EP0659232B1 - Verfahren und vorrichtung zur variablen steuerung eines ventils einer brennkraftmaschine - Google Patents

Verfahren und vorrichtung zur variablen steuerung eines ventils einer brennkraftmaschine Download PDF

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Publication number
EP0659232B1
EP0659232B1 EP94920391A EP94920391A EP0659232B1 EP 0659232 B1 EP0659232 B1 EP 0659232B1 EP 94920391 A EP94920391 A EP 94920391A EP 94920391 A EP94920391 A EP 94920391A EP 0659232 B1 EP0659232 B1 EP 0659232B1
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EP
European Patent Office
Prior art keywords
valve
camshaft
camshafts
cam
closing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP94920391A
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German (de)
English (en)
French (fr)
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EP0659232A1 (de
Inventor
Peter Kreuter
Joachim Reinicke-Murmann
Peter Heuser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Meta Motoren und Energie Technik GmbH
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Meta Motoren und Energie Technik GmbH
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Classifications

    • 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
    • F01L13/0047—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 the movement of the valves resulting from the sum of the simultaneous actions of at least two cams, the cams being independently variable in phase in respect of each other
    • 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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/245—Hydraulic tappets
    • 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
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • F01L2303/01—Tools for producing, mounting or adjusting, e.g. some part of the distribution
    • 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
    • F01L2305/00—Valve arrangements comprising rollers
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/13—Throttleless
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • 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.
  • variable valve controls for internal combustion engines have long been known. 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.
  • 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 intake 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.
  • variable valve control for a reciprocating piston internal combustion engine
  • 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.
  • 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 when closing, or but the maximum speed of the internal combustion engine is impermissibly restricted.
  • the device comprises two camshafts, the cams of which are mirror images of one another and from a point of minimal elevation in each case over a steep area and a flat area to a point the maximum elevation.
  • the two cams act on a common tap, 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, as a result of which, depending on the phase position of the camshafts the valve movement can be changed within certain limits.
  • 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 a gasoline engine via the lifting function of one or more intake valves per cylinder, which combines cost-effective manufacturability with the possibility of high functional reliability with the possibility of automatic valve lash compensation to provide.
  • 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 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.
  • 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.
  • 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 in the form of a sliding shoe which is provided with suitable tap surfaces.
  • the tap member 3 is movably guided or supported on the transmission member 4, wherein the bearing can be designed, for example, as a flat or curved slideway 4a or as a rocker mounted rotatably 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 member 4 can basically be designed both as a rocker arm or rocker arm and as a conventional bucket tappet.
  • the rocker arm design shown in FIG. 1 is particularly advantageous, since it is particularly space-saving and by translating the tapping member 3 to the valve 6, the arrangement-related translation can be compensated for when the cam elevations are transmitted to the tapping member 3.
  • the cam contours can be designed largely conventionally.
  • 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.
  • Fig. 3 shows a particularly advantageous for the tap 3 of FIG. 2 design of the camshafts 1 and 2. These are arranged so that the lifting circles of the cam disks of both camshafts overlap, the cam disks being axially offset so that they do not touch each other . This enables a significant reduction in the space requirement of the valve train.
  • 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.
  • a conventional hydraulic lash adjuster 9 can be used in the transmission element 4 if the position of the transmission element (s) when the valve is closed is defined by the abutment of a stop 13 formed on the transmission element 4 on a cylinder surface 1a, which is formed concentrically on the camshaft 1 near the valve is 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 which is fixed to the frame is designed to be infinitely adjustable, for example by an eccentrically mounted axle.
  • Fig. 4 shows the arrangement in a state in which the phase shift between the camshafts 1 and 2 is selected so that the valve 6 opens only very briefly and with a low amplitude. This condition corresponds to a largely closed throttle valve of conventional engines.
  • 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. Upon further rotation of the opening camshaft 1, 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.
  • the elevation area of the opening camshaft 1 then passes over the tapping member 3 and passes 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 deviates from the contour of the cam disk the closing camshaft 2 is removed when the elevation area of the opening camshaft 1 merges into the base area and the tapping member 3 in turn moves into abutment with the locking camshaft 2 when the base area of the opening camshaft 1 merges into the opening area.
  • the play compensation element can be in the closed position of the valve 6 9 act.
  • the support 10 is advantageously set so that when the valve is closed, the tapping member 3 is in simultaneous contact with the base region of the opening camshaft 1 and the elevation region of the closing camshaft 2.
  • FIG. 5 shows the arrangement according to FIG. 4 with the same phase position between the camshafts 1 and 2, but rotated further by a few angular degrees when the valve 6 begins to close.
  • the opening area of the opening camshaft 1 is the base area with its elevation area connects, not yet run through completely when the elevation area of the closing camshaft 2 ends and merges into the basic area via its closing area.
  • the resulting closing movement overcompensates for the further opening movement, so that the valve 6 is closed as soon as the base region of the closing camshaft 2 is reached.
  • 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 the fully opened throttle valve in a conventional engine.
  • 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.
  • the opening area of the cam disk of the opening camshaft 1 comes into engagement with the tapping member, so that the valve 6 opens when the tapping member 3 is still engaged with the elevation area of the closing camshaft 2.
  • the valve 6 then remains open while the elevation area of the opening camshaft 1 sweeps over the tap member 3 until the end of the elevation area 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 member 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.
  • 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 areas are of a similar order of magnitude to that of conventional valve drives, as a result of which excellent functional reliability and durability are achieved.
  • 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 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.
  • the opening camshaft 1 is advantageously 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.
  • the stop 13 of FIG. 1 and the continuously adjustable bearing 10 of FIG. 1 are missing.
  • an additional stop element 13 is mounted in a cylindrical surface 2a of the camshaft 2 and is in a circular body 13a ends, the diameter of which corresponds approximately to that of the tap 3.
  • the circular body 13a is supported on the transmission member 4.
  • the circular body 13a is additionally supported on a cylindrical surface la which is formed on the camshaft 1.
  • the transmission member 4 is on the ball head 14a of a known hydraulic lash adjuster 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 approximately corresponds to that of the base region of the associated cam disk.
  • 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 essentially in their design and in their kinematic effect can each be designed like corresponding conventional valve train components and also do not require a large amount of space.
  • the tap body 17, 18 can be designed, for example, as sliding shoes or as cam rollers.
  • the function of the device described is overall similar to that of FIG. 1, the stroke and opening duration of the valve 6 can in turn 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.
  • 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 la 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 adjuster 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 1 a and the valve clearance compensation element 24 it 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 further development of the embodiment according to FIG. 10.
  • the articulation lever 20 is not fixed in place, but is mounted in P3 on a further short-term lever 25, which is fixed in P4.
  • a hydraulic play compensation element 26 acts between the articulated articulation point P3 of the articulation lever 20 and a housing.
  • the articulation 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.
  • the valve is actuated via the rocker arm 19, which interacts directly with the camshaft 2.
  • 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 several 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 is mounted on a common link lever 20 acts and that a plurality of rocker arms 19 are mounted on the articulation lever 20 coaxially to P2, 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.
  • 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.
  • the inflow speed of the valve or valves is influenced favorably.
  • 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.
  • FIG. 12 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.
  • a cam disk which is largely hidden in the drawing, for actuating the articulation lever 20.
  • 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.
  • the two valves 6a and 6b can be variably actuated by means of a total of three cam disks.
  • the rocker arms 19a and 19b can be coupled individually or only together with the linkage lever 20.
  • the device according to the invention can also be designed such 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 development of the embodiment of the invention according to FIGS. 1 and 2.
  • the transmission element 4 of the embodiment according to FIGS. 1 and 2 is replaced by two transmission elements 34 and 37.
  • a plurality of further transmission elements 37 can also be assigned to each transmission element 34 which interacts with the tap element 3.
  • the one or more transmission members 37 can also advantageously have the shape of a rocker arm, their rotatable mounting fixed to the frame being carried out at 10 coaxially 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 corresponding oil pressure and thereby in insert a hole 37a in the other transmission link. 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 design such that, when a first pressure level is applied, only one cylinder pin 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.
  • a spring 44 which is designed, for example, as a compression spring and is supported on the frame.
  • 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 other hand a safe immersion of the cylinder pin 11 in the bore 7a is guaranteed for a switching operation.
  • FIG. 15 shows a further development of FIG. 1.
  • the valve 6 is in turn actuated by the transmission element on which the tapping element 3 is slidably mounted, which scans the cam contour of the opening camshaft 1 and the closing camshaft 2.
  • 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.
  • 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.
  • FIG. 16 shows a development of the embodiment of the variable valve actuation device according to FIG. 10, which is 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.
  • camshaft 2 has two cam disks 75 and 77, cam disk 75 actuating exhaust valve 56 and cam disk 77 being the cam disk which controls the opening movement of intake valve 6.
  • the camshaft 2 is driven directly by the crankshaft and drives the camshaft 1, which is the closing camshaft for the inlet valve 6, via an adjusting gear for adjusting the phase.
  • the arrangement described is suitable for cylinders with V-shaped valves and there creates a compact valve train that manages with only two camshafts despite the full variability of the intake valve control.
  • the adjusting drive arranged between the two camshafts 1 and 2 can be designed in all the described embodiments in such a way that the inlet valve 6 no longer performs a stroke.
  • one of the two rows of cylinders can be switched off in a simple manner.
  • the invention shows a way in which the throttle valve can be dispensed with, in particular, in gasoline engines and the power control can be carried out by reducing the throttle losses exclusively by variable actuation of the inlet valves.

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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)
EP94920391A 1993-07-06 1994-07-06 Verfahren und vorrichtung zur variablen steuerung eines ventils einer brennkraftmaschine Expired - Lifetime EP0659232B1 (de)

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DE4322480A DE4322480C2 (de) 1993-07-06 1993-07-06 Vorrichtung zur variablen Ventilsteuerung von Brennkraftmaschinen
DE4322480 1993-07-06
PCT/DE1994/000786 WO1995002116A1 (de) 1993-07-06 1994-07-06 Verfahren und vorrichtung zur variablen steuerung eines ventils einer brennkraftmaschine

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EP0659232A1 EP0659232A1 (de) 1995-06-28
EP0659232B1 true EP0659232B1 (de) 1996-07-10

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US (1) US5592906A (zh)
EP (1) EP0659232B1 (zh)
JP (1) JP2838440B2 (zh)
CN (1) CN1046153C (zh)
DE (3) DE4322480C2 (zh)
ES (1) ES2092412T3 (zh)
WO (1) WO1995002116A1 (zh)

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DE102014003466A1 (de) 2014-03-11 2015-09-17 Meta Motoren- Und Energie-Technik Gmbh Vorrichtung und Verfahren zur variablen Steuerung eines Ventils einer Brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
DE19600535A1 (de) * 1996-01-09 1997-07-17 Meta Motoren Energietech Toleranzausgleichseinrichtung für eine Vorrichtung zur variablen Steuerung eines Ventils einer Brennkraftmaschine
DE19600535B4 (de) * 1996-01-09 2004-12-09 Meta Motoren- Und Energie-Technik Gmbh Toleranzausgleichseinrichtung für eine Vorrichtung zur variablen Steuerung eines Ventils einer Brennkraftmaschine
DE102014003466A1 (de) 2014-03-11 2015-09-17 Meta Motoren- Und Energie-Technik Gmbh Vorrichtung und Verfahren zur variablen Steuerung eines Ventils einer Brennkraftmaschine

Also Published As

Publication number Publication date
DE59400413D1 (de) 1996-08-14
CN1113393A (zh) 1995-12-13
DE4446725A1 (de) 1996-01-11
DE4322480A1 (de) 1995-01-12
ES2092412T3 (es) 1996-11-16
US5592906A (en) 1997-01-14
DE4322480C2 (de) 1996-05-02
JP2838440B2 (ja) 1998-12-16
EP0659232A1 (de) 1995-06-28
JPH07509768A (ja) 1995-10-26
WO1995002116A1 (de) 1995-01-19
CN1046153C (zh) 1999-11-03

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