement (3) when the valve (6) begins to open.

Description

Method and device for the variable control of a valve of an internal combustion engine

The invention relates to a method for variable control of a valve of an internal combustion engine according to the preamble of claim 1. The invention further relates to a device for variable control of a valve of an internal combustion engine according to the preamble of claim 2.

The advantages of variable valve controls for internal combustion engines have been known for a long time. With variable control of the charge exchange valves, the torque curve can be improved or the maximum output increased. The raw emissions can also be reduced or the gas exchange losses can be significantly reduced if the charge or load control takes place without the use of a throttle valve, but only by varying the stroke and / or opening duration of the inlet valves. Accordingly, there are numerous proposals in the literature for variable control of valves on internal combustion engines.

In the generic BE-PS 885.719, an opening camshaft and a closing camshaft interact with a rocker arm, which is supported on the valve stem of an intake valve. So that the rocker arm maintains a defined position when the inlet valve is closed, a spring is provided which presses the rocker arm in constant contact with the cam contours of the two camshafts. This temporarily removes the rocker arm from the valve stem. This makes the use of an automatic valve lash adjuster considerably more difficult. Furthermore, both camshafts are constantly in frictional engagement with the rocker arm, which increases the friction losses of the valve train.

DE 35 31 000 AI describes a device for reducing throttle losses in piston engines under partial load by phase control of the valves, in which a rocker arm is mounted on a valve stem, the two ends of each with interact with a camshaft. A peculiarity of this cam drive is that only half the stroke of a cam contour can be used and the opening and / or closing movement of the valve are determined by the contours of both cams, which can result in impermissibly high accelerations.

Another proposal for a variable valve control for a reciprocating piston internal combustion engine can be found in DE 35 19 319 AI. In this variable valve control, an inlet valve can be actuated against the force of a valve spring by a rotating lifting camshaft by means of a valve lever which can be pivoted about a displaceable bearing point. A control camshaft rotating at the same speed as the lifting camshaft also acts on the valve lever and controls the pivoting movement of the lever as a function of parameters of the internal combustion engine. A peculiarity of this known valve control is that the valve opening or closing movement is determined by the cam contours of both camshafts depending on the phase position of the lifting camshaft and control camshaft, as a result of which impermissibly high valve accelerations or speeds when the valve is placed on its seat can occur when closing, or the maximum speed of the internal combustion engine is impermissibly restricted.

Another device for variable valve control is described in US Pat. No. 5,178,105. This document deals with the problem of adapting the valve timing to different speeds. For this purpose, the device comprises two camshafts, the cams of which are mirror images of each other and each transition from a point of minimal elevation over a steeply extending area and a flat area to a point of maximum elevation. The two cams act on a common tapping element which is triangular in cross section and is movably guided directly on a tappet of the valve to be actuated. The opening and closing phase of the valve is determined in each case by the addition of the lifting functions brought about by the two cams on the tapping element, so that depending on the phase position, the cam the valve movement can be changed within certain limits. There are clear restrictions with regard to the design of the cams, since in certain phases the tapping member is only displaced relative to the tappet by the two cams without the resulting stroke movement of the valve. Furthermore, the closed position of the Abgriffsgliedes depends on the phase angle of the camshaft, which is a very expensive Ventilnachstellvorrich- requires processing, ^~ which can result in rapid phase changes cause problems in the valve train.

The invention has for its object to provide a method for variable control of a valve of an internal combustion engine, in particular for throttle-free load control of an Otto engine via the lifting function of one or more intake valves per cylinder, which combines cost-effective producibility with the possibility of a high degree of functional reliability to provide automatic valve clearance compensation. The invention is further based on the object of specifying a device for carrying out the method.

The part of the object of the invention relating to the method is solved with the features of the main claim. With these features it is achieved that a cam contour is released from the scanning device after the valve has been closed, so that the required frictional power is reduced. Furthermore, the cam contour of the camshaft, which moves away from the scanning device after the valve has been closed, can be designed very cost-effectively in the area in which it does not come into contact with the scanning device and allows additional freedom in the design of the effective cam contours. Because the actuating device is held in constant contact with the valve, the use of an automatic valve lash adjuster is possible in a simple manner. The part of the object of the invention relating to the device is solved with the features of claim 2. The subclaims are directed to advantageous embodiments and details of the device according to the invention, individual features of the subclaims having independent inventive quality.

The invention is explained below with reference to schematic drawings, for example and with further details.

They represent:

1 shows a schematic side view, partly in section, of a device for variably controlling at least one valve,

FIG. 2 shows a top view of an advantageous embodiment of a tap element for use in the device according to FIG. 1, FIG.

3 shows schematic views of the arrangement of the camshafts for a tapping member according to FIG. 2,

4 to 7. Views according to FIG. 1 with different operating positions to explain the functioning of the device according to FIG. 1,

8 shows an embodiment of the device modified compared to FIG. 1,

9 shows a schematic view of a further embodiment of a device according to the invention,

10 shows a development of the device shown schematically in FIG. 9, 11 shows a further development of the device according to FIG. 10,

12 shows a development of the device according to FIG. 10 in a perspective view with a device for stopping valves,

13 shows a development of the device according to FIG. 1 with a device for stopping at least one valve,

14 is a plan view of a scanning and actuating device for use in the device according to FIG. 13,

Fig. 15 shows an embodiment of the device according to the invention with which additional valves can be operated and

16 shows a further embodiment of a device with which additional valves can be actuated.

1, a device according to the invention for variable valve control of internal combustion engines comprises two camshafts 1 and 2 rotating at the same speed, the cam contours or cam disks of which act together on a tapping element 3. The superimposition of the lifting function of the two cam disks leads to a corresponding movement of the tapping element 3, which is transmitted to the valve 6 by one or more transmission elements 4. By means of a relative change in the phase position of the two camshafts 1 and 2 with respect to one another with the aid of a suitable camshaft adjuster, not shown here, this stroke movement can be varied within wide limits both according to the height of the maximum stroke and according to the duration of the valve opening. Such a camshaft adjuster is described, for example, in German patent application P 42 44 550. The tap member 3 can be designed as a cam roller, or also in the form of a slide shoe, which is provided with suitable tap surfaces. The tapping member 3 is movably guided or supported on the transmission member 4, the mounting being able to be designed, for example, as a flat or curved slideway 4a or as a rocker arm rotatably mounted in the transmission member 4. The embodiment shown is particularly advantageous, in which a bearing pin 5 (see FIG. 2) of the tapping member 3, which is designed as a cam roller, is chamfered at its ends, as a result of which there is a suitable counter surface to the slideway 4a attached to the transmission member. This embodiment also enables the lateral guidance required to avoid lateral migration of the tap member 3.

The transmission link 4 basically came to be designed both as a rocker arm or rocker arm and as a conventional bucket tappet. 1 is particularly advantageous, since it is particularly space-saving and by translating the tap member 3 to the valve 6, the arrangement-related translation can be compensated for in the transmission of the cam elevations to the tap member 3. As a result, the cam contours can be designed largely conventionally.

2, the tap member 3 comprises three cam rollers 3a, 3b and 3c, which are mounted on a common pin 5. The two outer rollers 3a and 3c interact with two identical cam disks of one camshaft, not shown in FIG. 2, whereas the inner roller 3b cooperates with the cam disk of the other camshaft. With this version, the advantages of friction reduction are fully exploited, since each cam disk is scanned by its own cam roller. The arrangement is also particularly advantageous because no symmetrical moments act on the bearing pin 5. 3 shows a design of the camshafts 1 and 2 which is particularly advantageous for the tapping member 3 according to FIG. 2. The camshafts 1 and 2 are arranged in such a way that the lifting circles of the cam disks of both camshafts overlap, the cam disks being axially offset such that they are opposite one another do not touch. This enables a significant reduction in the space requirement of the valve train.

Referring again to FIG. 1, a spring 8 is provided for the defined abutment of the tap member 3 on the cam disk (s) of a camshaft, which spring is supported between the tap member 3 and the transmission member 4 and which in the example shown is designed as a compression spring.

In the valve drive described, a conventional hydraulic lash adjuster 9 can be used in the transmission element 4 if the position of the transmission element or elements when the valve is closed is defined by the abutment of a stop 13 formed on the transmission element 4 on a cylindrical surface 1a, which is concentric is formed on the camshaft 1 near the valve and in the example shown corresponds approximately in diameter to the base circle of the camshaft 1. The thermally induced changes in length of the valve 6 and changes in the position of the valve due to valve seat wear are compensated for by the play compensation element 9.

Manufacturing tolerances of the valve train described can be compensated for by an initial setting during the assembly of the valve train if a support 10 of the transmission member or the transmission members that is fixed to the frame is designed to be continuously adjustable, for example by an eccentrically mounted axle.

The function of the device described is explained below with reference to FIGS. 4 to 7. FIG. 4 shows the arrangement in a state in which the phase shift between camshafts 1 and 2 is selected such that valve 6 opens only very briefly and with a small amplitude. This condition corresponds to a largely closed throttle valve of conventional engines.

In the illustrated, advantageous example, the camshaft 1 is the opening camshaft. The camshaft 2 is the closing camshaft. As shown by the arrows, the two camshafts rotate in opposite directions and, at least as long as the phase adjustment device, not shown, is not active, at the same speed. The tapping member 3 engages with the end of the raised area of the cam disk of the closing camshaft 2 and with the beginning of the opening area of the cam disk of the opening camshaft 1. The valve 6 is still closed. When the opening camshaft 1 rotates further, its opening area comes into contact with the tapping member 3, as a result of which the transmission member 4 is rotated counterclockwise and the valve 6 opens. However, this opening takes place only with a small amplitude, since the elevation area of the closing camshaft 2 ends and merges into the closing area, which reduces the valve opening, the valve being closed again as soon as the basic area of the closing camshaft 2 abuts the tapping element 3. When the valve 6 is closed, the elevation area of the opening camshaft 1 then passes over the tapping member 3 and goes into the basic area, the spring 8 constantly urging the tapping member 3 into contact with the cam disk of the opening camshaft 1, so that the tapping member 3 is off the contour of the cam disk of the closing camshaft 2 is removed when the elevation area of the opening camshaft 1 merges into the basic area and the tap member 3 in turn moves in contact with the closing camshaft 2 when the basic area of the opening camshaft 1 merges into the opening area.

Because the rotatability of the transmission element 4 in the clockwise direction is limited by the stop 13, the play compensation element can be adjusted in the closed position of the valve 6. ment 9 act. The support 10 is advantageously set so that the tapping member 3, when the valve is closed, is in simultaneous contact with the base area of the opening camshaft 1 and the elevation area of the closing camshaft 2.

FIG. 5 shows the arrangement according to FIG. 4 with the same phase position between the camshafts 1 and 27, but rotated further by a few angular degrees when the valve 6 begins to close. As can be seen, the opening area of the opening camshaft 1, which includes the base area thereof whose elevation area connects, do not go through fully when the elevation area of the closing camshaft 2 ends and merges into the basic area via its closing area. The resulting closing movement more than compensates for the further opening movement, so that the valve 6 is closed as soon as the basic area of the closing camshaft 2 is reached. When the elevation area of the opening camshaft 1 has swept over the tapping member 3 and merges into the base area of the opening cam shaft, the tapping member 3 moves away from the base area of the closing camshaft 2 under the action of the spring 8 and only comes into engagement with its elevation area again.

FIG. 6 shows the arrangement according to FIG. 4 with a changed phase position between the camshafts 1 and 2, the phase position shown corresponding to the full load, ie fully opened throttle valve in a conventional engine. As can be seen, the end of the base region of the opening camshaft 1 is in contact with the tapping member 3, which is also in contact with the elevation region of the closing camshaft 2, which has not yet passed halfway through. With further rotation of the opening camshaft 1, the opening area of the cam disk of the opening camshaft 1, which connects the base area with the elevation area, comes into engagement with the tapping member, so that the valve 6 is still in engagement with the elevation area of the closing camshaft 2 Tap 3 opens. The valve 6 then remains open while the elevation area of the opening camshaft 1 sweeps over the tapping member 3 until the end of the opening Lifting range of the closing camshaft 2 is reached and the position according to FIG. 7 is present, which represents the start of closing at full load. If the tapping element is still in contact with the opening area of the opening camshaft 1, the closing area of the closing camshaft 2 is passed through, which connects its elevation area to the base area and causes the valve 6 to close. When the end of the elevation area of the opening camshaft 1 is reached, the tapping member 3 moves away from the contour of the closing camshaft 2 under the action of the spring 8 and only comes into engagement with it again when the elevation area of the closing camshaft 2 is reached, the tapping member 3 is still engaged with the base portion of the opening camshaft.

As explained, the movement, i.e. in particular, the maximum acceleration of the valve 6 in the opening direction is caused exclusively by the opening area of the opening camshaft 1, which connects its base area to its elevation area. The closing movement of the valve 6 is effected by the closing area of the closing camshaft 2, which connects its elevation area to the base area, in such a way that the maximum closing acceleration and closing speed are determined exclusively by the closing area. The area of the closing camshaft 2, which represents the transition from the basic area to the elevation area in the direction of rotation, does not come into engagement with the tapping element 3, since in the operating phase, in which this area is located next to the tapping element 3, the tapping element 3 moves away from the spring 8 a system on the camshaft 2 is pushed. This acts in the direction of a reduction in the friction of the valve train and also enables very cost-effective machining of the closing camshaft 2.

The entire arrangement can be built extremely compact and space-saving and is also extremely simple in structure. The design of the opening area of the opening camshaft 1 and the closing area of the closing camshaft 2 largely corresponds to that of conventional cams, ie the maximum accelerations of the Valve 6 in the critical operating ranges are of a similar order of magnitude to that of conventional valve drives, whereby excellent functional reliability and longevity are achieved. With regard to the more precise design of the cam contours, there is extensive freedom, which in turn enables the effective opening and closing law of the valve 6 to be adapted well to the respective requirements, such as the speed and load of the internal combustion engine; in particular, the cam contours can be designed such that, as can be seen from FIG. 7, the valve can be opened over a longer angular range with a maximum stroke, as a result of which a significant increase in performance can be achieved at high speeds.

The phase adjustment mechanism for the camshafts 1 and 2 is not the subject of the present invention and is therefore not explained in detail. Advantageously, the opening camshaft 1 is driven by the crankshaft of the internal combustion engine and the opening camshaft 1 drives the closing camshaft 2, the phase adjustment mechanism being arranged between the two. It goes without saying that, depending on the operating requirements, the phase position of the camshaft 1 relative to the crankshaft can be changed to the extent required by means of a further phase adjuster in a manner known per se.

FIG. 8 shows an embodiment of the device according to the invention modified from FIG. 1. In this embodiment, the stop 13 of FIG. 1 and the continuously adjustable bearing 10 of FIG. 1 are missing. In contrast to the embodiment according to FIG. 1, an additional stop element 13 is mounted in a cylindrical surface 2a of the camshaft 2 ends in a circular body 13a, the diameter of which corresponds approximately to that of the tap 3. Like the tapping member 3, the circular body 13a is supported on the transmission member 4. In the closed position of the valve 6, however, the circular body 13a is additionally supported on a cylindrical surface 1a, which is formed on the camshaft 1. The transmission member 4 is on the ball head 14a of a hydraulic play device known per se same elements 14 stored. The radius of the cylinder surface la advantageously corresponds approximately to the radius of the base circle of the cam disk of the camshaft 1 or the base region and the radius of the cylinder surface 2 a corresponds approximately to that of the base area of the associated cam disk. With the arrangement described, it is achieved that the only play compensation element 14 the interaction of the transmission member 4 with the circular body 13a, whose contact with the cylinder surface 1a and storage on the cylinder surface 2a not only compensates for any manufacturing tolerances of the device according to the invention, but also compensates for valve play caused by thermal changes or wear. For the functionality of the arrangement described, not only are the dimensions of the cylindrical surfaces 1a and 2a advantageous, but it is also advantageous if the diameter of the circular body 13a corresponds approximately to that of the tapping element 3 or of its cam rollers 3a, 3b and 3c. As an alternative to the embodiment according to FIG. 8, instead of the stop element 13, a sliding block can also be provided, which is supported on the transmission member 4 and, when the valve 6 is closed, bears against both cylinder surfaces 1a and 2a.

Fig. 9 shows a modified embodiment of the device. The cam disks of the two camshafts 1 and 2 act there on tapping bodies 17 and 18, in which case the camshaft 1 is preferably the closing camshaft and the camshaft 2 is the opening camshaft. The tap body 18 is formed with a rocker arm that actuates the valve 6. The rocker arm 19 is mounted at P2 on a linkage lever 20, which carries the other tap body 17 and is fixed to the frame at P1. A spring 21, which in the example shown is designed as a compression spring, ensures that the tapping body 18 is in constant contact with the cam contour of the camshaft 2 and the rocker arm 19 is constantly in contact with the valve 6.

The described embodiment of the device has the advantage that the movable components of the valve train are essentially in their design and in their kinematic effect. are in each case how corresponding conventional valve train components can be designed and also have no larger space requirements. The tapping bodies 17, 18 can be designed, for example, as sliding shoes or as cam rollers. The function of the described device is overall similar to that of FIG. 1, the stroke and opening duration of the valve 6 being able to be varied within wide limits by the phase shift between the camshafts 1 and 2.

FIG. 10 shows a modified embodiment of FIG. 9, the articulation lever 20 in turn being mounted in P1 and carrying a cam roller as a tapping body 17 for scanning the camshaft 1. At P2, the rocker arm 19 is mounted on the linkage lever 20, which scans the camshaft 2 with the tapping body 18 and actuates the valve 6. The rocker arm 19 is provided with an additional tapping body 22 which, when the valve 6 is closed, is supported on a cylinder surface 1a which is formed coaxially to the camshaft 1, which is the camshaft close to the valve. The rocker arm 19 also has a hydraulic valve lash compensation element 24 which interacts directly with the valve 6. The spring 21, again designed as a compression spring, is arranged in this embodiment in such a way that it urges the tapping body 17 in constant contact with the camshaft 1, which is preferably the closing camshaft, with the tapping body 22 bearing against the cylinder surface 1a and that Valve clearance compensation element 24 is ensured that the rocker arm 19 or the valve clearance compensation element 24 is in constant contact with the valve 6.

FIG. 11 shows a development of the embodiment according to FIG. 10. In the embodiment according to FIG. 11, the articulation lever 20 is not mounted in a stationary manner, but is mounted in P3 on a further short-arm lever 25, which is mounted in P4 in a stationary manner. A hydraulic play compensation element 26 acts between the movably guided pivot point P3 of the pivot lever 20 and a housing. Furthermore, the pivot lever 20 is provided with a contact surface 27 which, after the valve 6 is closed, is supported on a cylindrical surface 2a formed coaxially on the camshaft 2. With the described benen arrangement is achieved that the game compensation element 26 all manufacturing and operational games and tolerances within the valve train are compensated. The valve lash compensation element 24 takes over the compensation of the immediate valve lash.

As can be seen directly from FIGS. 10 and 11, the valve is actuated via the rocker arm 19, which interacts directly with the camshaft 2. If the camshaft 2 is the opening camshaft, the device according to FIG. 10 or 11 can be further developed in such a way that in the case of a plurality of valves 6, in particular intake valves, provided for each cylinder unit, a cam disk of the camshaft 1 acting as a closing camshaft is provided, which acts on a common articulation lever 20 acts and that on the articulation lever 20 coaxial to P2 several rocker arms 19 are mounted, each of which cooperate with its own cam disk of the opening camshaft 2, so that the associated valve 6 is actuated individually. The contours of the valve-specific opening cam disks of the opening camshaft 2 can then be designed such that the associated valves open at different times. This allows a specific charge movement to be brought about in the combustion chamber.

It is particularly advantageous if with very small valve strokes, i.e. very weak load, only a part of the valves to be operated in each cylinder opens. A higher tolerance insensitivity is thus achieved. Targeted swirl can be generated. In addition, the inflow speed of the opening valve or valves is influenced favorably.

If the connection between the articulation lever 20 and the rocker arm 19 in the bearing point P2 can be broken by means of a switchable mechanism provided there, the associated valve actuated by the rocker arm 19 can be stopped. If the articulation lever 20 bears against the base circle of the camshaft 1, the switching mechanism can reestablish the connection, so that the valve can in turn be actuated. Such a development of the device according to FIG. 10 is shown in perspective in FIG. 12:

The camshaft 1, which acts as a closing camshaft, has a cam disk, which is largely hidden in the drawing, for actuating the articulation lever 20. On the articulation lever, two rocking levers 19a and 19b are mounted with the axis P2, each of which picks up a cam disk 2c and 2d assigned to them and which each cooperate with a valve 6a and 6b. In this way, the two valves 6a and 6b can be variably actuated by means of a total of three cam disks.

12a) shows the device when the rocker arms 19a and 19b are firmly mounted on a three-part linkage lever 20.

12b) shows the device when the bearing P2 is released by means of a hydraulically or electrically actuated mechanism (not shown). The articulation lever 20 is pushed downward from the elevation region of the closing camshaft 1 without the rocking levers 19a and 19b, which are further articulated to the housing by the two outer parts of the articulation lever 20, being carried along. Additional pressure springs 21a and 21b are provided so that these remain securely in their uppermost position, in which opening of the valves 6a and 6b is not possible by means of the cam disks 2c and 2d.

Depending on the structure of the mechanism, the rocker arms 19a and 19b can be coupled individually or only together with the linkage lever 20.

It goes without saying that the device according to the invention can also be designed in such a way that separate tapping elements and different cams on the two camshafts 1 and 2 and corresponding transmission elements are provided for each valve of a cylinder. Although this does not allow the compact design according to, for example, FIG. 12, where the closing cam disc is used together, however, allows a fully individual determination of the valve timing.

FIGS. 13 and 14 show a further development of the embodiment of the invention according to FIGS. 1 and 2. In this embodiment, the transmission member 4 is the embodiment ge Mäss Fig. 1 and ^~ 2 is replaced by two transmission members 34 and 37. Several further transmission elements 37 can also be assigned to each transmission element 34 which interacts with the tap element 3. The further transmission member (s) 37 can also advantageously have the shape of a rocker arm, with their fixed, rotatable mounting at 10 being coaxial with the mounting of the transmission member 34. A mechanism is provided for connecting or separating the two transmission members 34 and 37, which contains, for example, one or more hydraulically actuated cylinder bolts 41, which are guided in one of the two transmission members and extend against the force of a spring by applying appropriate oil pressure and thereby drive into a hole 37a in the other transmission member. If this arrangement is carried out separately and several times, the switching of individual valves of a cylinder unit can take place by means of a stepped configuration such that, when a first pressure level is applied, only one cylinder bolt extends and the associated valve is also actuated. Only when the pressure is raised further to a higher pressure level is another valve switched on, etc.

If the connection between the first transmission element 34 and the second transmission element 37 is interrupted, the frictional connection between the transmission element 34 and the tapping element 3 or the camshafts 1 and 2 is ensured during the lifting movement of these parts by a spring 44, which is used, for example, as Compression spring is formed and is supported on the frame. In the latching phase, the position of the transmission member 34 relative to the transmission member 37 is defined by a stop 45, so that on the one hand a further upward movement of the transmission member 44 is prevented and on the one hand, a secure immersion of the cylinder pin 11 into the bore 7a is guaranteed for a switching operation.

15 shows a further development of FIG. 1. The valve 6 is in turn actuated by the transmission member on which the tapping member 3 is slidably mounted, which scans the cam contour of the opening camshaft 1 and the closing camshaft 2. Parallel to the axial extension of the camshafts 1 and 2 behind the inlet valve 6, an outlet valve 56 is arranged, which is actuated via a lever 60, one end of which is mounted on a valve play compensation element 62 fixed to the housing and the other end of which directly actuates the outlet valve 56. A roller 64 is mounted on the lever 60 and scans a further cam disk 66 formed on the exhaust camshaft 1, which determines the opening and closing of the exhaust valve in a manner known per se. It is understood that the camshaft 1 is driven directly by the crankshaft, so that there is a fixed relationship between the crankshaft position and the respective actuation of the exhaust valve. The mechanism, not shown, for driving the closing camshaft 2 and for adjusting its phase position relative to the opening camshaft 1 is effective between these two camshafts. With the arrangement described, a compact valve train is achieved, with which inlet and outlet valves of an in-line engine, which are advantageously arranged in succession in one plane, can be controlled in such a way that the actuation of the inlet valves is fully variable and the actuation of the outlet valves in a fixed manner established relationship to the camshaft.

FIG. 16 shows a further development of the embodiment of the variable valve actuation device according to FIG. 10, the latter being arranged in mirror image. The mechanism for actuating the inlet valve 6 corresponds to that of FIG. 2, the rocker arm 19 not being actuated directly by the camshaft 2, but rather via a plunger 71 fixed to the housing. The camshaft 2, which is the opening camshaft for the inlet valve 6, is additionally actuated via a bucket tappet with an integrated hydraulic valve lash adjuster Exhaust valve 56. For this purpose, the camshaft 2 has two cam disks 75 and 77, the cam disk 75 actuating the exhaust valve 56 and the cam disk 77 being the cam disk which controls the opening movement of the intake valve 6. The camshaft 2 is driven directly by the crankshaft and drives the camshaft 1, which is the closing camshaft for the intake valve 6, via an adjusting mechanism for adjusting the phase. The arrangement described is suitable for cylinders with valves arranged in a V-shape and creates a compact valve train which, despite the full variability of the intake valve control, manages with only two camshafts.

It goes without saying that the adjusting drive arranged between the two camshafts 1 and 2 can, in all the described embodiments, be designed in such a way that the inlet valve 6 no longer performs a stroke. When used on engines with several rows of cylinders, one of the two rows of cylinders can be switched off in a simple manner.

Overall, the invention shows a way in which the throttle valve can be dispensed with, in particular, in gasoline engines, and the power can be controlled by reducing the throttle losses exclusively by variable actuation of the inlet valves.

Claims

i ypatent claims

1. A method for variable control of a valve (6) of an internal combustion engine, in particular for throttle-free load control of a gasoline engine via the lifting function of one or more intake valves per cylinder, in which the cam contours of two camshafts (1, 2) which normally rotate at the same speed, from a scanning device (3; 17, 18) can be scanned in the manner of an adder and the movement of the scanning device is transmitted to the valve (6) by means of an actuating device (4; 19, 20) for actuating the valve (6), the cam contour of one of the camshafts (1, 2), which is designed as an opening camshaft, has a base region and an elevation region, which merge into one another via an opening region, the cam contour of the other of the camshafts (1, 2), which as

Closing camshaft is formed, has an elevation area and a base area, which merge into one another via a closing area, and in which the scanning device is held in contact with the cam contour after the valve is closed and at least one of the camshafts and for changing the stroke and / or opening time of the valve the phase position between the camshafts can be changed, characterized in that the scanning device (3; 17, 18) after closing the valve (6) in contact with the cam contour of only one of the camshafts (1, 2) and thereby the actuating device in contact the valve (6) is held so that the cam contour of the other camshaft moves away from the scanning device after the valve closes and comes into contact with the scanning device again at the beginning of the opening of the valve.

2. Device for variable control of a valve (6) of an internal combustion engine, in particular for throttle-free load control of a gasoline engine via the lifting function of one or more intake valves per cylinder, with a scanning device (3; 17, 18) for scanning the cam contours of two camshafts (1, 2) which normally rotate at the same speed in the manner of an adder, an actuating device (4; 19, 20) which controls the movement of the scanning device for actuating the Valve transmits to this, a device for changing the phase position between the camshafts to change the stroke and / or opening time of the valve and a spring device (8; 21) which keeps the scanning device in contact with the cam contour of at least one camshaft, the cam contour one of the camshafts (1, 2), which is designed as an opening camshaft, has a base region and an elevation region, which merge into one another via an opening region, and the cam contour of the other of the camshafts (1, 2), which as

Closing camshaft is formed, has an elevation area and a base area, which merge into one another via a closing area, characterized in that the spring device (8; 21) is designed and arranged such that the scanning device (3; 17, 18) after the valve has closed (6) only one of the camshafts (1, 2) and the actuating device (4; 19, 20) are held in contact with the valve in contact with the cam contour.

3. Apparatus according to claim 2, characterized in that the spring device (8; 21) holds the scanning device (3; 17, 18) after closing the valve (6) in contact with the cam contour of the opening camshaft.

4. Apparatus according to claim 2 or 3, characterized in that the scanning device comprises a tapping element (3) for jointly scanning the cam contours of both camshafts (1, 2), which in a plane perpendicular to the center lines of the mutually parallel camshafts on a transmission member ( 4) the actuator is movably guided.

5. The device according to claim 4, characterized in that the transmission member (4) is designed as a rocker arm or rocker arm and that the tap member (3) on the transmission member (4) translationally on straight slideways (4a) or rotationally on arcuate slideways or one rotatably mounted rocker is movably guided.

6. The device according to claim 4 or 5, characterized in that the tapping member (3) comprises three rollers, which are mounted together on a pin (5), the two outer rollers (3a, 3c) with two identical cams of a camshaft work together and the inner roller (3b) works together with a cam of the other camshaft.

7. Device according to one of claims 4 to 6, characterized in that the center distance of the two camshafts (1, 2) is such that the lifting circles of the cam disks of both camshafts overlap, the cam disks being axially offset so that they do not offset one another touch.

8. Device according to one of claims 4 to 7, characterized in that the position of the transmission member (4) with closed valves is defined by a stop (13) on a cylinder surface (1a), which on the valve-close camshaft (1) coaxially this is formed and that between the transmission member (4) and the valve (s) actuated by it a valve clearance compensation element (9) is arranged.

9. Device according to one of claims 4 to 8, characterized in that a support (10) of the transmission member (4) is continuously adjustable to compensate for manufacturing tolerances.

10. Device according to one of claims 4 to 7, characterized in that the transmission member (4) after closing the valve directly and / or indirectly in each case coaxially to the two camshafts (1, 2) on these cylindrical surfaces (1a, 2a) is supported and at the same time a valve clearance compensation element (14) in the pivot point (14a) of the housing Transmission member (4) compensates for all manufacturing and operational play and tolerances within the valve train.

11. The device according to claim 10, characterized in that the support on the cylindrical surface (1a) of a camshaft (1) via an additional stop element (13), which in turn is articulated coaxially to the other camshaft (2) on this.

12. The apparatus according to claim 11, characterized in that the additional stop element (13) for supporting the transmission member (4) on the cylindrical surface (1 a) of the one camshaft (1) has a circular body (13 a), the diameter of which is approximately that of the tapping member (3) and which is supported on the slideway of the tapping element on the transmission element (4), and that the bearing diameter of the stop element (13) on the other camshaft (2) has its base circle and the diameter of the cylinder surface (1 a) of the one camshaft ( 1) correspond to their basic circle.

13. The apparatus according to claim 2, characterized in that the scanning device and the actuating device at least one, the cam contour of the one camshaft (1) scanning and as

The rocker arm has a linkage lever (20) and at least one rocker arm (19) designed as a rocker arm, which scans the cam contour of the other camshaft (2) and is pivoted (P2) to the linkage lever (20), and that one of the levers (19 , 20) by the spring device (21) after the

Closing the valve (6) is held in contact with the cam contour of the associated camshaft, while the cam contour of the other camshaft moves away from the other lever after the valve closes and comes into contact with it again when the valve begins to open.

14. The apparatus according to claim 13, characterized in that the rocker arm (19) after closing the valve (6) on a coaxially on the valve-close camshaft (1) formed cylinder surface (1 a) and a provided in the rocker arm (19)

Valve game compensation element (24) brings about a play compensation between the valve stem and the rocker arm.

15. The apparatus according to claim 14, characterized in that the articulation lever (20) is supported after closing the valve (6) on a coaxial on the other camshaft (2) formed cylinder surface (2a) and at the same time on the articulated articulation point ( P3) of the linkage-acting lash adjuster (26) compensates for all remaining manufacturing and operational play and tolerances within the valve train.

16. The apparatus according to claim 15, characterized in that the movably guided articulation point (P3) is articulated to the housing.

17. The device according to one of claims 13 to 16 for engines with two or more valves to be actuated per cylinder, characterized in that a common housing-fixed articulated lever (20) is provided, which is actuated by a common cam cam, and that separate, the Swing levers (19a, 19b) associated with the respective valves (6a, 6b) are provided, which are actuated by opening cam disks (2c, 2d) also associated with the respective valves.

18. The apparatus according to claim 17, characterized in that the contours of the valve-specific opening cam disks (2c, 2d) are designed such that the associated valves (6a, 6b) open at different times and / or with different stroke profiles.

19. The apparatus according to claim 18, characterized.d. That opens only a part of the valves to be operated per cylinder with very small valve strokes.

20. Device according to one of claims 17 to 19, characterized by a switchable mechanical connection between the articulation lever (20) and the rocker arm designed as a rocker arm (19a, 19b), whereby the associated valve can be shut down.

21. Device according to one of claims 4 to 11, characterized in that for each valve of a cylinder separate tapping members and different cams are provided on the two camshafts and transmission members.

22. Device according to one of claims 4 to 11, characterized by a further transmission element (37) and a switchable, mechanical

Connection (41, 42) between the transmission member (34) and the further transmission member (37), whereby an associated valve can be shut down.

23. The apparatus of claim 20 or 22, characterized in that a hydraulically actuated mechanism is provided for switching the mechanical connection.

24. Device according to one of claims 20, 22 or 23, characterized in that different switching states of the mechanical system can be realized by different pressure levels in a hydraulic system.

25. Device according to one of claims 2 to 24, characterized in that when used on engines with more than one row of cylinders at least one row of cylinders can be set aside by a phase position of the two camshafts suitable for zero stroke.

26. Device according to one of claims 2 to 25, characterized in that the cam disks (77) of a camshaft (1; 2), preferably the opening camshaft, for variable control of valves (6) and further cam disks (75) for actuating additional ones Valves (56), preferably the exhaust valves, are formed on a common shaft.

27. The apparatus according to claim 26, characterized in that the additionally operated valves (56) and the variably controlled

Valves (6) are arranged in a common plane parallel to the longitudinal axis of the engine.

28. The apparatus according to claim 26, characterized in that the additionally actuable valves (56) and the variably controlled valves (6) are arranged in different planes parallel to the longitudinal axis of the engine.

29. Device according to one of claims 26 to 28, characterized in that the valves (56) to be actuated additionally are actuated by rocker or rocker arm (60) from the common camshaft (1).

30. The device according to claim 28, characterized in that the additionally operated valves (56) via tappets (73) from the common camshaft (2) are actuated directly and the device for variable control of valves via an intermediate member (71), for example a bumper, operated by the common camshaft (2).