EP1875047B1 - Moteur a combustion interne a commande de soupape variable - Google Patents

Moteur a combustion interne a commande de soupape variable Download PDF

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Publication number
EP1875047B1
EP1875047B1 EP06724389A EP06724389A EP1875047B1 EP 1875047 B1 EP1875047 B1 EP 1875047B1 EP 06724389 A EP06724389 A EP 06724389A EP 06724389 A EP06724389 A EP 06724389A EP 1875047 B1 EP1875047 B1 EP 1875047B1
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EP
European Patent Office
Prior art keywords
valve
valvetrain
axis
connecting rod
crank
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EP06724389A
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German (de)
English (en)
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EP1875047A1 (fr
Inventor
Uwe Eisenbeis
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Individual
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Individual
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • 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
    • 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
    • F01L2800/06—Timing or lift different for valves of same cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/08—Timing or lift different for valves of different cylinders
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values

Definitions

  • the present invention relates to an internal combustion engine, in particular to an internal combustion engine with valve train.
  • the invention relates to an internal combustion engine with valve train with variable valve timing.
  • valve trains In internal combustion engines usually valve trains are used, which generate a valve lift with a fixed lifting height and stroke duration by means of a camshaft. The volume flow of the admitted air-fuel mixture is controlled by a throttle valve.
  • a valvetrain is associated with disadvantages relating to an optimal adaptation to different load ranges of the internal combustion engine. Such disadvantages can be partially avoided by a variable valve lift valve train.
  • Valve spools with variable valve lift are known in the art.
  • the "Valvetronic” system from BMW is, for example, a valve train with a variable valve lift, which is used in vehicle production. It allows a variable adjustment of the valve lift and the duration of the valve opening depending on a number of driving parameters such. the speed and the position of the throttle lever or pedal.
  • variable stroke valve trains are known for low-overhead-cam engines.
  • bottom camshaft engines generally suffer from many disadvantages, especially in the high engine speed range. For example, they generally have to move a relatively large mass when opening and closing the valve.
  • EP 1 350 928 a device for continuously varying the valve lift in internal combustion engines.
  • a linear cam is inserted far or less far from an actuator between two rollers, wherein one roller is movable in the sense of the valve lift.
  • a lift curve on a roller, mounted in a drag lever or other actuator towards the valve triggers the valve lift.
  • valvetrain for an internal combustion engine is in US 5,357,915 described.
  • the valve train described there allows to change the valve timing and the valve lift of the intake and exhaust valves, which are driven by rocker arms and overhead camshafts.
  • PCT 2002/053881 describes a variably adjustable mechanical valve train for a provided with a closing spring gas exchange valve on a reciprocating internal combustion engine, with a drive means for generating a force acting against the force of the closing spring on the gas exchange valve lifting movement and arranged between the drive means and the gas exchange valve Hubübertragungssch on the gas exchange valve acts in the direction of its axis of motion and the stroke in the direction of the movement axis via an adjustable guide element is variable and which is formed by a pivot member which acts with its acting in the direction of the movement axis end of the gas exchange valve and its end facing away from the gas exchange valve with the drive means is connected and guided back and forth on the formed as a control cam guide element.
  • FR I 284 700 further describes a valve train for internal combustion engines, which allows to automatically change the duration of the valve opening and the stroke of the valves to adapt to the rotational speed.
  • a valve train for a motor according to EP 1,515,008 is constructed as follows: An intermediate rocker is mounted between a rocker cam surface and a rocker surface of a rocker arm. By moving contact points, an opening duration and an opening height of the valve can be set continuously.
  • DE 23 35 634 relates to a valve timing for internal combustion engines, comprising a drive shaft, means for converting the rotational movement into a valve-actuated pivoting movement and means for changing the valve lift as a function of the speed and the load of the internal combustion engine.
  • US 6,684,832 describes a valve train of an internal combustion engine, which makes it possible to change the stroke and the opening and closing angle.
  • the camshaft is not fixedly mounted on the cylinder head, but it oscillates about an axis, and by this oscillation valve lift and duration of the valve opening are changed.
  • valve trains are, however, with various disadvantages, e.g. in terms of their space, their weight, their susceptibility to wear and restrictions on the variability of their valve control.
  • the present invention seeks to alleviate at least some of the above problems. Furthermore, the present invention seeks to provide an internal combustion engine having good engine performance, wear, and / or other aspects. The object is achieved by an internal combustion engine according to independent claim 1.
  • the internal combustion engine has a valve drive arranged in the region of the cylinder head for actuating a valve, wherein the valve drive has a first drive means, which is rotatable about a first rotation axis, a connecting rod, with a first connecting rod joint and a second connecting rod joint, and a guide element for guiding the connecting rod , which is pivotable about a guide axis.
  • the connecting rod is articulated with its first connecting rod joint on the first drive means and is articulated with its second Pleuelgelenk on the guide element.
  • a position of the first axis of rotation is variable with respect to the cylinder head.
  • the connecting rod and the guide element are components of a transmission, which is coupled to the first drive means to convert a rotational movement of the first drive means in a lifting movement for actuating the valve.
  • the connecting rod makes it possible to convert the rotational movement of the first drive means into a lifting movement, by means of which the valve is actuated. Due to the guide element, an undesired pivoting of the connecting rod about the first Pleuelgelenk be avoided, whereby a targeted power transmission from the connecting rod to the valve can be achieved. Also, this can reduce the susceptibility to wear of the valve train. Furthermore, the fact that the position of the first axis of rotation is variable, an additional degree of freedom of the valve train is created, which can be used to change various properties of the valve train.
  • valve drive comprises a second drive means for transmitting a rotational movement to the first drive means, wherein the second drive means is preferably arranged in the region of the cylinder head.
  • the second drive means is rotatable about a second axis of rotation.
  • the valve drive comprises a push element for transmitting a stroke movement of the connecting rod for actuating the valve, wherein the push element is attached to the connecting rod or on the guide element or hinged thereto.
  • the pressing member is rotatably or pivotally mounted.
  • the pressing element is a roller.
  • a transmission element is in mechanical, preferably in releasable, mechanical contact with the pusher element.
  • the transmission element allows to transmit a pressing force exerted by the pressing member for valve actuation.
  • a desired valve lift curve can be approximated.
  • the transmission element is biased by a force element, for example a spring or a spring-like element, in the direction of the valve.
  • a force element for example a spring or a spring-like element
  • a fixed stop defines a maximum deflection of the transmission element.
  • the maximum deflection defined in this way is preferably directed away from the valve. It is also preferred that the fixed stop is arranged stationarily in the cylinder head. Furthermore, it is preferred that the stop is adjustable. By the stop, an undesirable mechanical play of the transmission element can be limited.
  • the transmission element is a lever which is pivotable about a lever axis; particularly preferably, the lever is one-armed.
  • the transmission element has a valve rear surface for the actuation of the valve or for the mechanical contact of the valve.
  • the valve rear surface allows to transmit a pressing force generated by the pressing element to the valve.
  • a movement of the pressing element in the direction of the lever axis or a sliding or rolling of the pressing element along a pressure surface of the lever towards the lever axis causes the valve to open.
  • the valve is an inlet valve.
  • the internal combustion engine comprises a second inlet valve, wherein both valves are preferably assigned to the same piston chamber.
  • the valve train is preferably equipped so that both valves are operated in the same or similar manner, so that, for example, a same or a similar valve lift or a similar or a similar valve lift curve is generated.
  • the second inlet valve for example, an improved supply with air-fuel mixture and thus an increase in engine power can be achieved.
  • variable size changeable by changing the position of the first axis of rotation, a valve lift curve or a valve lift curve is provided variable size changeable.
  • a valve lift size and / or an opening duration of the valve can thereby be changed.
  • the opening duration is based on the engine cycle and is thus defined, for example, with respect to the angle of rotation of the crankshaft.
  • a variable eg a load-dependent control of the valve actuation can be achieved.
  • the first drive means is rotatable in synchronism with an engine cycle of the internal combustion engine so that there is a phase relationship between the rotation angle of the first drive means and a phase angle of the engine cycle.
  • the phase relationship is changeable.
  • a phase of the Ventilhubverlaufs relative to the engine cycle of the internal combustion engine changeable.
  • there is an angular relationship between the rotational angle of the first drive means and half the rotational angle of the engine crank of the internal combustion engine and by changing the position of the first rotational axis, the angular relationship between the rotational angle of the first drive means and the half rotational angle of the engine crank of the internal combustion engine is variable ,
  • the pressing element is guided on a guideway.
  • the guideway of the pressing element is changeable by changing the position of the first axis of rotation.
  • changing the position of the first axis of rotation is pivoting the first axis of rotation about a pivot axis.
  • the pivot axis is simultaneously the second rotation axis.
  • the valve drive comprises a pivot drive for pivoting the first drive means.
  • the swivel drive includes a swivel drive gear rotatable about a third axis of rotation and a swivel drive gear segment engaged with the swivel drive gear.
  • the swivel drive tooth segment is rigidly connected to a pivoting part, in which the first drive means is mounted. Thereby, a stable mounting of the first drive means can be achieved.
  • valvetrain comprises a worm wheel or worm gear meshing with the slew drive sprocket for driving the slew drive sprocket.
  • the third axis of rotation also forms the lever axis of the lever. This arrangement allows a compact design of the valve train.
  • the connecting rod and the guide element are links of a linkage, preferably links of a preferably planar swivel chain, and more preferably members of a four-link swivel chain.
  • valve is an inlet valve
  • second drive means also actuates an outlet valve
  • a maximum lift height of the valve is at least 5 mm, preferably at least 7 mm, more preferably at least 10 mm, particularly preferably at least 12 mm and very particularly preferably at least 15 mm.
  • the internal combustion engine according to the invention can be used particularly advantageously in devices or vehicles with high engine speeds, for example in motorcycles, be used. It can also be used for example in passenger cars, trucks, aircraft or watercraft.
  • the valve train can be according to a preferred aspect of the invention in an active subsystem, which is positively connected to the first drive means, and in a passive subsystem, which is only positively connected to parts of the active system, divide.
  • the valve and optionally the transmission element are preferably assigned to the passive subsystem. Due to the non-positive connection, it is possible to design the valve train so that a certain valve clearance is possible, and that manufacturing tolerances and thermal expansion can be compensated.
  • FIG Fig. 1 An embodiment of an internal combustion engine 1 according to the invention with valvetrain 2 is shown in FIG Fig. 1 shown in a lateral cross-section.
  • the hatched area 3 represents the cylinder head; also the rigidly mounted structures 3a, 3b represent parts of the cylinder head. Not shown in Fig. 1 are further arranged below the cylinder head 3 parts of the internal combustion engine 1, such as combustion chamber, reciprocating piston and crankshaft, which are arranged in a conventional manner.
  • the valve train 2 is in the upper part of the Fig. 1 shown.
  • the valve train 2 includes a drive system 10 and a transmission 4.
  • the drive system 10 provides a rotational movement.
  • the rotational movement preferably runs synchronously with the engine cycle of the internal combustion engine, so that a full rotation corresponds to a whole engine cycle, and particularly preferably it is driven by the crankshaft of the internal combustion engine 1.
  • the transmission 4 transmits the rotational movement of the drive system in a lifting movement for actuating the valve 70. Under an operation of the valve in this case is a lifting movement of the Valve 70 which opens or closes the valve 70, preferably in synchronism with the engine cycle.
  • the drive system 10 includes a drive gear 22, a valve crank gear 12, and a valve crank 16.
  • the drive gear 22 is fixedly mounted in the cylinder head 3b rotatable about a drive axis 24.
  • the valve crank gear 12 is rigidly connected to the valve crank 16.
  • the valve crank 16 and the valve crank gear 12 are rotatably supported about a valve crank axle 14.
  • axis is to be understood as meaning a geometric axis or a rotation axis.
  • the storage of the valve crank 16 is in Fig. 1 not shown.
  • each suitable for a camshaft drive mechanism is also suitable for the drive gear 22, such as a gearbox, chain drive, sprocket, timing belt, gear or spur gear.
  • the drive gear 22 is driven by a crankshaft of the internal combustion engine 1.
  • the drive is synchronous to the engine cycle, ie a full revolution of the drive gear 22 corresponds to an engine cycle. In a four-stroke engine this is the case when the ratio between crankshaft and drive gear is 2: 1.
  • the drive gear 22 is engaged with the valve crank gear 12.
  • the transmission ratio between the drive gear 22 and valve crank gear 12 is 1: 1.
  • the valve crank gear is driven in synchronism with the engine cycle.
  • the engagement of these and other gears is shown partially offset from each other. Nevertheless, the figures are to be understood that the teeth of one gear engage in the recesses of the other gear.
  • Fig. 1b is a schematic top view of in Fig. 1
  • the valve crank 16 includes a journal 16a disposed along and rotatable about the valve crank axle 14, a crankpin 16b disposed parallel and eccentric to the valve crank axle 14, and a cheek 16c that surrounds the valve crank 16 Bearing 16 a and the crank pin 16 b interconnects.
  • the valve crank gear 12 is rigidly secured to the bearing pin 16 a of the valve crank 16.
  • the valve crank 16 is connected to the journal 16a in FIG a pivot bearing (represented by arranged at the top and at the bottom of the valve crank 16 boxes) rotatably mounted about the valve crank axis 14.
  • a connecting rod 30 is articulated, i. connected via a hinge 34 with the valve crank 16.
  • the connecting rod 30 about a defined by the hinge 34 rotation axis about the crank pin 16b rotatable or pivotable.
  • This axis of rotation is arranged parallel and eccentric to the valve crank axis 14.
  • a preferred general aspect of the invention is illustrated, namely that the connecting rod with the connecting rod joint 34 is articulated eccentrically to the valve crank axle 14 on the valve crank 16, and / or that the connecting rod joints 34 and 36 are swivel joints.
  • balancing weights 18 are arranged on the side of the valve crank 16, which is opposite the crankpin 16b with respect to the valve crank axle 14.
  • the balancing weights 18 are generally used to partially compensate for an unbalance of the valve crank 16, which may be caused by a force transmitted from the connecting rod 30 to the valve crank 16. They are arranged with respect to the first axis of rotation with respect to the connecting rod 30 and serve to reduce an unbalance caused by the connecting rod 30 of the rotation of the valve crank.
  • Such a balance weight or counterweights may also be attached to the valve crank or drive means 16 with respect to the connecting rod in other embodiments. Preferably, they have a mass to reduce the unbalance caused by the connecting rod 30, the rotation of the drive means 16 by about 40%, 50%, 70% or 100%, or to reduce the imbalance by a proportion in an interval between two of these percentages lies.
  • the arrangement and function of the balance weights 18 are analogous to the arrangement and function of counterbalance weights of the engine crankshaft, which are known in the art. In particular, it is desirable to arrange two balancing weights 18 symmetrically about the connecting rod in order to avoid an undesirable free mass moment.
  • the balance weights 18 are secured to the bearing pin 16a of the valve crank.
  • the balance weights can also be used in other ways on the Valve crank 16 or be attached to the valve crank gear 12.
  • a balance weight may also be arranged on the valve crank gear 12.
  • the connecting rod 30 additionally comprises a second joint or connecting rod eye 36 and a connecting rod or connecting rod body which rigidly connects the first joint 34 and the second joint 36.
  • the connecting rod 40 generally (ie, independently of the described embodiment) has a short length, i. a length of less than 10cm, preferably less than 5cm.
  • the length of the connecting rod here is to be understood as meaning the distance between the first and the second connecting rod joints 34 and 36 or between an axis defined by the first connecting rod joint 34 and an axis defined by the second connecting rod joint 36.
  • the short length of the connecting rod 30 allows an efficient use of space and in particular a low overall height of the valve train 2 and an advantageous transmission of the transmission 4th
  • the connecting rod is articulated with its second joint 36 to a guide element 60.
  • the connecting rod 30 is pivotally connected to the guide member 60 about a joint axis defined by the hinge 36.
  • the guide member 60 is further pivotally mounted about a guide axis 66.
  • the bearing of the guide member 60 is fixedly arranged in the cylinder head 3a.
  • the valve train 2 comprises a four-link planar coupling mechanism or a four-link rotary link chain.
  • the joints preferably comprise the drive axle 24, the guide axle 66, the first connecting rod joint 34, and the second connecting rod joint 36.
  • the swivel chain comprises the following links: First, the connection between the guide axle 66 and the drive axle 24 (through the cylinder head 3); second, the connection between the drive axle 24 and the suspension the connecting rod 30 at its first joint 34 (through the valve crank 16 and the crank pin 16c of the valve crank 16); thirdly, the connection between the first joint 34 and the second joint 36 of the connecting rod 30 (through the connecting rod 30); and fourthly, the connection between the second hinge 36 of the connecting rod 30 and the guide shaft 66 (through the guide member 60).
  • All elements of the swivel chain described above are positively connected with each other, i. there is no independent movement of the elements against each other possible, or is no independent movement of the elements against each other possible, which significantly influences the valve lift.
  • the angle of rotation of the valve crank 16 is the only essential degree of freedom of movement of the rotary link chain.
  • the movement or the geometric arrangement of the connecting rod 30 and guide element 60 is determined by the angle of rotation of the valve crank 16.
  • a roller 40 is shown.
  • the roller is rotatably attached to the hinge of the second connecting rod 36 with the guide member 60.
  • the connection between the roller 40, connecting rod 30 and guide member 60 is effected by a rigidly connected to the guide member 60 transmission pin on which both the connecting rod 30 and the roller 40 are rotatably mounted or pivotable about the axis defined by the connecting rod 36 axis.
  • the position or the movement of the roller 40 (apart from a rotational movement of the roller 40 about its roll axis) by the rotation angle of the valve crank 16 is fixed.
  • the roller or the pressing member 40 is moved on a guide track 68 by the rotational movement of the valve crank or the drive means 16.
  • the guideway preferably defines a position of the pressing element 40 as a function of the angle of rotation of the drive means 16.
  • the guideway 68 is particularly preferred by the shape and by the geometric arrangement of valve crank 16, connecting rod 30 and guide member 60 predetermined.
  • the guideway 68 is located on a circular segment about the guide axis 66, which passes through an upper and a lower reversal point (circles shown in dashed lines at the upper and at the lower end of the guide curve 68).
  • the valve train from Fig. 1 also includes a transmission lever or a rocker arm 50 which is pivotally mounted about a finger follower shaft 52.
  • a rolling surface 54 is mounted, along which the roller 40 can roll.
  • the term "roll” is to be understood that it can always include a roll-sliding, ie in general, the roller 40 will rotate during its movement along the rolling surface 54 about its roll axis, but the rotation may be such that Also, a partial sliding movement of the roller 40 along the rolling surface 54 takes place. As a result, friction losses can be minimized. This is possible in particular by largely dispensing with sliding elements in favor of rolling elements. Also, less critical conditions to the lubrication of the valve train. 2
  • the cam follower 50 is in Fig. 1 pressed against the roller 40, so that a positive connection between the cam follower 50 and roller 40 prevails.
  • a maximum deflection of the drag lever 50 toward the roller 40 is predetermined by a holding element 57, so that the roller 40 can lift off the drag lever 50, if the roller 40 is further moved away from the drag lever 50 as it corresponds to this maximum deflection.
  • a position of the roller 40 indicates a pivotal position of the drag lever 50.
  • the pivot position of the drag lever 50 is ultimately determined by the angle of rotation of the valve crank 16.
  • the exact relation between the angle of rotation of the valve crank 16 and the pivot position of the finger lever 50 depends on the one hand on the shape of the guide track 68 of the roller 40 and on the other hand from the contour of the rolling surface 54 of the finger lever 50.
  • a valve 70 is shown.
  • the valve 70 comprises a cylindrical valve stem and a valve disc.
  • the valve 70 is seated on a valve seat 76 in the cylinder head and is thus shown in the closed position.
  • the valve 70 is connected via a spring plate 74 with a valve spring 72; the valve spring 72 is mounted in the cylinder head and pushes the valve 70 in a closing direction (ie upward in FIG Fig. 1 ).
  • the valve 70 is actuated by being pushed down by a lifting movement against the force of the valve spring 72 along the valve axis (dashed line) and thus opened, and then being closed again by a lowering movement along the valve axis.
  • the valve contacts with its valve stem via a setting element 71 the drag lever 50.
  • the drag lever 50 is arranged so that it can open the valve 70, i. can push in an opening direction.
  • the valve 70 as long as it is open, with the force of the valve spring 72 pressed against the cam follower 50.
  • the non-positive connection arises both zeischen valve 70 and cam follower 50 and between cam follower 50 and roller 40.
  • the valve spring 72 can not force fit between the valve 70 and rocker arm 50 and between rocker arms 50 and roll 40 produce.
  • the holding member 57 is arranged so that it approximately defines the deflection as the maximum deflection of the drag lever 50, which corresponds to the closing of the valve 70.
  • the drag lever 50 and the adjusting element 71 can not lift off the valve stem, even if the valve 70 is closed and there is no adhesion between the valve 70 and rocker arm 50.
  • the height of the adjusting element 71 can be adjusted.
  • the adjustment element 71 is selected from a selection of elements with different heights.
  • the adjusting member 71 is inserted in the finger lever 50 so that it is easily interchangeable.
  • the height of the adjusting element 71 should still allow a certain valve clearance, which is desirable or necessary to thermal expansion and / or To compensate for manufacturing tolerances of the components.
  • the adjusting element 71 can be realized by various other elements, in particular by a screw on the valve stem or by a hydraulic element (hydraulic tappet).
  • valve train 2 is arranged in the region of the cylinder head 3, as exemplified in FIG Fig. 1 is shown.
  • valve crank 16 in principle (ie, in at least one possible position of the axis of rotation 14 or in at least one pivotal position of a swing frame 80, as in eg Fig. 3 is shown) is mounted on the cylinder head side with respect to the interface between the engine block and the cylinder head.
  • valvetrain 2 corresponds to an overhead camshaft valvetrain, with the valve crank 16 corresponding to the camshaft.
  • valve crank 16 is rotated as follows by means of the drive gear 22 and the valve crank gear 12 in synchronism with the engine timing.
  • a rotary movement of the valve crank 16 about the axis 14 causes a lifting movement of the connecting rod 30.
  • the lifting movement of the connecting rod 30 in turn causes a pivoting movement of the guide member 60 about the guide axis 66.
  • the Roller 40 periodically reciprocates along guideway 68 (see FIG. Fig. 4 ) emotional.
  • the roller 40 is in frictional contact with the rolling surface 54 of the finger lever 50 and rolls on the roller surface 54 from.
  • the roller 40 presses the rocker arm 50 down and thus forces a pivoting movement of the rocker arm 50 toward the valve 70th
  • the path of the roller 40 is determined along the guideway 68. Due to the frictional connection between roller 40 and rocker arm 50, each position of the roller 40 on its guideway 68 is associated with a specific deflection of the rocker arm 50. This assignment results from the contour shape of the rolling surface 54 in relation to the guide track 68.
  • the finger follower 50 transmits the pressing force received from the roller 40 to the valve 70, thereby pushing the valve 70 in an opening direction.
  • a counterforce to this force is generated by the valve spring 72. Against this force, the valve train 2 and the drive system 10 of the valve train work.
  • the valvetrain 2 assigns a rotational angle of the valve crank 16 at a given time of the engine cycle; this in turn determines a position of the roller 40 along its guide track 68; this in turn determines a pivot position of the rocker arm 50; this in turn determines an associated valve lift of the valve 70.
  • the valve train 2 assigns a valve lift at each point in the engine cycle.
  • the valve train 2 can be divided into an active subsystem and a passive subsystem as described above.
  • the active subsystem can be characterized in that the state of motion of the active subsystem is essentially determined by the state of movement of the valve crank 16, ie by a rotational angle of the valve crank 16 and by the position of the valve crankshaft 14.
  • the passive subsystem can be characterized by the fact that the state of motion of the passive subsystem is adjacent to the passive subsystem Moving state of the valve crank 16 has more essential degrees of freedom that can affect the valve lift.
  • the division into an active and optionally a passive subsystem represents a preferred general aspect of the invention via the embodiment shown, the valve crank 16 or the first drive means, the connecting rod 30 and the guide element 60 being particularly preferably associated with the active subsystem.
  • the roller or the pressing element 40 is preferably associated with the active subsystem.
  • the rotational movement of the roller 40 represents a degree of freedom independent of the state of movement of the valve crank 16, this is not essential for the valve drive in the sense that it does not significantly affect the valve lift.
  • the valve 70 and optionally the drag lever or the transmission element 50 is preferably associated with the passive subsystem, since these elements are only positively connected to the active subsystem. Therefore, in principle, they indicate further degrees of freedom of movement which, for example, could lead to a release of the frictional connection at extremely high speeds.
  • the passive system be arranged such that the adhesion at the rotational speeds for which the engine 1 is designed is largely maintained. As a result, valve flutter can be largely avoided.
  • the masses accelerated by the valve spring 72 or the masses of the passive subsystem are less than 200 g, preferably less than 100 g. Depending on the design of the valve train and the materials used, these materials can be reduced to 90g, up to 60g or even up to 50g.
  • a reduction of the weight to the lower mentioned weight limit is possible, for example, by using titanium or steel sheet for the valve, aluminum or steel for the spring plate, by using a pneumatic spring as a valve spring.
  • An additional weight saving can be achieved by the valve is realized as a hollow shaft valve.
  • the mass to be moved by spring force of a valve spring may be limited to the mass of the valve 70, the valve spring 72, or a portion (typically half) of the mass of the valve spring 72, the spring plate 74, and the rocker arm 50.
  • valve lift curve 90 solid curve
  • the valve lift is shown as a function of a time or a phase of the engine cycle.
  • the valve lift is in this case the stroke deflection of the valve 70 along the valve axis in comparison to the Veschluß ein the valve 70 in the valve seat 76.
  • the valve lift of Fig. 2 is exemplary and not based on in Fig. 1 embodiment has been calculated. However, it has the same qualitative features as the valve lift of the valve train of Fig. 1 on.
  • valve closure phase 93 the valve crank 16 is rotated about the axis 14 such that the roller 40 is away from the follower lever 50, i. that the roller 40 does not touch the rolling surface 54.
  • the valve 70 is thus closed, i. it is pressed by the valve spring 72 into the valve seat 76 so that there is no valve lift.
  • valve opening 94 follows an opening phase 95, which consists of an opening phase 95a with a small valve lift and a subsequent opening phase 95b with rapid increase in stroke.
  • opening phase 95 which consists of an opening phase 95a with a small valve lift and a subsequent opening phase 95b with rapid increase in stroke.
  • time 96 of the maximum Valve lift 90a or H akt This is followed by a closing phase, which is subdivided, analogously to the opening phase, into a closing phase 97b with rapid stroke reduction and a subsequent closing phase 97a with a small valve lift.
  • a time of closing the valve 98 is followed.
  • the valve closure phase 93 is repeated.
  • the duration of the opening is the period between the opening 94 and the closing 98 of the valve.
  • a delimitation of the phases 95a and 95b or 97a and 97b with one another is possible, for example, in that the phases 95a and 97a comprise an area in which the valve lift is less than a certain percentage (eg less than 50%, 66%, or 26%). ) of the maximum adjustable lift height 92 or H max , and the phases 95b and 97b include the range in which the valve lift is above these values.
  • a certain percentage eg less than 50%, 66%, or 26%).
  • the guide track 68 of the roller 40 can be divided into different areas: a closure area during which the roller 40 lifts off the roller surface 54, and an opening area during which the roller 40 Roller surface 54 touched.
  • the opening area of the guide track 68 or the roller blind surface 54 can still be divided into further areas which are assigned to the phases 95a and 97a or 95b and 97b.
  • the phases 95a and 97a correspond to a first region and the phases 95 and 97 correspond to a second region within the opening region of the guide track 68 or on the roller surface 54.
  • Fig. 4 the part of the rolling surface on which the roller 40 strikes the roller surface 54 at the opening time 94 is designated as the impact area 54a.
  • Fig. 1 and 4 show the state of motion of the valve train upon impact of the roller on the roller surface 54, ie the opening time 94 (or - depending on the direction of rotation of the valve crank 16 - the shutter 98).
  • Ventilhubdiagramms is essentially defined by the guide track 68 of the roller 40 and, in relation thereto, by the design or the profile of the rolling surface 54.
  • a desired shape of the valve lift diagram can be achieved or approximated by a corresponding design of the roller surface 54.
  • a rapid opening of the valve is advantageous, e.g. to ensure a sufficient supply of air-fuel mixture in the combustion chamber of the engine and thus a high engine power in the upper speed range.
  • a gentle placement of the valve on the valve seat is advantageous because it can be a hard impact of the valve 70 is reduced to the valve seat and thereby causing mechanical stress on the components.
  • the area of the rolling surface, which is associated with the phases 95b and 97b is designed so that a rapid opening of the valve takes place, i. that the gradient of the valve lift is as large as possible; and on the other hand, if the area of the rolling surface associated with the phases 95a and 97a is designed to provide a gentle valve closure, i. that the gradient of the valve lift when closing the valve in phase 97a, in particular in the vicinity of the closing time 98, is as small as possible. Furthermore, it is advantageous if the impact surface 54a of the rolling surface 54, on which the roller 40 strikes at the time 94 of the valve opening, is designed so that even with certain manufacturing tolerances, a gentle impact of the roller on the impact surface 54a is ensured.
  • the position of the valve crank shaft 14 are changed.
  • the exact mechanism for this is in the valvetrain of Fig. 3 shown.
  • This is in addition to the in Fig. 1 shown elements a swing frame 80 visible.
  • the swing frame 80 consists of three rigidly interconnected parts, but a different number would also be possible. It is pivotally mounted on the cylinder head 3 about the pivot axis, which is identical to the in Fig. 1 shown drive axle 24 is.
  • the valve crank 16 is mounted in the pivot frame 80, so that pivoting of the pivot frame 80 pivoting the valve crank axis 14, ie a Changing the position of the valve crank shaft 14 along a circular path about the pivot axis 24 causes.
  • the swing frame can be held or pivoted by the pivot drive 84 in a fixed position.
  • Fig. 3 is the pivot drive 84 symbolically shown as a rod which is connected to the pivot frame 80.
  • the pivoting drive 84 should ensure sufficient stability, so that the pivoting frame 80 is held securely in a fixed pivoting position and unintentional pivoting of the pivoting frame 80 can be prevented.
  • the pivot drive 84 should ensure that the bearing of the valve crank 16 can be stably held in a fixed position relative to the cylinder head despite the forces acting thereon.
  • the swing frame 80 is preferably designed to have a high degree of rigidity.
  • the pivoting drive 84 can also in a different way than by the in Fig. 3 and 5 represented rod can be realized.
  • an alternative slew drive could include a hydraulic or pneumatic drive fixedly connected to the swing frame, or a gear drive that engages a gear segment fixed to the swing frame 80.
  • the toothed segment may in this case be mounted on an outer side or on an inner side on the pivoting frame.
  • the guide track 68 of the roller 40 is changed.
  • the guideway 68 is basically fixed by the guide element 60 on a circle segment about the guide axis 66.
  • the track of the roller 40 can be changed in the sense that a) the circle segment area swept by the roller 40 is changed by approximately the top and bottom reversal points of the roller 40 Fig. 4 and b) that the position at which the roller 40 is located on this circle segment at a given time of the engine cycle is changed.
  • One engine cycle of a four-stroke engine corresponds to one revolution of the engine crankshaft through 720 °, and a given engine cycle time corresponds to an associated phase angle passing through the range of 0 ° to 360 ° within one engine cycle, each time being a fixed point of the engine cycle, such as the upper one Piston dead center (OT) or the lower piston dead center (UT), a fixed value of the phase angle is assigned.
  • OT Piston dead center
  • UT lower piston dead center
  • phase angle may e.g. given in a four-stroke engine by a divided by 2 rotation angle of the crankshaft of the engine.
  • a given timing or phase angle of the engine cycle may be represented by a corresponding rotational angle of the drive gear 22, for example, by an angle of a mark on the drive gear 22 relative to the horizontal.
  • a point of maximum valve lift can be changed. This point is the outermost point of the roller 40 on its track in the direction of the valve opening which the roller can reach by turning the valve crank 16 about the valve crank axle 14; this point corresponds to Valve lift diagram of Fig. 2 the time 96 of the maximum valve lift.
  • a lift height 90a (see FIG. Fig. 2 ) of the valve are changed.
  • the change in the point of maximum valve lift is accompanied by a change in the area of the rolling surface 54 along which the roller 40 rolls.
  • the duration (in terms of one engine cycle, i.e., the magnitude of a corresponding phase angle interval) of the valve opening may be varied. This is preferably accompanied by a change in the duration during which the roller 40 touches the rolling surface 54.
  • a rotational angle of the valve crank 16 relative to the engine cycle may be changed.
  • a phase of the valve opening is changed relative to the engine cycle, ie the valve lift curve of Fig. 2 is shifted along the x-axis, or a given time of the valve lift curve is changed in relation to the engine cycle.
  • a given timing of the valve lift curve for example, one may define the maximum valve lift timing 96 or a time associated with a particular rotational angle of the valve crank 16.
  • valve gear changed in the following manner. As described above, the position of the valve crank axle 14 is changed along a circle segment about the drive axle 24. The angle through which the valve crank axle 14 is moved along the circle segment is denoted by ⁇ .
  • the valve lift diagram of Fig. 2 shows as a dashed curve a possible caused by a change in the position of the valve crank axle 14 away from the finger lever 50 change in the valve control. It can be seen how simultaneously a lift height 90a 'and a time of the valve opening 96' change, wherein the time of the valve opening 96 'relative to the time 96 by the amount ⁇ is changed. Furthermore, a time of opening 94 'and closing 98' and thus a duration of the valve opening of the valve change.
  • the lift height 90a, the duration 35 and the time 96 of the valve opening are selected so that the valve is opened long and wide, so that a large amount of air-fuel mixture is supplied to the combustion chamber; In this case, a high valve overlap is accepted or desired.
  • Under partial load is the lifting height 90a 'and the duration 35' and the time 96 'of the valve opening is selected so that a smaller amount of air-fuel mixture is supplied to the combustion chamber; In this case, a valve overlap is reduced or avoided.
  • fuel consumption, noise, performance and other characteristics of the engine can be adapted dynamically to the respective requirements.
  • the change in the phase 90c or the valve lift timing is coupled with the change in the lift height and the valve duration such that these quantities are adjusted with respect to the above-mentioned respective requirements under full or partial load.
  • a high liter performance can be achieved at high speed or engine load.
  • the driving at low speeds and part load can be improved: For example, a jerking of the engine can be reduced and / or the response of the engine can be improved.
  • the change in valve timing may be electronic, i. be done by an electronically controlled mechanism for changing the valve crank axle 14 which is coupled to the pivot drive 84.
  • the electronic control can be done in response to various relevant data, such as a path on the throttle or pedal or a throttle grip or pedal position, an engine speed, a driving speed.
  • the electronic control may be influenced by a traction control system, an acoustic control system, or an emission control system.
  • the electronic control of the valve train also makes it easy to implement traction control without intervention in the brake system.
  • valve drive In the case of the illustrated valve drive, the need for a throttle valve is therefore eliminated since it is possible to control the gas supply into the combustion chamber by controlling the valve drive. Since throttling losses can thus be avoided, a better engine performance, in particular in the high-performance range, can thereby be achieved.
  • valve timing can be adjusted both in terms of the performance of the engine in the upper performance range as well as in terms of exhaust emissions, fuel consumption or their acoustic compatibility.
  • this can result in high peak performances;
  • large valve lifts, long valve opening times, and large valve overlaps i.e., simultaneous opening of intake and exhaust valves
  • disadvantages in the partial load range and at low speeds can be avoided by excessive valve overlaps are avoided there.
  • a lifting height of the Ventilhubverlaufs or the valve lift curve 90 can be varied.
  • the lift height may be preferably varied over a range of lift heights ranging from 0 mm to 5 mm, preferably the interval from 0 mm to 7 mm, more preferably the interval from 0 mm to 10 mm, and particularly preferably the interval from 0 to 12mm covers.
  • valve timing curve 90c phase 90c over an angular range having an interval of 10 ° (ie 10/360 of an engine cycle or 30 ° crankshaft angle of a crankshaft of a four-stroke engine) and preferably an interval of 15 °.
  • phase 90c is possible without a separate Phasenverstellelement. This can result in advantages in terms of manufacturing costs, space, maintenance susceptibility and weight.
  • Fig. 5 shows the valve train of Fig. 3 in perspective view. Therein is the three-dimensional arrangement of in Fig. 3 visible elements visible.
  • a sprocket 26 connected to the drive gear 22 for driving the drive gear 22 through a chain which in turn is driven by the crankshaft of the engine.
  • the gear ratio of this drive is selected so that the drive gear 22 is rotatable synchronously with the engine cycle of the engine, that is, in a four-stroke engine, the gear ratio of engine crankshaft and drive gear is 2: 1.
  • valve train provides for the simultaneous operation of two valves.
  • a common connecting rod via a common connecting element 38 with two rollers 40 (only one of the rollers is visible) connected; the rollers 40 are each guided by a separate guide element 60, 60 '.
  • the guide elements 60, 60 ' are connected to the connecting element 38, either via a bearing, for example a roller bearing, or by a rigid connection.
  • a bearing for example a roller bearing, or by a rigid connection.
  • the rollers 40 are rotatably mounted; inside the connecting rod 30 is rotatably mounted on the connecting element 38. This ensures that both valves are driven synchronously.
  • valve trains can be varied in various aspects.
  • embodiments are described which, for example, as variations of in Fig. 1 to 5 shown valve trains.
  • these variations are independent of the embodiments shown there, insofar as they are equally well in combination with other embodiments, for example, with the in Fig. 6-14 shown embodiments or in still further embodiments, can be applied.
  • the gear ratio between valve crank gear 12 and drive gear 22 is not 1: 1 but is generally 1: x. It is a preferred aspect of the invention that the valve crank 16 or its corresponding rotatable drive means is rotated synchronously with the engine cycle, i. an engine cycle corresponds to one complete revolution of the valve crank 16. Therefore, the drive gear 22 should be driven in such a gear ratio to the engine crankshaft that this condition is met. In a four-stroke engine, therefore, the transmission ratio between the drive gear and the engine crankshaft should be x: 2.
  • the drive of the valve crank 16 also via a mechanism other than in Fig. 1 shown done.
  • the valve crank 16 may also be driven by another drive means common to a camshaft. It is preferred that when changing the position of the valve crank axle 14, a change in the Rotation angle or the phase of the valve crank 16 and thus the phase of the valve lift curve takes place.
  • a drive of the valve crank 16 via a chain in which engages a connected to the valve crank 16 sprocket. It must be ensured that the transmission ratio is such that one full turn of the valve crank corresponds to one engine cycle.
  • phase adjustment element In a further embodiment, other common for a valve train elements can be added. For example, it is possible to adjust the phase of the drive means 16 independently of the valve lift by means of an optional phase adjustment element.
  • valvetrain may be replaced by elements each having equivalent functionality.
  • valve crank 16 which is shown as a crankshaft
  • valve spring shown as a coil spring can also be designed as a pneumatic spring.
  • an alternative design of the drag lever 50 is possible, in which the roller 22 touches the roller surface 54 or the cam follower 50 also during the valve closure phase 93 and thus provides a fixed stop of the cam follower 50. Then, the rolling surface 54 is divided into a closure region, which corresponds to the closing phase 93 of the valve; and an opening area corresponding to opening of the valve, ie the phases 95a, 95, 97 and 97a corresponds.
  • the holding member 57 can be dispensed with; and the valve clearance of the valve must be adjusted via the valve setting element 71.
  • the drag lever 50 can be pressed by a follower lever spring in the direction of the valve 70.
  • a follower spring for example, a torsion spring, a coil spring, a hydraulic, a pneumatic or other spring can be used.
  • any other means that causes a pressing of the finger lever 50 in the direction of the valve 70 may be used. In this case, the necessity of in Fig. 1 shown holding member 57, since its function to ensure contact between the valve 70 and rocker arm 50 can be taken over by the cam follower spring.
  • roller 40 can be replaced by an alternative pressing element, for example a sliding block, which presses on a pressure surface 54 of the finger lever 50.
  • the roller or pusher member 40 may be attached anywhere on the connecting rod 30 or guide member 60.
  • the type of attachment can continue to be done in any way.
  • the guide track 68 of the roller 40 also includes a return movement of the connecting rod 40 that is different from the forward movement.
  • the embodiment of Fig. 1-5 be adapted in a convenient way to the changed attachment of the roller or the pressing member 40. For this purpose, it is essentially necessary to adapt the arrangement of the finger lever 60 and the contour of the pressure surface 54.
  • the push member directly presses on the valve stem of the valve 70.
  • the connecting rod 30 and the guide member 40 are preferably configured and arranged such that a suitable, i. approximately in the direction of the valve axis of the valve 70 extending guide track 68 of the pressing member 40 results. This embodiment does not require in particular a drag lever.
  • the position of the guide axle 66 is also changed.
  • This embodiment can be realized, for example, by not only the valve crank 16 on its axis 14, but also the guide member 60 are pivotally mounted on its guide axis 66 in the pivot frame 80.
  • pivoting of the swing frame 80 not only changes the guide track 68 of the roller 40 along the circle segment about the guide axis 66, but in contrast to that in FIG Fig. 1 embodiment shown, the circle segment itself, ie its center 66, changed.
  • Fig. 6 shows a further embodiment of a valve gear according to the invention in a lateral cross-section.
  • This valve gear corresponds in its functional characteristics of the valve train of Fig. 1 so the description of Fig. 1 essentially also for Fig. 6 can be used; identical or similar components are designated by identical numbers.
  • valve train shown are individual elements of the valve train of Fig. 6 arranged differently.
  • the movement of the roller 40 along the rolling surface 54 tends to be in the horizontal direction while in Fig. 1 rather in a vertical direction.
  • the guide member 60 is arranged so that it - depending on the state of motion of the valve train more or less - almost collinear with the valve axis (dashed line) of the valve 70, whereas the connecting rod 30 is arranged almost at right angles to the valve axis.
  • the counterforce to compensate for the pressure force generated by the valve spring 72 and the acceleration generated by the lifting movement of the valve 70 can be provided predominantly via the guide element 60, which is mounted on the guide shaft 66 fixed in the cylinder head.
  • valve drive acts on a spring 58 on the rocker arm, so that a positive contact between rocker arm 50 and valve 70 is also made when the roller 40 does not press the rocker arm 50.
  • a spring a torsion spring is shown, but also a coil spring, a hydraulic, a pneumatic or other spring can be used. Analogous to Fig. 3 If necessary, the spring can be replaced by a retaining element which provides a fixed stop of the drag lever 50.
  • the valve train has a balance weight 18.
  • the balance weight 18 is attached directly to the valve crank gear 12.
  • a further equal sized balance weight is symmetrically attached to the valve crank 16 to the balancing weight 18 shown.
  • Fig. 7 shows a front cross-sectional view of the valve train of Fig. 6 , Therein is the spatial arrangement of the various in Fig. 6 to better understand the elements shown.
  • the valve train is designed to drive two valves 70, 70 '.
  • the connecting rod 30 is provided for the actuation of both valves.
  • the connecting rod is rotatably supported about the connecting element 38 via a roller bearing.
  • the connecting element 38 is rigidly connected to the guide element 60. Through this connection, the rotatable or pivotable articulated connection 36 between connecting rod 30 and guide element 60 is defined.
  • rollers 40, 40 ' On the connecting element 38 are further two rollers 40, 40 'rotatably mounted on a rolling bearing 42. Under each of the rollers 40, 40 'is in each case a drag lever 60, 60' arranged for actuation by the rollers. Each of the drag levers 60, 60 'in turn actuates its own valve 70, 70'.
  • the connecting rod is rotatably mounted about a connecting element 38, wherein the connecting element 38 is preferably rigidly connected to the guide member 60.
  • the roller 40 is rotatably supported about the connecting member 38.
  • the guide member 60 has at its upper end a frame which engages around both the connecting rod 30 and the rollers 40, 40 ', and whose outer side is rigidly connected to the outside of the connecting element 38.
  • the connecting element 38 is supported on both sides of the rollers 40, 40 '.
  • the frame thus allows an additionally improved power transmission via the connecting element 38, without the connecting element 38 being excessively loaded on one side.
  • valve drive for driving two valves 70, 70 'shown.
  • valve train may be adapted for any other number of valves.
  • Fig. 8 shows a side cross-sectional view of a valve train according to the invention.
  • a pivot frame 80 is shown here, which is pivotable about the pivot axis 24, wherein the pivot axis 24 and the axis of rotation of the drive gear are in turn identical.
  • Structure and function of the swing frame 80 are substantially analogous to the description of Fig. 3 , with some differences in the swing frame shown below.
  • the swing frame of Fig. 8 consists of two rigidly interconnected parts, which are connected to each other via a screw with screws 86.
  • the pivot drive 84 On the right side of the swing frame 80, the pivot drive 84 is shown. It comprises a toothed segment 84a rigidly connected to the pivoting frame 80, into which a gear 84b engages.
  • the swing frame 80 can be pivoted by moving the gear segment 84a up and down by rotating the gear 84b.
  • the toothed segment 84a is curved along a circle segment about the pivot axis 24.
  • gear 84b is arranged to be rotatable about rocker shaft 52.
  • gear 84b is arranged to be rotatable about rocker shaft 52.
  • Fig. 9 shows the valve train of Fig. 8 in perspective view. Additionally is in Fig. 9 another pair of valves 78, which are designed as a bucket tappet cylinder shown.
  • the valves 78 are driven by a conventional camshaft drive 5.
  • the camshaft drive 5 takes place together with the drive of the valve crank 16 via the drive gear 22.
  • conventionally driven valves 78 are exhaust valves, while valves 70 driven in accordance with the present invention are intake valves.
  • a worm gear 84c is shown.
  • the worm gear 84c is engaged with the gear 84b and serves to rotate it. This can, as for Fig. 8 described, the swing frame 80 are pivoted.
  • the worm gear 84c is controlled by an electronically controlled motor (not shown) analogous to the description of the pivot drive of FIG Fig. 1 driven.
  • gear 84b could also be used e.g. be driven by a clutch, a chain drive, a bevel gear pair, or in some other way. In this case, a drive is to be preferred, which prevents unintentional pivoting of the pivoting frame 80.
  • Fig. 10a represents a side view of a valve train.
  • the in Fig. 10a elements shown correspond to the respective descriptions of Fig. 6-9
  • Fig. 10b shows a section enlargement of Fig. 10a
  • the roller 40 is located in this figure on the impact area of the rolling surface, ie on the area where it strikes the rolling surface during the movement along its guideway and thus comes into touching contact with the rolling surface.
  • Fig. 10b It can be seen that the impact area of the rolling surface 54 is shaped so that the roller 40 gently, ie at the lowest possible angle, it hits. (to illustrate this fact is in Fig.
  • the guideway of the striking portion of the roller 40 is shown as a dashed line 40a). It can also be seen that the ramp area has a ramp area which extends somewhat obliquely to this guideway. This ramp area makes it possible to provide a suitable service area despite possible manufacturing tolerances. In other embodiments, too, it is advantageous to provide a ramp region of the rolling surface or the pressure surface 54, which contains an impact area of the roller or of the pressing element 40, and which is preferably at an angle to the guide path of the pressing element, which is preferably less than 30 ° and more preferably less than 20 °.
  • the rolling surface 54 is further shaped so that the valve is first opened slowly (ie with a small opening) and then quickly opened to full lifting height (corresponding to the in Fig. 2 shown in phases 95a and 95b) and a reverse course in the valve closure has (according to the in Fig. 2 shown phases 97b and 97a).
  • Fig. 11 represents another side view of the valve train of Fig. 9
  • Fig. 10a In contrast to Fig. 10a are also the other valves 78 of Fig. 9 and her drive presented.
  • Fig. 12 shows a further perspective view of the in Fig. 6-11 shown valvetrain, in which the Swing frame 80, however, is set for high lifting height. A side view of this condition is still in Fig. 13 shown.
  • valve drive the swing frame 80 is pivoted in the direction of the valve 70.
  • pivoting of the swing frame 80 is achieved as follows.
  • the gear 84b rotates.
  • the gear 84b acts on the sector gear 84a, so that the sector gear 84a is moved in the direction of the valve 70, whereby the swing frame 80 is pivoted.
  • the roller 40 reaches a portion of the rolling surface 54, which compared to that in FIG Fig. 6-12 reached area corresponds to a larger valve opening. Therefore, the lifting height 90a increases, ie the achievable in a cycle maximum valve lift. As a result, in particular the integrated valve lift, ie the area under the valve lift in Fig. 2 , greater.
  • the roller 40 contacts and presses the roller surface 54 over a larger range of rotation of the valve crank 16
  • Fig. 2 illustrated timing of the valve opening 94 at a smaller angle of rotation of the valve crank 16, ie at a rotational angle which is reached earlier. Accordingly, the timing of the valve closing 98 occurs at a rotational angle of the valve crank 16, which is reached later. As a result, the valve opening period between these times is longer, and the valve closing phase 93 takes correspondingly shorter.
  • the duration related to an engine cycle is described in the duration related to an engine cycle.
  • a second consequence of the change in the position of the valve drive shaft 14 is that the angle of rotation of the valve crank 16 in comparison to the angle of rotation of the valve Drive gear 22 is changed by the angle ⁇ .
  • the phase of the rotation of the valve crank ie the phase angle relative to the engine cycle, is changed by a phase angle ⁇ .
  • the phase of the lift height diagram is changed by a phase angle ⁇ (90c), ie, for example, the time of the maximum valve lift 96 is shifted by a phase angle ⁇ (90c).
  • FIG Fig. 14 Another valve train according to the invention is shown schematically in FIG Fig. 14 shown.
  • This valve train essentially corresponds to the in Fig. 1 illustrated embodiment; identical or similar components are designated by identical numbers.
  • a difference too Fig. 1 is that the rocker arm 50 is pressed in the direction of the valve 70 by the roller 40 is moved away from the rocker shaft 52. As a result, leverage of the rocker arm 50 can be efficiently utilized when the rocker arm is pressed in the direction of the valve 70.
  • valve crank 16 The drive of the valve crank 16 is not shown and can be analogous to Fig. 1 respectively.
  • valve crank axle 14 The position of the valve crank axle 14 is variable.
  • the mechanism for this is not explicitly shown and can by means of a swing frame, analogous to the in Fig. 3 shown pivot frame 80 is done.
  • valve train 2 cylinder head 3 transmission 4 Conventional valvetrain for exhaust valves 5 drive system 10 First drive gear 12 Rotation axis of the valve crank 14 Valve crank / first drive means 16 Bearing the valve crank 16a Hubzapfen the valve crank 16b Cheek the valve crank 16c counterweight 18 Second drive gear / drive means 22 Rotation axis of the second drive gear 24 Sprocket 26 pleuel 30 First connecting rod bearing (connecting rod eye) 34 Second connecting rod bearing (connecting rod eye) 36 connecting element 38 Pressing element / roller 40 Storage of the pressing element 42 Guideway of the pressing element 68 Lever / transmission element 50 lever axis 52 contoured surface 54 Impact area of the contour surface for the pressing element ( Fig.

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  • Engineering & Computer Science (AREA)
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  • General Engineering & Computer Science (AREA)
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Claims (24)

  1. Entrainement de soupape (2) pour manoeuvrer une soupape (70) d'un moteur à combustion (1), comprenant
    -- une premère unité de commande (16), susceptible de pivoter autour d'un axe de rotation (14),
    -- une bielle (30) munie d'une première articulation (34) et d'une seconde articulation (36), ainsi que
    -- pour guider la bielle un élément de guidage (60) susceptible de pivoter autour d'un axe de guidage (66), où
    la première articulation (34) de la bielle (30) est jointe à la première unité de commande (16) et
    la seconde articulation (36) de la bielle (30) est jointe à l'élément de guidage (66), où
    il est prévu que l'entrainement de soupape (2) soit localisé dans la domaine de la tête de cylindre, de manière que l'unité de commande (16) soit montée, au moins pour une position de l'axe de rotation (14), sur le côté de la tête de cylindre relatif à une surface de séparation entre le bloc moteur et la tête de cylindre du moteur à combustion, et où
    la position du premier axe de rotation (14) est ajustable.
  2. Entrainement de soupape (2) selon la revendication 1, comprenant de surcroît
    une deuxième unité de commande (22) pour entrainer la première unité (16), sachant que la deuxième unité (22) est susceptible de pivoter autour d'un deuxième axe de rotation (24).
  3. Entrainement de soupape (2) selon la revendication 2, où
    la deuxième unité de commande (22) est un deuxième pignon d'entrainement, l'ensemble comprenant de surcroit
    un premier pignon d'entrainement (12) pour entrainer la première unité de commande (16), où le premier pignon (12) est susceptible de pivoter autour du premier axe de rotation (14).
  4. Entrainement de soupape (2) selon l'une quelconque des revendications 1 à 3, comprenant de surcroit
    un élément de pression (40) fixé sur l'élément de guidage (60).
  5. Entrainement de soupape (2) selon la revendication 4, où
    l'élement de pression (40) est un rouleau.
  6. Entrainement de soupape (2) selon l'une quelconque des revendications 4 ou 5, l'ensemble comprenant de surcroit
    un élément de transmission (50) en contact mécanique relâchable avec l'élément de pression (40).
  7. Entrainement de soupape (2) selon la revendication 6, où
    l'élément de transmission (50) est contraint en direction de la soupape (70) par un élément de contrainte (58).
  8. Entrainement de soupape (2) selon l'une quelconque des revendications 6 ou 7, l'ensemble comprenant de surcroit
    un butoir fixe (57) qui définit le déplacement maximum de l'élément de transmission (50)..
  9. Entrainement de soupape (2) selon l'une quelconque des revendications 6 à 8, où
    l'élément de transmission est un levier susceptible de pivoter autour d'un axe de soulèvement (52).
  10. Entrainement de soupape (2) selon la revendication 9, où
    le levier (50) a un seul bras
  11. Entrainement de soupape (2) selon l'une quelconque des revendications 9 ou 10, où
    un mouvement de l'élément de pression (40) en direction de l'axe de soulèvement (52) déclenche l'ouverture de la soupape.
  12. Entrainement de soupape (2) selon l'une quelconque des revendications 1 à 11, où
    un changement de position du premier axe de rotation (14) permet de modifier un paramètre caractérisant le mouvement (90) de la soupape.
  13. Entrainement de soupape (2) selon la revendication 12, où
    le paramètre caractérisant le mouvement (90) de la soupape est l'amplitude et / ou la durée d'ouverture de la soupape.
  14. Entrainement de soupape (2) selon l'une quelconque des revendications 1 à 13, où
    un changement de position du premier axe de rotation (14) permet de modifier une relation de phase entre l'angle de rotation de l'unité de commande (16) et l'anglede la phase du cycle moteur.
  15. Entrainement de soupape (2) selon l'une quelconque des revendications 5 à 16 dans le cas où elles se réfèrent à la revendication 4, ou selon la revendication 4, où
    l'élément de pression (40) est guidé sur une piste de guidage (68), et
    la piste de guidage (68) de l'élément de pression (40) est susceptible d'être modifiée en changeant la position de l'axe de rotation (14).
  16. Entrainement de soupape (2) selon l'une quelconque des revendications 1 à 15, où
    le changement de position du premier axe de rotation (14) correspond à une rotation du premier axe de rotation (14) autour d'un axe de pivotement (24).
  17. Entrainement de soupape (2) selon la revendication (16), l'ensemble comprenant
    un entrainement de pivot (84) faisant pivoter le premier axe de rotation (14), qui comprend
    un pignon de pivotement (84b) pouvant tourner autour d'un troisième axe de rotation (86) et
    un segment de pignon de pivotement (84a) engrené avec le pignon (84b).
  18. Entrainement de soupape (2) selon la revendication (17), où
    le troisième axe de rotation (86) est en même temps l'axe de soulèvement (52) du levier (50).
  19. Entrainement de soupape (2) selon l'une quelconque des revendications 17 ou 18, l'ensemble comprenant
    un engrenage à vis sans fin (84c) engrené sur le pignon de pivotement (84b) afin d'entrainer le pignon (84b).
  20. Entrainement de soupape (2) selon l'une quelconque des revendications 1 à 19, où
    la bielle (30) et l'élément de guidage (60) sont membres d'une chaine de pivots articulés.
  21. Moteur à combustion (1) comprenant une soupape (70) et un entrainement de soupape (2) afin de manoeuvrer la soupape (70) selon l'une quelconque des revendications 1 à 20.
  22. Moteur à combustion (1) selon la revendication 21 mettant en oeuvre la soupape (70) comme soupape d'arrivée.
  23. Moteur à combustion (1)selon l'une quelconque des revendications 21 ou 22, où la soupape (70) est une soupape d'arrivée et le second élément de commande (22) commande également une soupape de sortie.
  24. Moteur à combustion (1) selon l'une quelconque des revendications 21 à 23, où l'amplitude maximum d'ouverture de la soupape est au moins de 5 mm.
EP06724389A 2005-04-17 2006-04-18 Moteur a combustion interne a commande de soupape variable Active EP1875047B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP06724389A EP1875047B1 (fr) 2005-04-17 2006-04-18 Moteur a combustion interne a commande de soupape variable

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP05008327A EP1712747A1 (fr) 2005-04-17 2005-04-17 Distribution de moteur à combustion avec course et calage variable pour moteurs à haut régime
DE102005057127A DE102005057127A1 (de) 2005-04-17 2005-11-30 Verbrennungsmotor mit variablem Ventiltrieb
PCT/EP2006/003525 WO2006111350A1 (fr) 2005-04-17 2006-04-18 Moteur a combustion interne a commande de soupape variable
EP06724389A EP1875047B1 (fr) 2005-04-17 2006-04-18 Moteur a combustion interne a commande de soupape variable

Publications (2)

Publication Number Publication Date
EP1875047A1 EP1875047A1 (fr) 2008-01-09
EP1875047B1 true EP1875047B1 (fr) 2009-06-17

Family

ID=34935257

Family Applications (2)

Application Number Title Priority Date Filing Date
EP05008327A Withdrawn EP1712747A1 (fr) 2005-04-17 2005-04-17 Distribution de moteur à combustion avec course et calage variable pour moteurs à haut régime
EP06724389A Active EP1875047B1 (fr) 2005-04-17 2006-04-18 Moteur a combustion interne a commande de soupape variable

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP05008327A Withdrawn EP1712747A1 (fr) 2005-04-17 2005-04-17 Distribution de moteur à combustion avec course et calage variable pour moteurs à haut régime

Country Status (6)

Country Link
US (1) US8042505B2 (fr)
EP (2) EP1712747A1 (fr)
JP (1) JP5166242B2 (fr)
AT (1) ATE434118T1 (fr)
DE (2) DE102005057127A1 (fr)
WO (1) WO2006111350A1 (fr)

Cited By (1)

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EP2568146A1 (fr) 2011-09-08 2013-03-13 MZ Motor Co. Ltd. Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion

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JP5115747B2 (ja) * 2009-02-13 2013-01-09 スズキ株式会社 内燃機関の可変動弁装置
DE202009009906U1 (de) 2009-07-21 2009-12-10 Piller, Holger Hydraulischer Ventilspielausgleich für einen vollvariablen Ventiltrieb
US9574468B2 (en) 2012-10-17 2017-02-21 Toyota Motor Engineering & Manufacturing North America, Inc. Variable valve operation control method and apparatus
DE102013102231B4 (de) 2013-03-06 2016-02-25 Uwe Eisenbeis Variabler Ventiltrieb zur Betätigung eines Ventils eines Verbrennungsmotors
DE102016101655A1 (de) 2016-01-29 2017-08-03 Uwe Eisenbeis Variabler Ventiltrieb mit Verstellschnecke mit axialem Spiel
DE102016101657A1 (de) 2016-01-29 2017-08-03 Uwe Eisenbeis Variabler Ventiltrieb mit gemeinsamer Verstellung des Ventilhubs für mehrere Teiltriebe
DE102016119105A1 (de) 2016-10-07 2018-04-12 Uwe Eisenbeis Nockenwelle für Verbrennungsmotor
EP3623592A1 (fr) * 2018-09-17 2020-03-18 Uwe Eisenbeis Dispositif de commande de soupapes variable ayant un système d'alimentation en lubrifiant

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EP2568146A1 (fr) 2011-09-08 2013-03-13 MZ Motor Co. Ltd. Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion
WO2013034301A2 (fr) 2011-09-08 2013-03-14 Mz Motor Co. Ltd. Système de pilotage pour un système d'étranglement d'une admission de gaz et moteur à combustion interne
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Also Published As

Publication number Publication date
DE102005057127A1 (de) 2006-11-09
EP1712747A1 (fr) 2006-10-18
US8042505B2 (en) 2011-10-25
US20080245325A1 (en) 2008-10-09
WO2006111350A1 (fr) 2006-10-26
ATE434118T1 (de) 2009-07-15
JP5166242B2 (ja) 2013-03-21
JP2008537054A (ja) 2008-09-11
DE502006004004D1 (de) 2009-07-30
EP1875047A1 (fr) 2008-01-09

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