EP1463874A1 - Device for variably actuating the gas exchange valves in reciprocating engines - Google Patents

Device for variably actuating the gas exchange valves in reciprocating engines

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Publication number
EP1463874A1
EP1463874A1 EP02799714A EP02799714A EP1463874A1 EP 1463874 A1 EP1463874 A1 EP 1463874A1 EP 02799714 A EP02799714 A EP 02799714A EP 02799714 A EP02799714 A EP 02799714A EP 1463874 A1 EP1463874 A1 EP 1463874A1
Authority
EP
European Patent Office
Prior art keywords
cam
joint
housing
valve
intermediate member
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.)
Granted
Application number
EP02799714A
Other languages
German (de)
French (fr)
Other versions
EP1463874B1 (en
Inventor
Helmut Schön
Peter Kuhn
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.)
Fraunhofer Gesellschaft zur Forderung der Angewandten Forschung eV
Original Assignee
Fraunhofer Gesellschaft zur Forderung der Angewandten Forschung eV
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Fraunhofer Gesellschaft zur Forderung der Angewandten Forschung eV filed Critical Fraunhofer Gesellschaft zur Forderung der Angewandten Forschung eV
Publication of EP1463874A1 publication Critical patent/EP1463874A1/en
Application granted granted Critical
Publication of EP1463874B1 publication Critical patent/EP1463874B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • F01L13/0021—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 by modification of rocker arm ratio
    • 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
    • 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
    • F01L13/0063—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • 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
    • F01L13/0063—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F01L2013/0068—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 by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "BMW-Valvetronic" type

Definitions

  • valve lift curve that is continuously variable during engine operation. Both a change in the stroke profile of intake and exhaust valves and a change only in the intake valves can be advantageous.
  • four-part valve gears are known (e.g. DE 26 29 554 AI, DE 38 33 540 C2, DE 43 22 449 AI, DE 42 23 172 CI, BMW-valvetronic). These valve gears enable a continuous change in the valve stroke during engine operation. - r-
  • the invention specified in claim 1 is based on the object of meeting the engine requirements for variable valve control better than according to the prior art. These requirements are described in the design of the individual valve lift profiles, the family of valve lift profiles that can be generated, in the size of the mechanical losses due to friction when driving the valves and in the simplicity of the structural design of the valve gear and the associated adjustment mechanism.
  • the individual valve lift profiles and the family of valve lift profiles that can be generated must be designed as freely as possible with regard to the opening angle, closing angle, valve lift, valve acceleration profile and phase angle to the crank angle. This is particularly the case with small valve strokes
  • the constructive 'design of the valve gear and the adjusting device must be as simple executable. It is particularly important to take into account here that no play o is generated between the transmission links when the valve stroke curve is adjusted. Furthermore, for manufacturing reasons and because of the different thermal expansion of the components, it must be possible to mount the output member in the cylinder head by means of a play compensation element.
  • the gearbox consists of a housing (G), a cam (N), an intermediate link (Z) and an output link (A).
  • the cam (N) is guided in the: 5 housing (G), for example in the cylinder head in a swivel joint (ng), and actuates the intermediate link (Z) via a cam joint (zn), which in a swivel joint (zg) in the Housing (G) is clearly managed.
  • the intermediate link (Z) is operatively connected to the driven link (A) via a cam joint (za).
  • This cam joint (za) has a section (Kzar) and a control section (Kzas) on the intermediate member (Z). The one that forms the rest
  • the center of the circle coincides with the center of rotation of the swivel joint (zg) between the intermediate member (Z) and the housing (G).
  • the output member (A) is clearly guided in the housing (G) in a swivel joint (ag) and transmits the movement to at least one valve (V).
  • the invention provides for the position of the cam joint (za) to be changed by a displacement (Vzg) of the position of the swivel joint (zg) or by a displacement (Vag) of the position of the swivel joint (ag).
  • the change in the position of the cam joint (za) is described in the area of the valve catch by a
  • the output member (A) Due to the design of the output member (A) as in the well-known three-link cam-lever gearboxes (rocker arm and rocker arm gearboxes), the equally well-known and well-tried compensating elements, which play between the gearbox members due to ' manufacturing-related tolerances and / or different thermal deformation of the gearbox members balance, be used.
  • the design of the transmission according to the invention enables direct power transmission from the cam (N) to the valve (V).
  • the transmission members (Z, A), which cause mass forces and mass moments due to their reciprocating movement, can be designed small, light and dimensionally stable according to the invention.
  • the design of the transmission according to the invention also has the advantage of not requiring more space than in the prior art.
  • Claim 2 describes the advantageous design of the cam joint (za) between the intermediate member (Z) and the output member (A), in which the curve-defining contour (Kzarl, Kzasl) is attached exclusively to the intermediate member (Z).
  • the cam joint (za) on the output link (A) is formed by a rotating body (RA) that can be driven (see Figures 2 and 3).
  • RA rotating body
  • the contact partners roll around in this cam joint and the tangential movement is shifted onto the bearing of the rotatable roller (RA). Due to the materials and lubrication conditions known from plain bearings and the use of a small friction radius, the friction in this cam joint is reduced.
  • the design according to the invention also offers the possibility of using a roller bearing in this contact point. In this way, the tangential movement is carried out entirely by rolling movements. Sliding then no longer occurs in this curve joint (za) and the friction is further reduced.
  • the advantageous design of the transmission for changing the valve lift curve in this embodiment is described in claims 3 and 4.
  • a bearing of the swivel joint (zg) between the intermediate member (Z) and the housing (G) is described, in which the swivel joint (zg) is variably positioned in an eccentric in the housing (G) to change the valve lift curve.
  • the center of the eccentric coincides with the center of the rotatable body (RA) attached to the output member (A) during the valve stop. Twisting the eccentric thus causes the position of the swivel joint (zg) to be shifted (zg) along the circular arc KbVZ (see Figures 2 and 3).
  • Claim 4 describes a bearing of the swivel joint (ag) between the output member (A) and the housing (G), in which the position of the swivel joint (ag) can be positioned in an eccentric in the housing (G) in order to change the valve lift curve.
  • the center of the eccentric coincides with the center of the swivel joint (zg) between the intermediate member (Z) and the housing (G). Twisting the eccentric causes a displacement (Vagl) of the position of the swivel joint (ag) along the circular arc KbVAl (see Figures 2 and 3).
  • a change in the valve lift curve is achieved without a game being generated between the transmission members.
  • the advantageous design of the intermediate member (Z) is described as a rocker arm, in which the direction of force in the curve joint (za) between the intermediate member (Z) and the output member (A) substantially opposite the force direction in the curve joint (zn) between the intermediate member (Z) and the cam (N) shows (see Figure 2).
  • This embodiment offers the advantage of making the overall height of the transmission and thus of the cylinder head small.
  • the advantageous design of the intermediate member (Z) is described as a rocker arm, in which the direction of force in
  • Curved joint (za) between the intermediate link (Z) and the driven member (A) is essentially the same as the direction of force in the curved joint (zn) between the intermediate link (Z) and the cam (N) (see Figure 3).
  • This embodiment offers the advantage of directly designing the power line from the cam (N) to the valve (V). As a result, the forces acting in the transmission are reduced. This achieves a higher rigidity of the gearbox and at the same time reduces the friction.
  • a further advantageous design of the transmission for variable actuation of the charge exchange valves in reciprocating engines which consists of a housing (G), a cam (N), an intermediate member (Z) and an output member (A).
  • the cam (N) is guided in a rotatable manner in the housing (G), for example in the cylinder head in a swivel joint (ng) and actuates the intermediate member (Z) via a cam joint (zn), which is connected in a swivel joint (zg) in the housing ( G) is clearly managed.
  • the intermediate link (Z) is operatively connected to the driven link (A) via a cam joint (za).
  • the curved joint (za) has a section (Kazrl) and a control section (Kazsl) on the output member (A).
  • the section forming the rest (Kazrl) is formed by a circular arc, the center of the circle with the center of rotation of the swivel joint (zg) between the
  • Curve joint (za) describes itself in the area of the valve catch by a displacement (Vaz) of the curve joint (za) along the section (Kazrl) of the contour of the output member (A) forming the catch.
  • the direction of the displacement (Vag2) of the swivel joint (ag) is therefore that of the tangents
  • valve lift curve is achieved without any play being generated between the transmission links. This includes for o to achieve high engine speed and quiet operation.
  • Claim 8 describes the advantageous design of the cam joint (za) between the intermediate member (Z) and the output member (A), in which 5 the curve-defining contour (Kazrl, Kazsl) is attached exclusively to the output member (A).
  • the cam joint (za) is formed by a rotating body (RZ) that can be driven around (see Figure 4).
  • RZ rotating body
  • the contact partners roll around in this cam joint and the tangential movement is shifted onto the bearing of the circulating roller (RZ). Due to the materials and lubrication conditions known from plain bearings and the use of a small friction radius, the friction in this cam joint is reduced.
  • the design according to the invention also offers the possibility of using a roller bearing in this contact point. In this way, the tangential movement is carried out entirely by rolling movements. Sliding then no longer occurs in this curve joint (za) and the friction is further reduced.
  • the advantageous arrangement of the transmission members is described, in which the inlet valves (VE1) and the outlet valves (VA1) of a cylinder are driven with only one camshaft (WEA1).
  • the intake valve (VE1) of a cylinder is actuated via a cam (NE1), an intermediate link (ZE1) and an output link (AE1)
  • the exhaust valve (VA1) of this cylinder is activated via a cam (NA1)
  • an intermediate link (ZA1) and a Output link (AA1) actuated Both cams (NE1, NA1) are attached to a camshaft (WEA1) (see Figure 5).
  • Claim 14 describes an advantageous embodiment of the transmission in which two or more valves (Vi) of a cylinder are actuated by a cam (N2) via exactly one intermediate link (Z2) via one or more output links (Ai) (cf. Figure 8).
  • Vi valves
  • N2 cam
  • Z2 intermediate link
  • Ai output links
  • Claim 14 describes an advantageous embodiment of the transmission in which two or more valves (Vi) of a cylinder are actuated by a cam (N2) via exactly one intermediate link (Z2) via one or more output links (Ai) (cf. Figure 8).
  • the number of transmission links per motor is reduced and the total costs are reduced.
  • the design effort for the adjustment device is reduced and the space required is reduced.
  • the position of the intermediate member (Z) during the valve stop ie when the valve is closed and does not move, is not clearly determined kinematically.
  • Claim 15 describes the advantageous embodiment of the transmission, in which the intermediate member (Z) is pressed by a spring to the cam (N) of the camshaft (W). If a spring is attached to the intermediate link (Z) in this way, the spring can be designed so that it essentially controls the moving rotating mass of the intermediate link (Z) and the valve spring then only the moving masses of valve (V) and output member ( A) must check, since both springs have the same effect. In this way it is achieved that the forces in the joints of the transmission remain small and the load in the joints is as small as possible. Furthermore, the friction is advantageously reduced in this way.
  • the transmission in which at least one further transmission member (GG) is interposed for transmitting motion from the cam (N3) of the camshaft (W3) to the intermediate member (Z3) (see Figure 9).
  • the transmission can also be used with camshafts located below and with the camshafts raised.
  • Such arrangements of the camshafts offer the advantage of a particularly simple engine construction with a small space requirement.

Landscapes

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

Abstract

The aim of the invention is to fulfill, in a way that is superior to that of the previous state of the art, the demands placed by the engine on a variable valve control with regard to the shaping and accuracy of the valve lifting curves, to the simplicity of the structural design of the valve drive and of the associated adjusting mechanism, and to mechanical losses due to friction. These demands are met without any additional structural complexity, and, more particularly, without any changes to the overall height. This feat is achieved by means of the provision of a rotatable drive consisting of a housing (G), a shaft (W), an intermediate element (Z), and of an output element (A).

Description

Beschreibungdescription
Vorrichtung zur variablen Betätigung der Ladungswechselventile in HubkolbenmotorenDevice for variable actuation of the charge exchange valves in reciprocating engines
Es ist bekannt, dass der Hubverlauf der Ladungswechselventile in Hubkolbenmotoren einen entscheidenden Einfluss auf das Betriebsverhalten ' und die Betriebswerte des Motors hat. Insbesondere zur Verminderung der Ladungswechselverluste bei ladungsmassengesteuerten Motoren ist ein im Motorbetrieb kontinuierlich veränderbarer Ventilhubverlauf wünschenswert. Dabei kann sowohl eine Veränderung des Hubverlaufs von Ein- und Auslassventilen, als auch eine Veränderung nur bei den Einlassventilen vorteilhaft sein. Für die technische Umsetzung einer solchen variablen Ventilsteuerung sind unter anderen viergliedrige Ventilgetriebe (z.B. DE 26 29 554 AI, DE 38 33 540 C2, DE 43 22 449 AI, DE 42 23 172 CI, BMW- valvetronic) bekannt. Diese Ventilgetriebe ermöglichen eine kontinuierliche Veränderung des Ventilhubverlaufs im Motorbetrieb. - r-It is known that the stroke course of the gas exchange valves in reciprocating engines has a decisive influence on the operating behavior and the operating values of the engine. In particular, in order to reduce the charge change losses in charge-mass-controlled engines, a valve lift curve that is continuously variable during engine operation is desirable. Both a change in the stroke profile of intake and exhaust valves and a change only in the intake valves can be advantageous. For the technical implementation of such a variable valve control, four-part valve gears are known (e.g. DE 26 29 554 AI, DE 38 33 540 C2, DE 43 22 449 AI, DE 42 23 172 CI, BMW-valvetronic). These valve gears enable a continuous change in the valve stroke during engine operation. - r-
Der im Patentanspruch 1 angegebenen Erfindung liegt die Aufgabe zugrunde, die vom Motor gestellten Anforderungen an eine variable Ventilsteuerung besser als nach dem Stand der Technik zu erfüllen. Diese Anforderungen beschreiben sich in der Gestaltung der einzelnen Ventilhubverläufe, der erzeugbaren Schar an Ventilhubverläufen, in der Größe der mechanischen Verluste durch Reibung beim Antrieb der Ventile und in der Einfachheit der konstruktiven Gestaltung des Ventilgetriebes und der dazugehörenden Verstellmechanik. Die einzelnen Ventilhubverläufe und die erzeugbare Schar an Ventilhubverläufen müssen möglichst frei hinsichtlich Öffnungswinkel, Schließwinkel, Ventilhub, Ventilbeschleunigungsverlauf und Phasenläge zum Kurbelwinkel gestaltbar sein. Insbesondere bei kleinen Ventilhüben ist dieThe invention specified in claim 1 is based on the object of meeting the engine requirements for variable valve control better than according to the prior art. These requirements are described in the design of the individual valve lift profiles, the family of valve lift profiles that can be generated, in the size of the mechanical losses due to friction when driving the valves and in the simplicity of the structural design of the valve gear and the associated adjustment mechanism. The individual valve lift profiles and the family of valve lift profiles that can be generated must be designed as freely as possible with regard to the opening angle, closing angle, valve lift, valve acceleration profile and phase angle to the crank angle. This is particularly the case with small valve strokes
5 Anforderung an eine große Gleichheit der Hubverläufe der Ventile der einzelnen Zylinder sehr hoch.5 Very high requirements for a high level of stroke of the valves of the individual cylinders.
Die konstruktive' Gestaltung des Ventilgetriebes und der VerStelleinrichtung muss möglichst einfach ausführbar sein. Hierbei ist besonders zu berücksichtigen, dass bei Verstellung des Ventilhubverlaufs kein Spiel o zwischen den Getriebegliedern erzeugt wird. Weiterhin muss aus fertigungstechnischen Gründen und wegen der unterschiedlichen thermischen Dehnung der Bauteile die Möglichkeit gegeben sein, das Abtriebsglied mittels eines Spielausgleichselements im Zylinderkopf zu lagern.The constructive 'design of the valve gear and the adjusting device must be as simple executable. It is particularly important to take into account here that no play o is generated between the transmission links when the valve stroke curve is adjusted. Furthermore, for manufacturing reasons and because of the different thermal expansion of the components, it must be possible to mount the output member in the cylinder head by means of a play compensation element.
5 Die mechanischen Verluste durch Reibung müssen möglichst klein sein. Diese Anforderungen sind möglichst ohne zusätzlichen Bauaufwand, insbesondere Bauhöhe zu erfüllen.5 The mechanical losses due to friction must be as small as possible. As far as possible, these requirements should be met without additional construction effort, in particular construction height.
Die Aufgabe wird durch die im Patentanspruch 1 aufgeführten Merkmale :θ eines Getriebes zur variablen Betätigung der Ladungswechselventile in Hubkolbenmotoren gelöst.The object is achieved by the features listed in claim 1: θ of a transmission for variable actuation of the charge exchange valves in reciprocating engines.
Das Getriebe besteht aus einem Gehäuse (G), einem Nocken (N), einem Zwischenglied (Z) und einem Abtriebsglied (A). Der Nocken (N) ist in dem :5 Gehäuse (G), zum Beispiel im Zylinderkopf in einem Drehgelenk (ng) umlauffähig geführt und betätigt über ein Kurvengelenk (zn) das Zwischenglied (Z), welches in einem Drehgelenk (zg) in dem Gehäuse (G) eindeutig geführt ist. Weiterhin ist das Zwischenglied (Z) mit dem Abtriebsglied (A) über ein Kurvengelenk (za) wirkverbunden. Dieses Kurvengelenk (za) weist am Zwischenglied (Z) einen eine Rast bildenden Abschnitt (Kzar) und einen Steuerabschnitt (Kzas) auf. Der die Rast bildendeThe gearbox consists of a housing (G), a cam (N), an intermediate link (Z) and an output link (A). The cam (N) is guided in the: 5 housing (G), for example in the cylinder head in a swivel joint (ng), and actuates the intermediate link (Z) via a cam joint (zn), which in a swivel joint (zg) in the Housing (G) is clearly managed. Furthermore, the intermediate link (Z) is operatively connected to the driven link (A) via a cam joint (za). This cam joint (za) has a section (Kzar) and a control section (Kzas) on the intermediate member (Z). The one that forms the rest
5 Abschnitt (Kzar) wird durch einen Kreisbogen gebildet, dessen5 section (Kzar) is formed by an arc, the
Kreismittelpunkt mit der Drehmitte des Drehgelenkes (zg) zwischen dem Zwischenglied (Z) und dem Gehäuse (G) zusammenfällt. Das Abtriebsglied (A) ist im Gehäuse (G) in einem Drehgelenk (ag) eindeutig geführt und überträgt die Bewegung auf mindestens ein Ventil (V). Zur Veränderung des o Ventilhubverlaufes ist erfindungsgemäß vorgesehen, die Lage des Kurvengelenkes (za) durch eine Verschiebung (Vzg) der Lage des Drehgelenks (zg) oder durch eine Verschiebung (Vag) der Lage des Drehgelenks (ag) zu verändern. Die Veränderung der Lage des Kurvengelenkes (za) beschreibt sich im Bereich der Ventilrast durch eineThe center of the circle coincides with the center of rotation of the swivel joint (zg) between the intermediate member (Z) and the housing (G). The output member (A) is clearly guided in the housing (G) in a swivel joint (ag) and transmits the movement to at least one valve (V). To change the course of the valve stroke, the invention provides for the position of the cam joint (za) to be changed by a displacement (Vzg) of the position of the swivel joint (zg) or by a displacement (Vag) of the position of the swivel joint (ag). The change in the position of the cam joint (za) is described in the area of the valve catch by a
5 Verschiebung (Vza) des Kurvengelenkes (za) entlang des die Rast bildenden Abschnitts (Kzar) der Kontur des Zwischengliedes (Z). Die Richtung der Verschiebung (Vzg, Vag) des Drehgelenks (zg) oder des Drehgelenkes (ag) ist also die der Berührtangenten (vt) im Kurvengelenk (za) während der Ventilrast. Hierbei ist die sich ändernde tangentialen Richtung (vt) des o Rastberührpunktes im Kurvengelenk (za) zu berücksichtigen (vgl. Abbildung5 displacement (Vza) of the curved joint (za) along the section (Kzar) of the contour of the intermediate member (Z) which forms the detent. The direction of the displacement (Vzg, Vag) of the swivel joint (zg) or of the swivel joint (ag) is therefore that of the tangent tangent (vt) in the curve joint (za) during valve locking. The changing tangential direction (vt) of the o contact point in the curve joint (za) must be taken into account (see illustration
Die mit der Erfindung erzielten Vorteile ergeben sich daraus, dass alle bewegten Getriebeglieder - Nocken (N), Zwischenglied (Z) und Abtriebsglied 5 (A) - in einem Gehäuse (G) in einem Drehgelenk (ng, zg, ag) eindeutig geführt sind und die Verstellung des Ventilhubverlaufes durch eine Veränderung der Lage des Drehgelenkes (zg) zwischen dem Zwischenglied (Z) und dem Gehäuse (G) oder durch eine Veränderung der Lage des Drehgelenkes (ag) zwischen dem Abtriebsglied (A) und dem Gehäuse (G) erfolgt. In jedem Fall wird also die Lage eines Drehgelenks (zg, ag) im Gehäuse (G) bei einem Getriebeglied (Z, A) verändert, welches eine hin- und hergehende Bewegung ausführt. Dies ist konstruktiv besonders einfach zu verwirklichen. Eine Veränderung der Lage des Drehgelenkes (ng) des Nockens (N) im Gehäuse (G) ist bedeutend aufwendiger, da dieser als antreibendes Getriebeglied direkt oder indirekt mit der Kurbelwelle verbunden ist und durch eine solche Lageveränderung weitere Bauteile betroffen sind und beeinflusst werden. Durch die erfindungsgemäße Veränderung der Lage des Drehgelenkes (zg) des Zwischengliedes (Z) oder der Lage des Drehgelenkes (ag) des Abtriebsgliedes (A) sind keine weiteren Bausteile betroffen.The advantages achieved with the invention result from the fact that all moving transmission elements - cams (N), intermediate element (Z) and output element 5 (A) - are clearly guided in a housing (G) in a swivel joint (ng, zg, ag) and the adjustment of the valve stroke curve by changing the position of the swivel joint (zg) between the intermediate member (Z) and the housing (G) or by changing the position of the swivel joint (ag) between the output member (A) and the housing (G). In any case, the position of a swivel joint (zg, ag) in the housing (G) is changed in the case of a gear member (Z, A) which executes a reciprocating movement. This is structurally particularly easy to implement. A change in the position of the swivel joint (ng) of the cam (N) in the housing (G) is significantly more complex, since it is directly or indirectly connected to the crankshaft as a driving transmission element and such components change and affect other components. By changing the position of the swivel joint (zg) of the intermediate link (Z) or the position of the swivel joint (ag) of the output member (A) according to the invention, no further components are affected.
Durch die Gestaltung des Abtriebsgiiedes (A) wie bei den bekannten dreigliedrigen Nocke-Hebel-Getrieben (Schlepphebel- und Kipphebelgetriebe) können die ebenso bekannten und bestens erprobten Ausgleichselemente, welche Spiele zwischen den Getriebegliedern infolge ' fertigungsbedingter Toleranzen oder/und unterschiedlicher thermischer Verformung der Getriebeglieder ausgleichen, verwendet werden. Die erfindungsgemäße Ausführung des Getriebes ermöglicht eine direkte Kraftleitung vom Nocken (N) zum Ventil (V). Die Getriebeglieder (Z, A), die durch ihre hin- und hergehende Bewegung Massenkräfte und Massenmomente verursachen, können erfindungsgemäß klein, leicht und formsteif gestaltet werden. Die Lagerung dieser Getriebeglieder (Z, A) in Drehgelenken (zg, ag) im Gehäuse (G) kann spielarm, bzw. spielfrei und steif ausgeführt werden. Hierdurch ist eine hohe Gleichheit des Hubverlaufes der einzelnen Ventile aller Zylinder auch bei kleinen Ventilhüben und einDue to the design of the output member (A) as in the well-known three-link cam-lever gearboxes (rocker arm and rocker arm gearboxes), the equally well-known and well-tried compensating elements, which play between the gearbox members due to ' manufacturing-related tolerances and / or different thermal deformation of the gearbox members balance, be used. The design of the transmission according to the invention enables direct power transmission from the cam (N) to the valve (V). The transmission members (Z, A), which cause mass forces and mass moments due to their reciprocating movement, can be designed small, light and dimensionally stable according to the invention. The storage of these gear links (Z, A) in swivel joints (zg, ag) in the housing (G) can be carried out with little or no play and stiff. This ensures a high degree of equality of stroke of the individual valves of all cylinders even with small valve strokes and one
Betrieb bei hohen Motordrehzahlen gewährleistet.Operation at high engine speeds guaranteed.
Die erfindungsgemäße Ausführung des Getriebes ermöglicht in allenThe design of the transmission according to the invention enables in all
Gleitkontakten die Verwendung von umlauffähigen Wälzlagern oderSliding contacts the use of circulating rolling bearings or
Gleitlagern. Auf diese Weise wird die Reibleistung zum Antrieb der Ventile minimiert.Plain bearings. In this way, the friction power for driving the valves is minimized.
Alle oben genannten erfindungsgemäßen Vorteile wirken synergetisch zurAll of the above advantages according to the invention have a synergistic effect
Erreichung der oben genannten erfindungsgemäßen Aufgabe. Die erfindungsgemäße Gestaltung des Getriebes besitzt zudem den Vorteil, keinen gegenüber dem Stand der Technik erhöhten Platzbedarf zu verursachen.Achievement of the above-mentioned object according to the invention. The design of the transmission according to the invention also has the advantage of not requiring more space than in the prior art.
Patentanspruch 2 beschreibt die vorteilhafte Gestaltung des Kurvengelenkes (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A), bei welcher die kurvenbestimmende Kontur (Kzarl, Kzasl) ausschließlich am Zwischenglied (Z) angebracht ist. Am Abtriebsglied (A) wird das Kurvengelenk (za) durch einen umlauffähigen Rotationskörper (RA) gebildet (vgl. Abbildungen 2 und 3). Hierdurch wird in diesem Kurvengelenk ein Abwälzen der Kontaktpartner erreicht und die Tangentialbewegung auf die Lagerung der umlauffähigen Rolle (RA) verschoben. Durch die bei Gleitlagern bekannten Werkstoffe und Schmierverhältnisse und durch Verwendung eines kleinen Reibradius wird so die Reibung in diesem Kurvengelenk vermindert. Die erfindungsgemäße Gestaltung bietet ebenso die Möglichkeit der Verwendung eines Wälzlagers in diesem Kontaktpunkt. Auf diese Weise wird die Tangentialbewegung vollständig durch abwälzende Bewegungen ausgeführt. Ein Gleiten tritt dann in diesem Kurvengelenk (za) nicht mehr auf und die Reibung wird weiter vermindert. Die bei dieser Ausführungsform vorteilhafte Gestaltung des Getriebes zur Veränderung der Ventilhubkurve ist in den Patentansprüchen 3 und 4 beschrieben.Claim 2 describes the advantageous design of the cam joint (za) between the intermediate member (Z) and the output member (A), in which the curve-defining contour (Kzarl, Kzasl) is attached exclusively to the intermediate member (Z). The cam joint (za) on the output link (A) is formed by a rotating body (RA) that can be driven (see Figures 2 and 3). As a result, the contact partners roll around in this cam joint and the tangential movement is shifted onto the bearing of the rotatable roller (RA). Due to the materials and lubrication conditions known from plain bearings and the use of a small friction radius, the friction in this cam joint is reduced. The design according to the invention also offers the possibility of using a roller bearing in this contact point. In this way, the tangential movement is carried out entirely by rolling movements. Sliding then no longer occurs in this curve joint (za) and the friction is further reduced. The advantageous design of the transmission for changing the valve lift curve in this embodiment is described in claims 3 and 4.
In Patentanspruch 3 ist eine Lagerung des Drehgelenk (zg) zwischen dem Zwischenglied (Z) und dem Gehäuse (G) beschrieben, bei welcher zur Veränderung der Ventilhubkurve das Drehgelenk (zg) in einem Excenter im Gehäuse (G) veränderbar positioniert wird. Der Excentermittelpunkt fällt während der Ventilrast mit dem Mittelpunkt des am Abtriebsglied (A) angebrachten umlauffähigen Rotationskörpers (RA) zusammen. Eine Verdrehung des Excenters bewirkt somit eine Verschiebung (Vzgl) der Lage des Drehgelenkes (zg) entlang des Kreisbogens KbVZ (vgl. Abbildungen 2 und 3).In claim 3, a bearing of the swivel joint (zg) between the intermediate member (Z) and the housing (G) is described, in which the swivel joint (zg) is variably positioned in an eccentric in the housing (G) to change the valve lift curve. The center of the eccentric coincides with the center of the rotatable body (RA) attached to the output member (A) during the valve stop. Twisting the eccentric thus causes the position of the swivel joint (zg) to be shifted (zg) along the circular arc KbVZ (see Figures 2 and 3).
Patentanspruch 4 beschreibt eine Lagerung des Drehgelenk (ag) zwischen dem Abtriebsglied (A) und dem Gehäuse (G), bei welcher zur Veränderung der Ventilhubkurve die Lage des Drehgelenkes (ag) in einem Excenter im Gehäuse (G) veränderbar positioniert werden kann. Der Excentermittelpunkt fällt mit dem Mittelpunkt des Drehgelenkes (zg) zwischen Zwischenglied (Z) und Gehäuse (G) zusammen. Eine Verdrehung des Excenters bewirkt eine Verschiebung (Vagl) der Lage des Drehgelenkes (ag) entlang des Kreisbogens KbVAl (vgl. Abbildungen 2 und 3). Bei einer Gestaltung des Getriebes, wie in Patentanspruch 3 und 4 beschrieben wird eine Veränderung der Ventilhubkurve erreicht, ohne dass zwischen den Getriebegliedern ein Spiel erzeugt wird. Dies ist u.a. für die Erreichung einer hohen Motordrehzahl und einen geräuscharmen Betrieb erforderlich. In Patentanspruch 5 ist die vorteilhafte Gestaltung des Zwischengliedes (Z) als Kipphebel beschrieben, bei welchem die Kraftrichtung im Kurvengelenk (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A) im Wesentlichen entgegen der Kraftrichtung im Kurvengelenk (zn) zwischen dem Zwischenglied (Z) und dem Nocken (N) zeigt (vgl. Abbildung 2). Diese Ausführungsform bietet den Vorteil die Bauhöhe des Getriebes und damit des Zylinderkopfes klein zu gestalten.Claim 4 describes a bearing of the swivel joint (ag) between the output member (A) and the housing (G), in which the position of the swivel joint (ag) can be positioned in an eccentric in the housing (G) in order to change the valve lift curve. The center of the eccentric coincides with the center of the swivel joint (zg) between the intermediate member (Z) and the housing (G). Twisting the eccentric causes a displacement (Vagl) of the position of the swivel joint (ag) along the circular arc KbVAl (see Figures 2 and 3). In a design of the transmission, as described in claims 3 and 4, a change in the valve lift curve is achieved without a game being generated between the transmission members. This is necessary, among other things, to achieve a high engine speed and low-noise operation. In claim 5, the advantageous design of the intermediate member (Z) is described as a rocker arm, in which the direction of force in the curve joint (za) between the intermediate member (Z) and the output member (A) substantially opposite the force direction in the curve joint (zn) between the intermediate member (Z) and the cam (N) shows (see Figure 2). This embodiment offers the advantage of making the overall height of the transmission and thus of the cylinder head small.
In Patentanspruch 6 ist die vorteilhafte Gestaltung des Zwischengliedes (Z) als Schlepphebel beschrieben, bei welchem die Kraftrichtung imIn claim 6, the advantageous design of the intermediate member (Z) is described as a rocker arm, in which the direction of force in
Kurvengelenk (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A) im Wesentlichen gleich der Kraftrichtung im Kurvengelenk (zn) zwischen dem Zwischenglied (Z) und dem Nocken (N) ist (vgl. Abbildung 3). Diese Ausführungsform bietet den Vorteil die Kraftleitung vom Nocken (N) zum Ventil (V) direkt zu gestalten. Hierdurch werden die im Getriebe wirkenden Kräfte verkleinert. Dadurch wird eine höhere Steifigkeit des Getriebes erreicht und gleichzeitig die Reibung vermindert.Curved joint (za) between the intermediate link (Z) and the driven member (A) is essentially the same as the direction of force in the curved joint (zn) between the intermediate link (Z) and the cam (N) (see Figure 3). This embodiment offers the advantage of directly designing the power line from the cam (N) to the valve (V). As a result, the forces acting in the transmission are reduced. This achieves a higher rigidity of the gearbox and at the same time reduces the friction.
In Patentanspruch 7 ist eine weitere vorteilhafte Gestaltung des Getriebes zur variablen Betätigung der Ladungswechselventile in Hubkolbenmotoren beschrieben, welches aus einem Gehäuse (G), einem Nocken (N), einem Zwischenglied (Z) und einem Abtriebsglied (A) besteht. Der Nocken (N) ist in dem Gehäuse (G), zum Beispiel im Zylinderkopf in einem Drehgelenk (ng) umlauffähig geführt und betätigt über ein Kurvengelenk (zn) das Zwischenglied (Z), welches in einem Drehgelenk (zg) in dem Gehäuse (G) eindeutig geführt ist. Weiterhin ist das Zwischenglied (Z) mit dem Abtriebsglied (A) über ein Kurvengelenk (za) wirkverbunden. Dieses Kurvengelenk (za) weist am Abtriebsglied (A) einen eine Rast bildenden Abschnitt (Kazrl) und einen Steuerabschnitt (Kazsl) auf. Der die Rast bildende Abschnitt (Kazrl) wird durch einen Kreisbogen gebildet, dessen Kreismittelpunkt mit der Drehmitte des Drehgelenkes (zg) zwischen demIn claim 7 a further advantageous design of the transmission for variable actuation of the charge exchange valves in reciprocating engines is described, which consists of a housing (G), a cam (N), an intermediate member (Z) and an output member (A). The cam (N) is guided in a rotatable manner in the housing (G), for example in the cylinder head in a swivel joint (ng) and actuates the intermediate member (Z) via a cam joint (zn), which is connected in a swivel joint (zg) in the housing ( G) is clearly managed. Furthermore, the intermediate link (Z) is operatively connected to the driven link (A) via a cam joint (za). This The curved joint (za) has a section (Kazrl) and a control section (Kazsl) on the output member (A). The section forming the rest (Kazrl) is formed by a circular arc, the center of the circle with the center of rotation of the swivel joint (zg) between the
5 Zwischenglied (Z) und dem Gehäuse (G) zusammenfällt. Das Abtriebsglied (A) ist im Gehäuse (G) in einem Drehgelenk (ag) eindeutig geführt und überträgt die Bewegung auf mindestens ein Ventil (V). Zur Veränderung des Ventilhubverlaufes ist erfindungsgemäß vorgesehen, die Lage des Kurvengelenkes (za) durch eine Verschiebung (Vag2) der Lage des o Drehgelenks (ag) zu verändern. Die Veränderung der Lage des5 intermediate link (Z) and the housing (G) coincides. The output member (A) is clearly guided in the housing (G) in a swivel joint (ag) and transmits the movement to at least one valve (V). To change the course of the valve stroke, the invention provides for the position of the cam joint (za) to be changed by a displacement (Vag2) of the position of the swivel joint (ag). The change in the location of the
Kurvengelenkes (za) beschreibt sich im Bereich der Ventilrast durch eine Verschiebung (Vaz) des Kurvengelenkes (za) entlang des die Rast bildenden Abschnitts (Kazrl) der Kontur des Abtriebsgliedes (A). Die Richtung der Verschiebung (Vag2) des Drehgelenks (ag) ist also die der BerührtangentenCurve joint (za) describes itself in the area of the valve catch by a displacement (Vaz) of the curve joint (za) along the section (Kazrl) of the contour of the output member (A) forming the catch. The direction of the displacement (Vag2) of the swivel joint (ag) is therefore that of the tangents
5 (vt) im Kurvengelenk (za) während der Ventilrast. Die Verschiebung (Vag2) des Drehgelenkes (ag) erfolgt also entlang eines Kreisbogens um das Drehgelenk (zg) (vgl. Abbildung 4).5 (vt) in the curve joint (za) during valve locking. The displacement (Vag2) of the swivel joint (ag) thus takes place along an arc around the swivel joint (zg) (see Figure 4).
Auf diese Weise wird eine Veränderung der Ventilhubkurve erreicht, ohne dass zwischen den Getriebegliedern ein Spiel erzeugt wird. Dies ist u.a. für o die Erreichung einer hohen Motordrehzahl und einen geräuscharmen Betrieb erforderlich.In this way, a change in the valve lift curve is achieved without any play being generated between the transmission links. This includes for o to achieve high engine speed and quiet operation.
Patentanspruch 8 beschreibt die vorteilhafte Gestaltung des Kurvengelenkes (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A), bei welcher 5 die die kurvenbestimmende Kontur (Kazrl, Kazsl) ausschließlich am Abtriebsglied (A) angebracht ist. Am Zwischenglied (Z) wird das Kurvengelenk (za) durch einen umlauffähigen Rotationskörper (RZ) gebildet (vgl. Abbildung 4). Hierdurch wird in diesem Kurvengelenk ein Abwälzen der Kontaktpartner erreicht und die Tangentialbewegung auf die Lagerung der umlauffähigen Rolle (RZ) verschoben. Durch die bei Gleitlagern bekannten Werkstoffe und Schmierverhältnisse und durch Verwendung eines kleinen Reibradius wird so die Reibung in diesem Kurvengelenk vermindert. Die erfindungsgemäße Gestaltung bietet ebenso die Möglichkeit der Verwendung eines Wälzlagers in diesem Kontaktpunkt. Auf diese Weise wird die Tangentialbewegung vollständig durch abwälzende Bewegungen ausgeführt. Ein Gleiten tritt dann in diesem Kurvengelenk (za) nicht mehr auf und die Reibung wird weiter vermindert.Claim 8 describes the advantageous design of the cam joint (za) between the intermediate member (Z) and the output member (A), in which 5 the curve-defining contour (Kazrl, Kazsl) is attached exclusively to the output member (A). At the intermediate link (Z), the cam joint (za) is formed by a rotating body (RZ) that can be driven around (see Figure 4). As a result, the contact partners roll around in this cam joint and the tangential movement is shifted onto the bearing of the circulating roller (RZ). Due to the materials and lubrication conditions known from plain bearings and the use of a small friction radius, the friction in this cam joint is reduced. The design according to the invention also offers the possibility of using a roller bearing in this contact point. In this way, the tangential movement is carried out entirely by rolling movements. Sliding then no longer occurs in this curve joint (za) and the friction is further reduced.
Bei einer Veränderung der Lage des Drehgelenkes (ag) zwischen dem Abtriebsglied (A) und dem Gehäuse (G), wie in Patentanspruch 6 und 8 vorgeschlagen wird im Kurvengelenk (av) zwischen dem Abtriebsgiied (A) und dem Ventil (V) eine Bewegung vom Abtriebsglied (A) auf das Ventil (V) übertragen. Da dies zum Ventilöffnen führen würde oder unzulässiges Ventilspiel erzeugen würde, muss eine solche Bewegungsübertragung bei der Größe des Ventilspieles, und bei der Gestaltung des Geschwindigkeitsverlaufes im Bereich des Ventilspieles berücksichtigt werden, um die Ventilstartgeschwindigkeit und dieWhen changing the position of the swivel joint (ag) between the output member (A) and the housing (G), as proposed in claims 6 and 8, a movement is made in the cam joint (av) between the output member (A) and the valve (V) transferred from the output member (A) to the valve (V). Since this would lead to valve opening or would produce inadmissible valve clearance, such a transmission of movement must be taken into account in the size of the valve clearance and in the design of the speed curve in the area of the valve clearance in order to determine the valve starting speed and the
Ventilschließgeschwindigkeit in zulässigen Grenzen zu halten oder diese Bewegungsübertragung muss von einem Ventilspielausgleichselement ausgeglichen werden. In jedem der beiden Fälle ist es günstig, wenn diese Bewegungsübertragung möglichst klein ist. In Patentanspruch 9 ist die vorteilhafte Gestaltung des Abtriebsgliedes (A) und dessen Lage zum Ventil (V) und der Drehmitte (zg) derart beschrieben, dass das Kurvengelenk (av) zwischen dem Abtriebsglied (A) und dem Ventil (V) abtriebsgliedseitig im Wesentlichen als Kreisbogen (KbV) ausgeführt ist, dessen Kreismittelpunkt auf einer Geraden (gV) liegt, auf welcher ebenso die Drehmitte des Drehgelenkes (zg) zwischen Zwischenglied (Z) und Gehäuse (G) liegt und welche im Wesentlichen parallel zur Ventilbewegung verläuft (vgl. Abbildung 5 4).Keeping the valve closing speed within permissible limits or this movement transmission must be compensated by a valve lash adjuster. In each of the two cases, it is advantageous if this movement transmission is as small as possible. In claim 9, the advantageous design of the output member (A) and its position to the valve (V) and the center of rotation (zg) is described such that the cam joint (av) between the output member (A) and the valve (V) on the output member side It is essentially designed as a circular arc (KbV), the center of which lies on a straight line (gV), on which the center of rotation of the swivel joint (zg) also lies between the intermediate member (Z) and the housing (G) and which runs essentially parallel to the valve movement (cf. Figure 5 4).
In Patentanspruch 10 ist die vorteilhafte Anordnung der Getriebeglieder beschrieben, bei welcher die Einlassventile (VE1) und die Auslassventile (VA1) eines Zylinders mit nur einer Nockenwelle (WEA1) angetrieben o werden. Das Einlassventil (VE1) eines Zylinders wird über einen Nocken (NE1), ein Zwischenglied (ZE1) und ein Abtriebsglied (AE1) betätigt, das Auslassventil (VA1) dieses Zylinders wird über einen Nocken (NA1), ein Zwischenglied (ZA1) und ein Abtriebsglied (AA1) betätigt. Beide Nocken (NE1, NA1) sind auf einer Nockenwelle (WEA1) befestigt (vgl. Abbildung 5).In claim 10, the advantageous arrangement of the transmission members is described, in which the inlet valves (VE1) and the outlet valves (VA1) of a cylinder are driven with only one camshaft (WEA1). The intake valve (VE1) of a cylinder is actuated via a cam (NE1), an intermediate link (ZE1) and an output link (AE1), the exhaust valve (VA1) of this cylinder is activated via a cam (NA1), an intermediate link (ZA1) and a Output link (AA1) actuated. Both cams (NE1, NA1) are attached to a camshaft (WEA1) (see Figure 5).
5 Patentanspruch 11 beschreibt eine weitere vorteilhafte Gestaltung des oben beschriebenen Getriebes. Durch eine gezielte Anordnung der Zwischenglieder (ZE2, ZA2) mit ihrem Kurvengelenk (zne, zna) zum Nocken wird erreicht, dass der Antriebj.aller Ventile (VE2, VA2) eines Zylinders von einem Nocken (NEA) erfolgt, welcher auf einer Nockenwelle (WEA2) o befestigt ist. Der Phasenwinkel zwischen der Hubkurve des Auslassventils (VA2) und der Hubkurve des Einlassventils (VE2) ist dann gleich dem Winkel zwischen den Normalen in den Kurvengelenken (zne, zna) zwischen dem Nocken (NEA) und den beiden Zwischengliedern (ZE2, ZA2) während der Ventilrast (vgl. Abbildung 6). Durch eine Gestaltung des Getriebes, wie in5 claim 11 describes a further advantageous design of the transmission described above. Through a targeted arrangement of the intermediate links (ZE2, ZA2) with their cam joint (zne, zna) to the cam, the drive j . All valves (VE2, VA2) of a cylinder are carried out by a cam (NEA), which is attached to a camshaft (WEA2) o. The phase angle between the lift curve of the exhaust valve (VA2) and the lift curve of the intake valve (VE2) is then equal to the angle between the normals in the curved joints (zne, zna) between the cam (NEA) and the two intermediate links (ZE2, ZA2) during the valve catch (see Figure 6). By designing the gearbox as in
5 Patentanspruch 10 und 11 beschreiben wird die Zahl der Getriebeglieder pro Motor vermindert und auf diese Weise werden die Gesamtkosten gesenkt. Weitere Vorteile werden hinsichtlich des erforderlichen Bauraumbedarfs erzielt.Describe claims 10 and 11, the number of transmission members per motor is reduced and in this way the total cost is reduced. Further advantages are achieved with regard to the required installation space.
In Patentanspruch 12 ist eine vorteilhafte Ausführungsform des Getriebes beschrieben, bei welcher das Kurvengelenk (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A) in der gleichen Ebene liegt, in der die Nockenwelle (W) senkrecht steht.und in der das Kurvengelenk (zn) zwischen dem Zwischenglied (Z)~ünd dem Nocken (N) liegt (vgl. Abbildungen 1-3). Bei derartiger Gestaltung des Getriebes wird eine größtmögliche Steifigkeit des Getriebes durch direkte Kraftleitung erreicht.In claim 12 an advantageous embodiment of the transmission is described, in which the cam joint (za) between the intermediate member (Z) and the output member (A) lies in the same plane in which the camshaft (W) is vertical. And in which Curve joint (zn) lies between the intermediate link (Z) ~ and the cam (N) (see Figures 1-3). With such a design of the transmission, the greatest possible rigidity of the transmission is achieved by direct power transmission.
In Patentanspruch 13 ist eine vorteilhafte Ausführungsform des Getriebes beschrieben, bei welcher das Kurvengelenk (za) zwischen dem Zwischenglied (ZI) und dem Abtriebsglied (AI) nicht in der gleichen Ebene liegt, in der die Nockenwelle (Wl) senkrecht steht und in der das Kurvengelenk (zn) zwischen dem Zwischenglied (ZI) und dem Nocken (Nl) liegt (vgl. Abbildung 7). Eine derartige Gestaltung des Getriebes ermöglicht eine optimale Ausnutzung des vorhandenen Bausraumes.In claim 13 an advantageous embodiment of the transmission is described in which the cam joint (za) between the intermediate member (ZI) and the output member (AI) is not in the same plane in which the camshaft (Wl) is vertical and in which Cam joint (zn) lies between the intermediate link (ZI) and the cam (Nl) (see Figure 7). Such a design of the transmission enables optimal use of the existing space.
Patentanspruch 14 beschreibt eine vorteilhafte Ausführungsform des Getriebes, bei welcher von einem Nocken (N2) über genau ein Zwischenglied (Z2) über ein oder mehrere Abtriebsglieder (Ai) zwei oder mehrere Ventile (Vi) eines Zylinders betätigt werden (vgl. Abbildung 8). Auf diese Weise wird die Zahl der Getriebeglieder pro Motor vermindert und die Gesamtkosten werden gesenkt. Weiterhin wird der Konstruktionsaufwand für die VerStelleinrichtung gesenkt und der erforderliche Bauraum verkleinert. Bei der erfindungsgemäßen Gestaltung des Getriebes ist die Lage des Zwischengliedes (Z) während der Ventilrast, also wenn das Ventil geschlossen ist und keine Bewegung ausführt, kinematisch nicht eindeutig bestimmt. Durch die Verwendung einer Feder, welche am Zwischenglied (Z) angreift und sich beispielsweise am Gehäuse (G) abstützt, kann ein Moment (MF) erzeugt werden, welches den Kontakt des Zwischengliedes (Z) am Nocken (N) im Kurvengelenk (zn) sicherstellt (vgl. Abbildungen 1-3, ff). Patentanspruch 15 beschreibt die vorteilhafte Ausführungsform des Getriebes, bei welcher das Zwischenglied (Z) mittels einer Feder zum Nocken (N) der Nockenwelle (W) gedrückt wird. Wird am Zwischenglied (Z) eine Feder derart angebracht, so kann die Auslegung der Feder so erfolgen, dass diese im Wesentlichen die bewegte Drehmasse des Zwischengliedes (Z) kontrolliert und die Ventilfeder dann nur noch die bewegten Massen von Ventil (V) und Abtriebsglied (A) kontrollieren muss, da beide Federn hinsichtlich ihrer Wirkung gleichgerichtet sind. Auf diese Weise wird erreicht, dass die Kräfte in den Gelenken des Getriebes klein bleiben und die Belastung in den Gelenken kleinstmöglich wird. Weiterhin wird auf diese Weise vorteilhaft die Reibung gesenkt.,.Claim 14 describes an advantageous embodiment of the transmission in which two or more valves (Vi) of a cylinder are actuated by a cam (N2) via exactly one intermediate link (Z2) via one or more output links (Ai) (cf. Figure 8). In this way, the number of transmission links per motor is reduced and the total costs are reduced. Furthermore, the design effort for the adjustment device is reduced and the space required is reduced. In the design of the transmission according to the invention, the position of the intermediate member (Z) during the valve stop, ie when the valve is closed and does not move, is not clearly determined kinematically. By using a spring which acts on the intermediate link (Z) and is supported, for example, on the housing (G), a moment (MF) can be generated which causes the contact of the intermediate link (Z) on the cam (N) in the cam joint (zn) ensures (see Figures 1-3, ff). Claim 15 describes the advantageous embodiment of the transmission, in which the intermediate member (Z) is pressed by a spring to the cam (N) of the camshaft (W). If a spring is attached to the intermediate link (Z) in this way, the spring can be designed so that it essentially controls the moving rotating mass of the intermediate link (Z) and the valve spring then only the moving masses of valve (V) and output member ( A) must check, since both springs have the same effect. In this way it is achieved that the forces in the joints of the transmission remain small and the load in the joints is as small as possible. Furthermore, the friction is advantageously reduced in this way.
In Patentanspruch 16 ist eine Ausführungsform des erfindungsgemäßen Getriebes beschrieben, bei welchem zur Bewegungsübertragung vom Nocken (N3) der Nockenwelle (W3) auf das Zwischenglied (Z3) mindestens ein weiteres Getriebeglied (GG) zwischengeschaltet ist (vgl. Abbildung 9). Bei dieser Ausführungsform kann das Getriebe auch bei unten liegenden und bei hochgelegten Nockenwellen eingesetzt werden. Solche Anordnungen der Nockenwellen bieten den Vorteil eines besonders einfachen Motoraufbaus mit kleinem Bauraumbedarf. In claim 16 an embodiment of the transmission according to the invention is described, in which at least one further transmission member (GG) is interposed for transmitting motion from the cam (N3) of the camshaft (W3) to the intermediate member (Z3) (see Figure 9). In this embodiment, the transmission can also be used with camshafts located below and with the camshafts raised. Such arrangements of the camshafts offer the advantage of a particularly simple engine construction with a small space requirement.

Claims

Patentansprüche claims
1. Vorrichtung zur variablen Betätigung der Ladungswechselventile in Hubkolbenmotoren bestehend aus einem Gehäuse (G), einem in dem Gehäuse (G) in einem Drehgelenk (ng) gelagerten Nocken (N), dessen umlaufende Bewegung von der Kurbelwelle abgeleitet ist, einem Abtriebsglied (A), welches in dem Gehäuse (G) in einem Drehgelenk (ag) eindeutig geführt ist und die Bewegung auf das Ladungswechselventil (V) überträgt und einem Zwischenglied (Z), welches in dem Gehäuse (G) in einem Drehgelenk (zg) eindeutig geführt ist und mit dem Nocken (N) und mit dem Abtriebsglied (A) jeweils über ein Kurvengelenk (zn, za) verbunden ist, wobei das Kurvengelenk (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A) am Zwischenglied (Z) einen eine Rast bildenden Abschnitt (Kzar) und einen Steuerabschnitt (Kzas) aufweist, dessen die Rast bildender Abschnitt (Kzar) durch einen Kreisbogen gebildet wird, dessen Kreismittelpunkt mit der Drehmitte des Drehgelenkes (zg) zwischen dem Zwischenglied (Z) und dem Gehäuse (G) zusammenfällt, dadurch gekennzeichnet, dass die Lage des Kurvengelenkes (za) durch eine relative Verschiebung (Vzg, Vag) der Lage des Drehgelenks (zg) zum Drehgelenk (ag) veränderbar ist, wobei diese Lageveränderung des Kurvengelenkes (za) im Bereich der Ventilrast durch eine Verschiebung (Vza) entlang des die Rast bildenden Abschnitts (Kzar) der Kontur des Zwischengliedes (Z) beschrieben wird.1.Device for variable actuation of the charge exchange valves in reciprocating piston engines consisting of a housing (G), a cam (N) mounted in the housing (G) in a swivel joint (ng), the circumferential movement of which is derived from the crankshaft, an output member (A ), which is clearly guided in the housing (G) in a swivel joint (ag) and transmits the movement to the charge exchange valve (V) and an intermediate link (Z) which is uniquely guided in the swivel joint (zg) in the housing (G) and is connected to the cam (N) and to the driven member (A) via a cam joint (zn, za), the cam joint (za) between the intermediate member (Z) and the driven member (A) on the intermediate member (Z) has a detent-forming section (Kzar) and a control section (Kzas), the detent-forming section (Kzar) of which is formed by a circular arc, the center of the circle with the center of rotation of the swivel joint (zg) between the intermediate member (Z ) and the housing (G) coincides, characterized in that the position of the cam joint (za) can be changed by a relative displacement (Vzg, Vag) of the position of the swivel joint (zg) relative to the swivel joint (ag), this change in position of the cam joint ( za) in the region of the valve catch is described by a displacement (Vza) along the section (Kzar) of the contour of the intermediate member (Z) forming the catch.
2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das Kurvengelenk (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A) durch einen am Abtriebsglied (A) angebrachten umlauffähigen Rotationskörper (RA) und durch eine Kurve (Kzarl, Kzasl) am Zwischenglied (Z) gebildet wird.2. Device according to claim 1, characterized in that the cam joint (za) between the intermediate member (Z) and the output member (A) by one attached to the output member (A) viable rotational body (RA) and is formed by a curve (Kzarl, Kzasl) on the intermediate member (Z).
3. Vorrichtung nach den Ansprüchen 1 und 2, dadurch gekennzeichnet, dass zur Veränderung der Ventilhubkurve die Lage des Drehgelenkes (zg) zwischen Zwischenglied (Z) und Gehäuse (G) entlang eines Kreisbogens (KbVZ) veränderbar ist, dessen Kreismittelpunkt mit der Drehmitte des am Abtriebsglied (A) angebrachten umlauffähigen Rotationskörpers (RA) während der Ventilrast zusammenfällt.3. Device according to claims 1 and 2, characterized in that to change the valve lift curve, the position of the swivel joint (zg) between the intermediate member (Z) and housing (G) along an arc (KbVZ) can be changed, the center of the circle with the center of rotation of the attached rotating body (RA) attached to the output member (A) while the valve stop collapses.
4. Vorrichtung nach den Ansprüchen 1 und 2, dadurch gekennzeichnet, dass zur Veränderung der Ventilhubkurve die Lage des Drehgelenkes (ag) zwischen dem Abtriebsglied (A) und dem Gehäuse (G) entlang eines Kreisbogens (KbVAl) veränderbar ist, dessen Kreismittelpunkt mit der Drehmitte des Drehgelenkes (zg) zwischen dem Zwischenglied (Z) und dem Gehäuse (G) zusammenfällt.4. Device according to claims 1 and 2, characterized in that to change the valve lift curve, the position of the swivel joint (ag) between the output member (A) and the housing (G) along a circular arc (KbVAl), the center of which can be changed with the Center of rotation of the swivel joint (zg) between the intermediate member (Z) and the housing (G) coincides.
5. Vorrichtung nach den Ansprüchen 1-4, dadurch gekennzeichnet, dass das Zwischenglied (Z) im Wesentlichen als Kipphebel ausgebildet ist.5. Device according to claims 1-4, characterized in that the intermediate member (Z) is essentially designed as a rocker arm.
6. Vorrichtung nach den Ansprüchen 1-4, dadurch gekennzeichnet, dass das Zwischenglied (Z) im Wesentlichen als Schlepphebel ausgebildet ist.6. Device according to claims 1-4, characterized in that the intermediate member (Z) is essentially designed as a rocker arm.
7. Vorrichtung zur variablen Betätigung der Ladungswechselventile in Hubkolbenmotoren bestehend aus einem Gehäuse (G), einem in dem Gehäuse (G) in einem Drehgelenk (ng) gelagerten Nocken (N), dessen umlaufende Bewegung von der Kurbelwelle abgeleitet ist, einem Abtriebsglied (A), welches in dem Gehäuse (G) in einem Drehgelenk (ag) eindeutig geführt ist und die Bewegung auf das Ladungswechselventil (V) überträgt und einem Zwischenglied (Z), welches in dem Gehäuse (G) in einem Drehgelenk (zg) eindeutig geführt ist und mit dem Nocken (N) und mit dem Abtriebsglied (A) jeweils über ein Kurvengelenk (zn, za) verbunden ist, wobei das Kurvengelenk (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A) einen eine Rast bildenden Abschnitt und einen Steuerabschnitt aufweist, dadurch gekennzeichnet, dass der die Rast bildende Abschnitt des Kurvengelenkes (za) von einer Kurve (Kazrl) am7. Device for variable actuation of the charge exchange valves in reciprocating piston engines consisting of a housing (G), a cam (N) mounted in the housing (G) in a swivel joint (ng), the circumferential movement of which is derived from the crankshaft, one Output member (A), which is clearly guided in the housing (G) in a swivel joint (ag) and transmits the movement to the charge exchange valve (V) and an intermediate member (Z), which is in the housing (G) in a swivel joint (zg ) is clearly guided and is connected to the cam (N) and to the driven member (A) via a cam joint (zn, za), the cam joint (za) between the intermediate member (Z) and the driven member (A) Has locking section and a control section, characterized in that the locking section of the curve joint (za) from a curve (Kazrl) on
Abtriebsglied (A) gebildet wird, welche ein Kreisbogen ist, dessen Kreismittelpunkt mit der Drehmitte des Drehgelenkes (zg) zusammenfällt und dass die Lage des Kurvengelenkes (za) durch eine Verschiebung (Vag2) der Lage des Drehgelenks (ag) veränderbar ist, wobei diese Lageveränderung der Lage des Kurvengelenkes (za) imOutput member (A) is formed, which is a circular arc, whose center of circle coincides with the center of rotation of the swivel joint (zg) and that the position of the cam joint (za) can be changed by a displacement (Vag2) of the position of the swivel joint (ag), this Change in position of the position of the curve joint (za) in
Bereich der Ventilrast durch eine Verschiebung (Vaz) entlang des die Rast bildenden Abschnitts (Kazrl) der Kontur des Abtriebsgliedes (A) beschrieben wird.Area of the valve latch is described by a displacement (Vaz) along the section (Kazrl) of the contour of the output member (A) forming the latch.
8. Vorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass das Kurvengelenk (za) zwischen dem Zwischenglied (Z) und dem Abtriebsglied (A) am Zwischenglied (Z) durch einen umlauffähigen Rotationskörper (RZ) gebildet wird.8. The device according to claim 7, characterized in that the cam joint (za) between the intermediate member (Z) and the driven member (A) on the intermediate member (Z) is formed by a rotatable body (RZ).
9. Vorrichtung nach den Ansprüchen 6 - 8, dadurch gekennzeichnet, dass das Kurvengelenk (av) zwischen dem Abtriebsglied (A) und dem Ventil (V) abtriebsgliedseitig im Wesentlichen durch einen Kreisbogen (KbV) gebildet wird, dessen Kreismittelpunkt auf einer Geraden (gV) liegt, auf welcher die Drehmitte des Drehgelenkes (zg) zwischen dem Zwischenglied (Z) und dem Gehäuse (G) liegt und welche im Wesentlichen parallel zur Ventilbewegung verläuft.9. Device according to claims 6-8, characterized in that the cam joint (av) between the output member (A) and the valve (V) on the output member side essentially by a circular arc (KbV) is formed, the center of its circle lies on a straight line (gV) on which the center of rotation of the swivel joint (zg) lies between the intermediate member (Z) and the housing (G) and which runs essentially parallel to the valve movement.
55
10. Vorrichtung nach den Ansprüchen 1-9, dadurch gekennzeichnet, dass das Einlassventil (VE) eines Zylinders über einen Nocken (NE), ein Zwischenglied (ZE) und ein Abtriebsglied (AE) und das Auslassventil (VA) dieses Zylinders über einen Nocken (NA), ein Zwischenglied (ZA) o und ein Abtriebsglied (AA) betätigt wird und dass Nocken (NE, NA) auf einer Nockenwelle (WEA1) befestigt sind.10. Device according to claims 1-9, characterized in that the inlet valve (VE) of a cylinder via a cam (NE), an intermediate member (ZE) and an output member (AE) and the outlet valve (VA) of this cylinder via a cam (NA), an intermediate member (ZA) o and an output member (AA) is actuated and that cams (NE, NA) are attached to a camshaft (WEA1).
11. Vorrichtung nach Anspruch 10, dadurch gekennzeichnet, dass die Zwischenglieder (ZE, ZA) zur Betätigung der Ein= und Ausiassventile11. The device according to claim 10, characterized in that the intermediate elements (ZE, ZA) for actuating the inlet and outlet valves
5 (VE, VA) eines Zylinders von genau einem Nocken (NEA) einer5 (VE, VA) of a cylinder of exactly one cam (NEA) one
Nockenwelle (WEA2) betätigt werden.Camshaft (WEA2) are operated.
12. Vorrichtung nach den Ansprüchen 1-11, dadurch gekennzeichnet, dass das Kurvengelenk (za) zwischen dem Zwischenglied (Z) und dem o Abtriebsglied (A) in der gleichen Ebene liegt, in der die Nockenwelle (W) senkrecht steht und in der das Kurvengelenk (zn) zwischen dem Zwischenglied (Z) und dem Nocken (N) liegt.12. Device according to claims 1-11, characterized in that the cam joint (za) between the intermediate member (Z) and the o output member (A) lies in the same plane in which the camshaft (W) is vertical and in which the cam joint (zn) lies between the intermediate link (Z) and the cam (N).
13. Vorrichtung nach den Ansprüchen 1-11, dadurch gekennzeichnet, dass .5 das Kurvengelenk (za) zwischen dem Zwischenglied (ZI) und dem13. Device according to claims 1-11, characterized in that .5 the curve joint (za) between the intermediate member (ZI) and the
Abtriebsglied (AI) nicht in der Ebene liegt, in der die Nockenwelle (Wl) senkrecht steht und in der das Kurvengelenk (zn) zwischen dem Zwischenglied (ZI) und dem Nocken (Nl) liegt.Output link (AI) is not in the plane in which the camshaft (Wl) is vertical and in which the cam joint (zn) lies between the intermediate link (ZI) and the cam (Nl).
14. Vorrichtung nach den Ansprüchen 1-13, dadurch gekennzeichnet, dass 5 ein Nocken (N2) genau ein Zwischenglied (Z2) betätigt, welches über ein oder mehrere Abtriebsglieder (Ai) zwei oder mehrere Ventile (Vi) eines Zylinders betätigt werden.14. Device according to claims 1-13, characterized in that 5 a cam (N2) actuates exactly one intermediate link (Z2), which is actuated by one or more output members (Ai) two or more valves (Vi) of a cylinder.
15. Vorrichtung nach den Ansprüchen 1-14, dadurch gekennzeichnet, dass D das Zwischenglied (Z) mittels einer Feder zum Nocken (N) der15. Device according to claims 1-14, characterized in that D the intermediate member (Z) by means of a spring for the cam (N)
Nockenwelle (W) gedrückt wird.Camshaft (W) is pressed.
16. Vorrichtung nach den Ansprüchen 1-15, dadurch gekennzeichnet, dass zur Bewegungsübertragung vom Nocken (N3) der Nockenwelle (W3) auf16. The device according to claims 1-15, characterized in that for transmitting motion from the cam (N3) of the camshaft (W3)
5 das Zwischenglied (Z3) mindestens ein weiteres Getriebeglied (GG) zwischengeschaltet ist. 5 the intermediate link (Z3) at least one further transmission link (GG) is interposed.
EP02799714A 2001-12-29 2002-12-19 Device for variably actuating the gas exchange valves in reciprocating engines Expired - Lifetime EP1463874B1 (en)

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DE10164493A DE10164493B4 (en) 2001-12-29 2001-12-29 Device for the variable actuation of the charge exchange valves in reciprocating engines
DE10164493 2001-12-29
PCT/DE2002/004681 WO2003058039A1 (en) 2001-12-29 2002-12-19 Device for variably actuating the gas exchange valves in reciprocating engines

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Publication number Publication date
DE10164493B4 (en) 2010-04-08
CN1610789A (en) 2005-04-27
CA2472179A1 (en) 2003-07-17
KR100953463B1 (en) 2010-04-16
US6997153B2 (en) 2006-02-14
JP4456869B2 (en) 2010-04-28
WO2003058039A1 (en) 2003-07-17
AU2002364376A1 (en) 2003-07-24
ES2299632T3 (en) 2008-06-01
DE50211534D1 (en) 2008-02-21
DE10164493A1 (en) 2003-07-10
CN100580228C (en) 2010-01-13
US20050028766A1 (en) 2005-02-10
CA2472179C (en) 2012-03-13
MXPA04006403A (en) 2005-05-27
KR20040072685A (en) 2004-08-18
EP1463874B1 (en) 2008-01-09
JP2005514553A (en) 2005-05-19
ATE383499T1 (en) 2008-01-15

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