EP2568146A1 - Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion - Google Patents

Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion Download PDF

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Publication number
EP2568146A1
EP2568146A1 EP11007280A EP11007280A EP2568146A1 EP 2568146 A1 EP2568146 A1 EP 2568146A1 EP 11007280 A EP11007280 A EP 11007280A EP 11007280 A EP11007280 A EP 11007280A EP 2568146 A1 EP2568146 A1 EP 2568146A1
Authority
EP
European Patent Office
Prior art keywords
valve
throttle
drive
stop
gas
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.)
Withdrawn
Application number
EP11007280A
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German (de)
English (en)
Inventor
Uwe Eisenbeis
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.)
Mz Motor Co Ltd
Original Assignee
Mz Motor Co Ltd
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 Mz Motor Co Ltd filed Critical Mz Motor Co Ltd
Priority to EP11007280A priority Critical patent/EP2568146A1/fr
Priority to CN201280054972.8A priority patent/CN104053886A/zh
Priority to PCT/EP2012/003761 priority patent/WO2013034301A2/fr
Publication of EP2568146A1 publication Critical patent/EP2568146A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like

Definitions

  • the invention relates to a drive system for a throttle system of a gas inlet, with which a predeterminable via a manual operating system gas command of an operator in a the inlet volume flow of a gas in a gas space determining throttle position of the throttle system can be implemented. It further relates to an internal combustion engine, in particular for a motor vehicle, the throttle system is provided for the gas inlet with such a drive system.
  • the controlled and metered introduction of a gas stream into a gas space is usually of particular importance.
  • the ignitable fuel gas or air / fuel mixture is introduced into the combustion chamber via an inlet channel which can be closed with an inlet valve.
  • the intake valves are suitable, usually via a corresponding valve train, driven.
  • the correct amount of gas for the implementation of the gas command of the operator takes place in the usual way via a throttle valve system upstream of the inlet valve, which is designed in a widely used construction as a throttle valve system.
  • predetermined throttle command of the operator, or in particular the driver's motor vehicle, while the throttle position is set so that the amount of gas corresponding to the gas command pass the inlet tract and via the inlet valve in the gas or combustion chamber can get.
  • valvetrains with variable valve lift for example, from the DE 101 00 173 A1 or from the EP 1 875 047 B1 known.
  • the gas command of the operator is converted to a corresponding lift height of the intake valve, so that the inlet valve in the gas inlet tract depending on the gas command of the operator releases a different opening cross section, thus allowing a gas command of the operator corresponding amount of gas into the combustion or gas space.
  • valve train In such a design of the valve train this thus acts in addition to its control function for the gas exchange operations in the combustion chamber even as a throttle system for the inlet flow rate of the fuel gas.
  • the variable over the throttle command of the operator valve in such a valve train thus corresponds in functional terms, the throttle position in a conventional throttle system.
  • a high efficiency and thus possibly a particularly low fuel consumption is a significant design target for internal combustion engines or for other systems based on gas exchange.
  • various parameters, u. a. with regard to the fuel gas flow optimized. This may be, for example, the inflow velocity of the gas, turbulence, the filling of the combustion chamber or other parameters.
  • the throttle system comprises two or more intake manifolds arranged in series, one of which directly via the manual control system, so the gas grip or accelerator pedal predetermined gas command of the operator, and another automatically via a motor control or an engine management System is controlled.
  • the throttling effect of such a system thus results from a superposition of the two subsystems, so that operating errors of the driver such as too fast or too abrupt full throttle can be at least partially compensated by, for example, suitably delayed control of the other throttle.
  • the invention is therefore based on the object to provide a drive system for a throttle system of a gas inlet of the type mentioned above, with the apparatus and structurally particularly simple way a particularly needs-based and thus low consumption and high efficiency of the internal combustion engine promoting throttling of the inlet gas flow is reachable.
  • an internal combustion engine to be specified with the with Particularly low expenditure on equipment, a particularly high efficiency even in mixed operation, that is often achievable partial and full load conditions, can be achieved.
  • the invention is based on the consideration that, especially in mixed operation, ie frequent changes between partial load (or “partial gas”) and full load (or “full throttle”) of the internal combustion engine, abrupt transitions from part load to full load operation, for example during acceleration phases, should be avoided.
  • the system should be designed to properly compensate for the widespread tendency of the driver or operator to transition immediately from "part-load” to "full-throttle", ie acceleration phases, into "full-throttle” mode.
  • the drive system should in principle be designed in two or more components or stages, wherein in a first stage of the predetermined via the control element gas command of the operator is implemented, and wherein in a second stage, a post-correction by the system itself.
  • the drive system should be designed appropriately for the throttle system.
  • the drive system for this purpose comprises an input element connectable to the operating element, which directly via suitable means, such as a cable, the gas command on the operating element receives.
  • the input element is then coupled to an output element, which in turn drives the throttle system via a suitable mechanism, for example a drive shaft or the like.
  • the desired multistage of the control of the throttle system can be achieved by the input element with the output element is at least in the opening direction of the throttle system only positively, but not positively connected.
  • the operator's gas command applied to the input element can be suitably modified, namely transmitted via a suitable embodiment of the frictional connection to the output element and via this to the throttle system.
  • corrections can be made in the transfer of the gas command specified by the operator to the throttle system.
  • operating errors of the driver for example in the form of too fast and not appropriate situation given "full throttle" gas commands, can be compensated by the corresponding commands are passed to the output element and thus to the throttle system via the power circuit.
  • the desired frictional connection between the input and the output element can be achieved by the input element is advantageously connected via an intermediate spring to the output element.
  • This movement of the input element can then initially result in a - with increasing movement of the input element increasing - bias of the intermediate spring.
  • the bias of the intermediate spring then drives the output element, wherein the resulting from this bias movement of the output member of a number of other, constructive or technical prescribable boundary conditions such as restraining forces or the like is dependent.
  • the desired, if necessary, correction of operating errors of the driver in passing the gas command from the output element to the throttle system can be achieved.
  • the input element is designed as a cable pulley, which is connected in the manner of a conventional throttle cable via a cable with the control element for the driver or operator.
  • the output element is designed as a gear that can transmit its actuating movements on a drive shaft or the like for the downstream throttle system via a suitable gear transmission.
  • the output element of the drive system is provided in a particularly advantageous embodiment for limiting the maximum opening of the throttle system with a stop which with a via an actuator in its position adjustable stop pin cooperates.
  • a maximum opening of the throttle system can be specified in a particularly simple manner by appropriate adjustment and positioning of the stop pin operating state-dependent. Even with recourse to comparatively simple held elements, in particular with respect to the actuator, an automated change between two or more positions of the stop pin can be achieved, for example.
  • a first position for example, according to the state "throttle system partially closed" while the stop pin limit the movement of the output member and thus the maximum opening of the throttle system to a predetermined maximum value.
  • the driver in this state via the operating system presets the gas command "full throttle”, so this initially results in the cable in a position corresponding to the position "full throttle” positioning of the input element.
  • About the non-positive coupling of the intermediate spring to the output element this is taken so long until it strikes with its stop on the stop pin.
  • this position corresponding to a partial load state it remains due to the stop, and the further movement of the input element results in an increasing bias of the intermediate spring, initially without further movement of the output member.
  • the actuator for the stop pin is driven in response to the engine speed.
  • a "full throttle" command specified by the driver initially results, preferably below a predefinable limit speed, due to a corresponding positioning of the stop pin in a merely partial opening of the throttle system, so that in this speed range is passed in the gas space in terms of efficiency and consumption considered particularly favorable gas flow rate.
  • the stop pin can be repositioned in a position corresponding to a full opening of the throttle system via the actuator in an automated manner, so that above the limit speed via the output element a full Opening the throttle system and thus a maximum gas flow rate is set.
  • the drive system can be designed for a comparatively simple setting and / or specification of an idle gas volume flow.
  • the output element is advantageously provided to limit the minimum opening of the throttle system with a stop which has a minimal stop surface and cooperates with a minimal stop element.
  • the minimum abutment surface together with the minimum stop element limits the movement of the output element in the closing direction of the throttle system, so that a minimum opening of the throttle system not fallen below.
  • the stop pin actually provided for forming the maximum stop system is additionally designed for a further specification of an idle stop system.
  • the stop pin in order to be able to provide suitable stop surfaces for maximum and idle stop, which are provided in opposite directions of movement of the output element for limiting, the stop pin in an advantageous embodiment, on the one hand an integrally formed on a basic body curved contour tip, which forms the stop surface for the stop , to additionally provide a contact surface for the idle stop, this contour tip is advantageously carried out to form a supernatant relative to the base body, so that the peripheral collar formed thereby can form the contact surface for the idle stop.
  • the stop system first, the arranged on the output element stop which limits the maximum opening of the throttle system with its maximum stop surface in contact with the contour tip of the stop pin. Second, the stop located at the output element, the limited with its minimum stop surface in contact with the minimum stop element, the minimum opening (idle) of the throttle system. Third, the separate, arranged at the output element idle stop which also limits the minimum opening (idle) of the throttle system with the rear circumferential collar of the contour tip of the stop pin. In such a system, the circumstance is taken into account that a gas deceleration predetermined by the driver, ie the withdrawal of a full throttle command, usually takes place comparatively abruptly.
  • the motor-driven stop pin can therefore not follow this gas change command directly or not fast enough in the rule. Therefore, a separate idle stop member is provided which cooperates with the corresponding contact surface on the stop. Once then, the stop pin can move up, the contour surface can be due to their shape on separate, preferably designed as a resilient sheet on the output element idle stop passed and brought with its rear circumferential collar with the idle stop engaged.
  • the control system can basically be used in any technical systems in which a metered gas feed into a gas or combustion chamber is necessary or desired, for example, in steam engines.
  • the drive system is used in internal combustion engines.
  • the stated object is achieved by the throttle system for the gas inlet is provided with a drive system of the type mentioned.
  • the output element of the drive system advantageously acts on the gas inlet stream of the internal combustion engine, that is, for example, is mechanically connected to the throttle valve of the internal combustion engine.
  • the actuator provided for adjusting the position of the stop pin delimiting the opening region of the output element is controlled as a function of the engine rotational speed.
  • the drive is included designed such that the stop pin for engine speeds below a predetermined limit speed to a first position (in particular according to a suitably engine or other boundary conditions selected "partial gas" position for the opening of the throttle system) is set so that for such low speeds no full throttle Commands are passed through the output element to the internal combustion engine.
  • the setting of the position in particular map-controlled depending on the current engine speed and / or other for the current load state characteristic parameters can be done. This can be provided with comparatively simple and therefore particularly cost-effective components a reliable actuator.
  • the drive system is particularly suitable for use in internal combustion engines in which the gas inlet is controlled via a throttle valve system.
  • the output element of the drive system advantageously acts on the throttle valve and determines its opening state, for example by the throttle valve is mechanically driven by the output member.
  • the drive system is very particularly preferably used in an internal combustion engine, in which the gas inlet control takes place via a valve drive with a variable valve lift.
  • the drive system is advantageously used in an internal combustion engine, as he, for example, from DE 101 00 173 A1 is known. But most preferably, the drive system is used in an internal combustion engine, as he from the EP 1 875 047 B1 is known.
  • the revelation of EP 1 875 047 B1 is expressly incorporated with respect to the design of the internal combustion engine and in particular of its valve train ("incorporation by reference").
  • valve train for actuating an intake valve
  • valve train a first drive means, which is rotatable about a rotation axis, and a connecting rod, which is articulated with its first connecting rod joint on the first drive means and with its second connecting rod pivotable about a guide axis guide element for guiding the connecting rod, wherein the positioning of the rotation axis relative to Guide axis is variable via an adjusting system, which is controlled via a drive system of the type described above.
  • a variable valve lift is substantially enabled by the fact that a valve drive shaft drives a connecting rod, wherein the valve train comprises a flat coupling mechanism with four links or a four-link swivel chain.
  • the joints include the valve drive axle, the guide axis about which the guide element for the connecting rod is pivotable, the first Pleuelgelenk and the second Pleuelgelenk.
  • the link chain comprises as members first the connection between the guide axle and the valve drive axle (usually through the cylinder head), secondly the connection between the valve drive axle and the suspension of the connecting rod at its first hinge (generally by a crank pin on the Valve crank), third, the connection between the first Pleuelgelenk and the second Pleuelgelenk by the connecting rod itself and fourthly the connection between the second Pleuelgelenk and the guide axis by the guide member.
  • all elements of said swivel chain are positively connected to each other, so that no independent movement of the elements against each other is possible.
  • the valve is controlled in this valve drive in that a pressure roller mounted in the second connecting rod joint and guided by the connecting rod is pressed against the contoured contact surface of a transmission element or rocker arm and rolls on it.
  • the drag lever in turn acts on the intake valve.
  • the drag lever reverses the rolling movement due to the contouring of the contact surface in a pivoting movement, which actuates the valve.
  • valve lift In this valve train, a variation of the valve lift is possible in that the position of the valve drive axis relative to the position of other axes, in particular relative to the position of the pivot axis of the finger lever, is variable.
  • the drive system described above is used to change the position of the valve drive axle in said valvetrain.
  • the output element of the drive system described above is configured and provided for adjusting the position of the valve drive axle in the described valve drive.
  • the advantages achieved by the invention are in particular that seen by the opening direction of the throttle only frictional, but not positive coupling of input and output element of the control system with relatively simple means automated corrective interventions in the transfer of the introduced into the input element gas commands of the operator the output element is allowed to the throttle system.
  • particularly high efficiencies can be achieved by the appropriate specification of the mechanical boundary conditions in a particularly simple manner with load changes ,
  • the drive system 1 according to the FIG. 1 . 2 . 3 is provided for a throttle system of a gas inlet, with which a predeterminable via a manual operating system gas command of an operator in a the inlet volume flow of a gas in a gas space determining throttle position of the throttle system feasible is.
  • the drive system 1 is provided for use in an internal combustion engine of a motor vehicle, in which the throttle system of the gas inlet is designed, for example, as a throttle valve system or as a valve drive for the intake valves with variable valve lift.
  • the drive system 1 For connection to the intended for the operator or driver manual control system, ie in particular a throttle or an accelerator pedal, the drive system 1 in this case a fixing sleeve 2, through which in a conventional manner a cable is guided.
  • the cable is designed as a conventional throttle cable and end connected in the usual way with the manual control element, ie with the accelerator pedal or the throttle.
  • the drive element 1 has a connectable to the throttle cable input element 4, in which the throttle cable can be hooked with its free end, for example.
  • the input element 4 is designed as a cable pulley 8 rotatably mounted about a central axis 6. Operation of the throttle cable by the operator results in a rotation of the cable pulley 8 about the central axis 6. As soon as the operator releases the throttle cable, the cable pulley 8 is returned to its rest position via a return spring 10 arranged coaxially to the central axis 6.
  • a further throttle cable can also be provided as a closing pull, as is particularly preferred when used for two-wheeled vehicles. If the return spring 10 should not be able to reset the cable pulley 8, this can be accomplished by the driver in an emergency via this closing pull.
  • a normally-closed train is usually used only as an emergency function, so preferably with plenty of free travel and game dimensioned so that an optionally provided idle control can function reliably in the normal case.
  • the drive system 1 On the output side, the drive system 1 has a likewise mounted coaxially to the central axis 6 output shaft 12 through which the drive system 1 power flow side with the throttle system of the gas inlet is connectable.
  • the output shaft 12 is provided with a worm thread 14, over which a rotational movement of the output shaft 12 is mechanically convertible into corresponding Anstell Gayen for the throttle system.
  • the output shaft 12 is in turn driven via an output element 16 of the drive system 1.
  • the output element 16 which is designed in the embodiment as a gear 18 and also coaxial with the central axis 6 and thus coaxially mounted to the input element 4, drives in the exemplary embodiment, an intermediate gear 20, which in turn in the manner of an intermediate gear attached to the output shaft 12 drive gear 22 drives.
  • an intermediate gear 20 which in turn in the manner of an intermediate gear attached to the output shaft 12 drive gear 22 drives.
  • a rotational movement of the output member 16 in a - under the predetermined boundary conditions under or translated - via the intermediate gear - rotational movement of the output shaft 12 implemented.
  • the intermediate gear 20 and the intermediate gear formed by this together with the drive gear 22 are provided in the embodiment for a reduction of the rotational movement of the output member 16 in the transmission to the output shaft 12; Of course, they can also be omitted if such a reduction is not desired, for example if the output element 16 is to be connected to a throttle valve of an internal combustion engine.
  • the control system 1 is designed specifically for a comparatively easily automatable modified transmission of the gas commands of the operator to the downstream throttle system.
  • the knowledge should be taken into account that especially in partial and alternating load operation and the use of relatively low-power and small-volume engines, the operators or drivers of motor vehicles tend to put in the acceleration phases as a gas command "full throttle".
  • degree of filling and other characteristic engine parameters is optimal in terms of particularly efficient fuel use, thereby the efficiency of the engine is undesirably reduced and the total raised fuel consumption.
  • the control system 1 is designed specifically for a modified transfer of the gas command initiated by the operator via the throttle cable to the throttle system.
  • the output element 16 the actuating commands to the downstream throttle system, so for example, a throttle valve system or a variable valve, passes on the output shaft 12, in the opening direction only force, but not positively with the on the throttle cable directly operable input element 4 connected.
  • the output element 16 is connected to the input element 4 via an intermediate spring designed as a block spring 24.
  • the movement of the input element 4 can be decoupled from the output member 16. Due to the design of the frictional connection via the intermediate spring 24 and other components and components, a modification of the throttle command predetermined by the driver can be carried out in an automated manner during its transmission to the throttle system.
  • the particularly preferred embodiment is shown, in which also the intermediate spring 24 is arranged coaxially with the central axis 6 and thus coaxially with the input element 4 and with the output element 16. Due to the coaxial arrangement and the frictional connection in the opening direction with each other, the input element 4 and the output element 16 are within certain limits independently of each other and against each other about the central axis 6 rotatable. This is used in the drive system 1 for a particularly simple mechanized correction of operating errors of the driver via a suitable stop system for the output element 16.
  • the output member 16 is provided with a stop 26 which is executed in the embodiment as mounted on the gear wheel 18 holding plate.
  • the stop 26 acts together with a stop pin 28.
  • the stop pin 28 limits the opening of the throttle system by a movement or rotation of the output member 16 seen in the opening direction of the throttle system is only allowed so long until the stop 26 abuts the contact surface of the stop pin 28.
  • the stop pin 28 is adjustable in its position via a running in the embodiment as a linear actuator actuator 30.
  • the basic operation of the drive system 1 and the desired automated correction of operating errors of the driver, in particular in the form of not adapted to the current movement or load condition of the engine "full throttle” commands is as follows: An actuation of the control element, ie in particular the accelerator pedal or Throttle, transmitted by the driver via the throttle cable to the running as Seilzugieri 8 input element 4 of the control system 1 and results in a rotation of the input member 4 about the central axis 6, wherein the angle of rotation corresponds to the introduced via the throttle cable gas command of the operator. Due to the non-positive coupling of the input member 4 to the output member 16 via the intermediate spring 24, the output member 16 is first taken from the input member 4, until the stop 26 abuts on the stop pin 28 begins. Seen from here results in a further rotation of the input member 4 in an increasing bias of the intermediate spring 24, but without a further movement of the output member 16 could take place.
  • the control element ie in particular the accelerator pedal or Throttle
  • the throttle command of the driver is only partially, namely, depending on the current position of the stopper pin 28, implemented in a corresponding rotation of the output member 16 and thus in a control of the throttle system. Only when, for example, by appropriate control from the engine management, the position of the stop pin 28 changed via the actuator 30 and thus a greater deflection or rotation of the output member 16 is allowed, the gas command specified by the operator results in an additional opening of the throttle system; by the prestressed intermediate spring 24 is thereby already applied, in the corresponding Rotation of the input element 4 resulting gas command of the operator to the output shaft 12 passed.
  • the position of the stopper pin 28 is adjusted via the actuator 30 depending on the engine speed, being essentially differentiated between two states “part load” or “partial gas” on the one hand and “full load” or “full throttle” on the other hand.
  • a speed criterion is provided, for speeds below a predetermined limit speed of the state “part load” and above the limit speed of the state “full load” is adjusted by suitable positioning of the stop pin 28.
  • the control is carried out such that the stop pin 28 is set for engine speeds below a predetermined limit speed to a first position (in particular according to a suitable engine characteristics or other constraints selected "partial gas" position for the opening of the throttle system), so that for Such low speeds no full throttle commands are passed through the output element to the engine.
  • a predetermined limit speed in particular according to a suitable engine characteristics or other constraints selected "partial gas" position for the opening of the throttle system
  • For speeds above the limit speed of the stop pin 28 is set to other positions up to a maximum opening position (preferably corresponding to a "full load” position for the opening of the throttle system)
  • the setting of the position in particular map-controlled depending on the current engine speed and / or other can take place for the current load condition characteristic parameters.
  • the actuator 30 is thus designed especially in the range of low speeds only for a comparatively rough employment of the stop pin 28 and its positioning in the corresponding operating state. In the range of higher speeds an operating state or map-dependent control and positioning of the stop pin 28 is provided. Overall, the actuator 30 can thus be comparatively simple and therefore cost-effective in terms of component selection and the expenditure on equipment.
  • An example of the operating state "partial load”, that is for speeds below the predetermined limit speed of, for example, about 6000 / min is - in different perspectives - in the FIG. 4, 5 shown.
  • the stop pin 28 is provided by suitable control via the actuator 30 in the "fully extended” position, so that the stop 26 of the output member 16 comes relatively early with its maximum stop surface 31 when opening with the stop pin 28 in contact.
  • a rotation of the output member 16 seen in the opening direction beyond the stop position is thus excluded. Due to the frictional connection of the input element 4 or the cable pulley 8 with the output element 16 or the gear 18, a relative movement of input element 4 and output element 16 to each other can take place when abutment of the stop 26 on the stop pin 28. At full operation of the control element, so for example, the accelerator pedal or throttle, by the operator thus remains the output member 16 in the predetermined by the stop 26 and the stop pin 28 maximum position, whereas the input member 4 can be biased to its maximum deflection. The occurring relative movement, that is seen in comparison with the output element 16 additional rotation of the input element 4, resulting in a corresponding bias of the intermediate spring 24th
  • the actuator 30 is controlled again via the engine management and positioned the stop pin 28 again in its fully extended, the "part load” command corresponding position ,
  • the stop pin 28 can move through the bias of the intermediate spring 24 counteracting force "overpressure” and the output member 16 in the closing direction to generate situation and speed depending on the optimum engine torque.
  • Such a function ie the artificial limitation of the maximum opening of a throttle system via the appropriate positioning of the stop pin 28, can be used in a particularly advantageous embodiment and application also controllable by the engine management performance throttling of the engine, for example, with appropriate restrictions for the driver, eg. B. as a result of driving license classes or the like may be required.
  • the drive system 1 is also designed to be suitable for a specification of the idle state. This is how, among other things in FIG. 8th illustrated on the one hand, the stop 26 of the output member 16 in addition to the maximum abutment surface 31 with a minimal abutment surface 32 which cooperates to limit the minimum opening of the throttle system with a designed in the embodiment as a stop cylinder minimum stop element 33.
  • the intended actually to form the maximum stop system stop pin 28 is additionally designed for a further specification of an idle stop system.
  • the stop pin 28 on the one hand to a base 34 integrally formed curved contour tip 36, the curved surface 38, the contact surface for the maximum abutment surface 31 of the stop 26 forms.
  • the contour tip 36 is also designed to form a projection 40 relative to the base body 34, so that the circumferential collar 42 formed thereby can form the contact surface for a arranged on the output element, executed in the embodiment as a spring plate idle stop 43.
  • the stop pin 28 is, as indicated by the double arrow 44, movable via the actuator 30 in its longitudinal direction; by appropriate positioning of the stopper pin 28 thus the idling of the engine can be adjusted independently of driver specifications.
  • a variable engine state-dependent idle setting is possible directly via the engine management, which can be used for example for warm-up phases of the engine or the like.
  • the minimum stop element 33 is provided as a separate idle stop element, which cooperates with the corresponding minimum abutment surface 32 on the stop 26.
  • the drive system 1 is basically suitable for any systems in which, depending on a currently determined operating state and adapted to this targeted and metered gas injection into a gas or combustion chamber is to take place.
  • the drive system 1 is used for an internal combustion engine, in particular in a motor vehicle or a two-wheeled vehicle, wherein its throttle system for the gas inlet is provided with said drive system 1.
  • This can be an internal combustion engine of conventional design, that is to say its inlet flow is influenced by a throttle valve or a throttle valve system.
  • the drive system 1 but is used in an internal combustion engine with variable valve lift, as he from the EP 1 875 047 B1 is known.
  • Such an internal combustion engine 50 with associated valve drive 52 is in FIG. 9 shown in a lateral cross-section.
  • valve train 52 In the region of the cylinder head 54 of the internal combustion engine 50, the valve train 52 is arranged.
  • the valvetrain 52 includes a drive system 56 and a transmission 58.
  • FIG. 9 Not shown in FIG. 9 are further arranged below the cylinder head 54 parts of the engine 50, such as combustion chamber, reciprocating piston and crankshaft, which are arranged in a conventional manner.
  • the drive system 56 provides a rotational movement.
  • the rotational movement is preferably synchronous with the engine cycle of the engine 50 such that full rotation corresponds to a full engine cycle, and more preferably is driven by the crankshaft of the engine 50.
  • the transmission 58 transmits the rotational movement of the drive system 56 in a lifting movement for actuating a valve 60.
  • Actuation of the valve is a lifting movement of the valve 60 to understand that opens or closes the valve 60, preferably in synchronism with the engine cycle.
  • the drive system 56 comprises a drive gear 62, a valve crank gear 64 and a valve crank 66 provided as the actual drive means 65 of the valve drive 52.
  • the drive gear 62 is fixedly mounted in the cylinder head 54 so as to be rotatable about a drive axis 68.
  • the valve crank gear 64 is rigidly connected to the valve crank 66.
  • the valve crank 66 and the valve crank gear 64 are rotatably supported about a valve crank shaft 70.
  • the valve crank axle 70 thus forms an axis of rotation 71 about which the valve crank 66 and thus the first drive means 65 are rotatable.
  • axis is to be understood as meaning a geometric axis or a rotation axis.
  • each suitable for a camshaft drive mechanism is also suitable for the drive gear 62, z.
  • the drive gear 62 is driven by a crankshaft of the engine 50.
  • the drive is synchronous with the engine cycle, ie one complete revolution of the drive gear 62 corresponds to one 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 62 is engaged with the valve crank gear 64.
  • the transmission ratio between drive gear 62 and valve crank gear 64 is 1: 1.
  • the valve crank gear 64 is also driven synchronously with the engine cycle.
  • a connecting rod 72 is articulated, that is connected via a hinge 74 with the valve crank 66.
  • the connecting rod 72 is rotatable or pivotable about a rotation axis defined by the hinge 74 about the crank pin. This rotation axis is arranged parallel and eccentric to the valve crank axis 70.
  • the connecting rod 72 preferably with the Pleuelgelenk 74 eccentric to the valve crank axis 70 at the valve crank 66 is articulated, and / or that the connecting rod joints 74 are hinges.
  • balancing weights are arranged on the side of the valve crank 66, which lies opposite the crankpin with respect to the valve crank axis 70.
  • the counterweights are generally used to partially compensate for unbalance of the valve crank 66, which may be caused by a force transmitted from the connecting rod 72 to the valve crank 66. They are arranged with respect to the first axis of rotation relative to the connecting rod 72 and serve to reduce a caused by the connecting rod 72 imbalance of the rotation of the valve crank.
  • the connecting rod 72 additionally comprises a second joint 76 as well as a connecting rod or connecting rod body which rigidly connects the first joint 74 and the second joint 76.
  • the connecting rod 72 has a short length in general (ie independent of the described embodiment), i. H. a length of less than 10 cm, preferably less than 5 cm.
  • the length of the connecting rod 72 is to be understood here as the distance between the first and the second connecting rod joints 74 and 76 or between an axis defined by the first connecting rod joint 74 and an axis defined by the second connecting rod joint 76.
  • the short length of the connecting rod 72 allows an efficient space utilization and in particular a low overall height of the valve train 52 and an advantageous transmission of the transmission 58th
  • the connecting rod 72 In order to guide the connecting rod 72, that is, for example, to restrict or prevent free pivoting of the connecting rod 30 about the first connecting rod joint 74, the connecting rod 72 is articulated with its second joint 76 to a guide element 80.
  • the connecting rod 72 is pivotally connected to the guide member 80 about a joint axis defined by the hinge 76.
  • the guide member 80 is further pivotally mounted about a guide axis 82.
  • the mounting of the guide element 80 is fixedly arranged in the cylinder head 54. This will be the By restricting the position of the second connecting rod 76 to a radius about the guide axis, free pivoting of the connecting rod 72 about the first connecting rod joint 74 is restricted or prevented.
  • valvetrain 52 comprises a planar four-link linkage or a four-link swivel link chain.
  • the joints preferably comprise the drive axle 68, the guide shaft 82, the first connecting rod joint 74, and the second connecting rod joint 76.
  • the swivel chain comprises the following links: first, the connection between the guide axle 82 and the drive axle 68 (through the cylinder head 54); second, the connection between the drive axle 68 and the suspension of the connecting rod 72 at its first hinge 74 (through the valve crank 66); third, the connection between the first hinge 74 and the second hinge 76 of the connecting rod 72 (through the connecting rod 72); and fourthly, the connection between the second hinge 76 of the connecting rod 72 and the guide shaft 82 (by the guide member 80).
  • FIG. 9 a roller 84 is shown.
  • the roller 84 is rotatably mounted to the hinge connection of the second connecting rod 76 with the guide member 80.
  • the connection between roller 84, connecting rod 72 and guide element 80 is effected by a rigidly connected to the guide member 80 transmission pin on which both the connecting rod 72 and the roller 84 rotatable or pivotable are supported by the axis defined by the connecting rod 76 axis.
  • the roller 84 rolls on a contoured contact surface 88 of a drag lever 86 from.
  • the position or the movement of the roller 84 (apart from a rotational movement of the roller 84 about its roll axis) by the rotation angle of the valve crank 66 is fixed.
  • the guideway defines in particular a position of the roller 84 as a function of the angle of rotation of the valve crank 66.
  • the guideway is predetermined by the shape and by the geometric arrangement of the valve crank 66, connecting rod 72 and guide element 80. In the valvetrain of FIG. 9 For example, the guideway lies on a circular segment about the guide axis 82.
  • the rocker arm 86 provided with the contact surface 88 for the roller 84 is pivotally mounted about a finger follower axis 90.
  • the contact surface 88 forms a rolling surface, along which the roller 84 can roll.
  • the term "roll” is to be understood that it can always include a roll-gliding, d. H. in general, the roller 84 will rotate about its rolling axis during its movement along the rolling surface, but the rotation may be such that there is also a partial sliding movement of the roller 84 along the rolling surface. 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 52nd
  • the drag lever 86 is pressed against the roller 84, so that a positive connection between the rocker arm 86 and roller 84 prevails. However, a maximum deflection of the drag lever 86 towards the roller 84 is predetermined by a holding element 92 so that the roller 84 can lift off the drag lever 86 if the roller 84 is further moved away from the drag lever 86 than corresponds to this maximum deflection.
  • the position of the roller 84 indicates a pivotal position of the rocker arm 86.
  • the pivot position of the drag lever 86 is ultimately determined by the rotation angle of the valve crank 66.
  • the exact relation between the angle of rotation of the valve crank 66 and the pivot position of the drag lever 86 depends on the one hand on the shape of the guide track of the roller 84 and on the other hand on the contour of the rolling surface 88 of the drag lever 86.
  • the valve 60 includes a cylindrical valve stem and a valve disc.
  • the valve 60 is seated on a valve seat 94 in the cylinder head and is thus shown in the closed position.
  • the valve 60 is connected via a spring plate 96 with a valve spring 98; the valve spring 98 is mounted in the cylinder head and pushes the valve 60 in a closing direction (ie upward in FIG. 9 ).
  • the valve 60 is actuated by being pushed down by a lifting movement against the force of the valve spring 98 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 an adjustment 100 the drag lever 86.
  • the drag lever 86 is arranged so that it can open the valve 60, that can push in an opening direction. Conversely, the valve 60, as long as it is open, pressed against the drag lever 86 with the force of the valve spring 98.
  • the non-positive connection is formed both between valve 60 and rocker arm 86 and between rocker arm 86 and roller 84.
  • the valve spring 98 no frictional connection between the valve 60 and rocker arm 86 and between rocker arms 86 and roll 84 produce.
  • the holding element 92 is arranged so that it approximately defines the deflection, which corresponds to the closing of the valve 60, as the maximum deflection of the drag lever 86.
  • the drag lever 86 and the adjustment member 100 can not lift off the valve stem, even if the valve 60 is closed and there is no adhesion between the valve 60 and drag lever 86.
  • the adjustment element 100 is selected from a selection of elements with different heights. The adjustment member 100 is inserted in the finger lever 86 so that it is easily replaceable.
  • the height of the adjustment member 100 should still allow a certain valve clearance, which is desirable or necessary to compensate for thermal expansion and / or manufacturing tolerances of the components.
  • the adjusting element 100 can be realized by various other elements, in particular by a screw on the valve stem or by a hydraulic element (hydraulic ram).
  • the valve drive 52 is arranged in the region of the cylinder head 54, as shown by way of example in FIG. 9 is shown.
  • An arrangement in the region of the cylinder head 54 is to be understood as meaning that the valve crank 66 is mounted in principle (ie in at least one possible position of the rotational axis 70 or in at least one pivot position of a pivoting frame) on the cylinder head side with respect to the separating surface between the engine block and the cylinder head 54.
  • a separation surface can be defined, for example, by an area defined by the piston crown of the reciprocating piston, with the reciprocating piston at the top piston dead center.
  • the valvetrain 52 corresponds to an overhead camshaft valvetrain with the valve crank 66 corresponding to the camshaft.
  • valve crank 52 is rotated as follows:
  • the valve crank 66 is rotated by means of the drive gear 62 and the valve crank gear 64 in synchronism with the engine timing.
  • a rotational movement of the valve crank 66 about the axis 70 causes a lifting movement of the connecting rod 72.
  • the lifting movement of the connecting rod 72 in turn causes a pivoting movement of the guide member 80 about the guide axis 82.
  • the roller 84 is periodically moved back and forth along its track.
  • the roller 84 is in frictional contact with the rolling surface 88 of the drag lever 86 and rolls on the roller surface 88 from.
  • the roller 84 presses the rocker arm 86 downwards and thus forces a pivoting movement of the rocker arm 86 toward the valve 60.
  • the path of the roller 84 is determined along its guideway. Due to the frictional connection between roller 84 and drag lever 86, each position of the roller 84 on its guideway is assigned a specific deflection of the drag lever 86. This assignment results from the contour shape of the rolling surface 88 in relation to the guideway.
  • the follower lever 86 transmits the pressing force received from the roller 84 to the valve 60, thereby pushing the valve 60 in an opening direction.
  • a counterforce to this force is generated by the valve spring 98.
  • the valve drive 52 or the drive system 56 of the valve drive 52 performs work against this force.
  • the valve train 52 assigns a rotational angle of the valve crank 66 at a given time of the engine cycle; this in turn determines a position of the roller 84 along its guideway; this in turn determines a pivot position of the rocker arm 86; this in turn determines an associated valve lift of the valve 60.
  • the valve train 52 orders a valve lift at each point in the engine cycle to.
  • the valve train 52 can be divided into an active subsystem and a passive subsystem as described above.
  • the active subsystem can be characterized in that the movement state of the active subsystem is essentially determined by the movement state of the valve crank 66, ie by a rotation angle of the valve crank 66 and by the position of the valve crank axis 70.
  • the passive subsystem can be characterized by the fact that the state of motion of the passive subsystem, in addition to the state of movement of the valve crank 66, has other essential degrees of freedom which can influence the valve lift.
  • the roller 84 is preferably associated with the active subsystem. Although the rotational movement of the roller 84 represents a degree of freedom independent of the state of motion of the valve crank 66, this is not essential to the valve train 52 in the sense that it does not significantly affect the valve lift.
  • the valve 60 and possibly the rocker arm 86 is preferably associated with the passive subsystem, since these elements are only positively connected to the active subsystem. Therefore, in principle, they have their own degrees of freedom of movement, which could lead to a release of the frictional connection, for example, at extremely high speeds.
  • the passive system be arranged such that the traction at the rotational speeds for which the engine 50 is designed is largely maintained. As a result, valve flutter can be largely avoided.
  • the masses accelerated by the valve spring 98 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 depending on the materials used, these compounds can be reduced to up to 90 g, up to 60 g or even up to 50 g.
  • a reduction of the weight to the lower mentioned weight limit is, for example, by using titanium or steel sheet for the valve, of aluminum or steel for the spring plate, by using a pneumatic spring as a valve spring possible.
  • 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 60, the valve spring 98, or a portion (typically half) of the mass of the valve spring 98, the spring plate 96, and the rocker arm 86.
  • valve drive 52 the position of the valve crank shaft 70 can be changed.
  • a pivot frame 110 is provided.
  • the swing frame 110 consists of several rigidly interconnected parts. It is pivotally mounted on the cylinder head 54 about the pivot axis, which is identical to the in FIG. 9
  • the valve crank 66 is mounted in the pivot frame 110, so that pivoting of the swing frame 110 pivoting the valve crank axis 70, ie causes a change in the position of the valve crank shaft 70 along a circular path about the pivot axis 68.
  • the pivot drive 112 On the right side of the swing frame 110, the pivot drive 112 is shown. It comprises a toothed segment 114 which is rigidly connected to the pivoting frame 110 and into which a toothed wheel 116 engages.
  • the swing frame 110 can be pivoted be moved by by rotating the gear 116, the toothed segment 114 up and down. According to this function, the toothed segment 114 is curved along a circular segment about the pivot axis 68.
  • the gear 116 is arranged to be rotatable about the finger follower axis 90. As a result, a compact design is possible from which advantages can arise both in terms of space and with respect to the rigidity of the construction.
  • a worm gear 118 is shown, which is also part of the pivoting area 112.
  • the worm gear 118 is engaged with the gear 116 and serves to rotate it. Thereby, the swing frame 110 can be pivoted.
  • the worm gear 118 is arranged on the output shaft 12 of the drive system 1 and is driven by this.
  • the internal combustion engine 50 thus has in summary a valve drive 52 for actuating an intake valve 60, wherein the valve drive 52, a first drive means 65 which is rotatable about a rotation axis 71, and a connecting rod 72, with its first connecting rod 74 on the first drive means 65 and his second Pleuelgelenk 76 is hinged to a pivotable about a guide axis 82 guide member 80 for guiding the connecting rod 72.
  • the positioning of the rotation axis 71 relative to the guide axis 82 is variable via a control system.
  • this actuating system is now controlled via the output shaft 12 of the drive system 1 of the above construction.
  • the combustion engine 50 provided with the drive system 1 is in FIG. 11 in the lateral section and in the FIG. 12 . 13 shown in perspective view.
EP11007280A 2011-09-08 2011-09-08 Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion Withdrawn EP2568146A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP11007280A EP2568146A1 (fr) 2011-09-08 2011-09-08 Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion
CN201280054972.8A CN104053886A (zh) 2011-09-08 2012-09-07 用于进气口的节气门系统的致动系统和内燃机
PCT/EP2012/003761 WO2013034301A2 (fr) 2011-09-08 2012-09-07 Système de pilotage pour un système d'étranglement d'une admission de gaz et moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11007280A EP2568146A1 (fr) 2011-09-08 2011-09-08 Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion

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Cited By (3)

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DE102013102231B4 (de) * 2013-03-06 2016-02-25 Uwe Eisenbeis Variabler Ventiltrieb zur Betätigung eines Ventils eines Verbrennungsmotors
WO2017129820A1 (fr) * 2016-01-29 2017-08-03 Uwe Eisenbeis Mécanisme de distribution variable équipé d'une vis de réglage à jeu axial
DE102016101657A1 (de) * 2016-01-29 2017-08-03 Uwe Eisenbeis Variabler Ventiltrieb mit gemeinsamer Verstellung des Ventilhubs für mehrere Teiltriebe

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CN105065125B (zh) * 2015-07-13 2017-09-29 北京理工大学 一种用于微小型发动机节气门开关的微调装置

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US5560335A (en) * 1993-10-02 1996-10-01 Vdo Adolf Schindling Ag Device for controlling the power of an internal combustion engine
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WO2017129820A1 (fr) * 2016-01-29 2017-08-03 Uwe Eisenbeis Mécanisme de distribution variable équipé d'une vis de réglage à jeu axial
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DE102016101657A1 (de) * 2016-01-29 2017-08-03 Uwe Eisenbeis Variabler Ventiltrieb mit gemeinsamer Verstellung des Ventilhubs für mehrere Teiltriebe

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WO2013034301A3 (fr) 2013-08-01
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