EP2689112B1 - Mechanisch steuerbarer ventiltrieb sowie mechanisch steuerbare ventiltriebanordnung - Google Patents

Mechanisch steuerbarer ventiltrieb sowie mechanisch steuerbare ventiltriebanordnung Download PDF

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Publication number
EP2689112B1
EP2689112B1 EP12701109.6A EP12701109A EP2689112B1 EP 2689112 B1 EP2689112 B1 EP 2689112B1 EP 12701109 A EP12701109 A EP 12701109A EP 2689112 B1 EP2689112 B1 EP 2689112B1
Authority
EP
European Patent Office
Prior art keywords
valve drive
wheel element
controllable valve
mechanically controllable
drive according
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.)
Not-in-force
Application number
EP12701109.6A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2689112A1 (de
Inventor
Michael Breuer
Karsten Grimm
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.)
Kolbenschmidt Pierburg Innovations GmbH
Original Assignee
Kolbenschmidt Pierburg Innovations GmbH
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
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Publication of EP2689112A1 publication Critical patent/EP2689112A1/de
Application granted granted Critical
Publication of EP2689112B1 publication Critical patent/EP2689112B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
    • F01L13/0026—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio by means of an eccentric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque

Definitions

  • the invention relates to a mechanically controllable valve drive with a gas exchange valve, which acts directly or indirectly on a transmission arrangement by means of a working contour, wherein the transmission assembly is movably mounted in the cylinder head by means of bearing and wherein the transmission assembly is in operative connection with a Ventilhubverstell responded and a camshaft, wherein the Ventilhubverstell responded a rotatable adjusting shaft, such that different maximum strokes are adjustable, wherein the transmission arrangement has a first and a second Radorgan, wherein the first Radorgan is in operative connection with the camshaft and the second Radorgan directly or indirectly the gas exchange valve acts, both Radorgane on the Adjusting shaft are rotatably mounted and have a toothing, such that the first and the second wheel member are so geared together, that an adjustment of the adjusting a phase nverschiebung between the first and the second Radorgan causes and that a rotational fixation causes an oscillating movement of the first and second Radorgans.
  • a valve gear and a valve train arrangement are for example from the EP 638 706 A1 known.
  • an eccentric shaft rotatably mounted in a cylinder head is provided for controlling or regulating the valve lift, which acts on the transmission arrangement such that in a simple way valve strokes between 0 and maximum can be set.
  • valve trains / valve train arrangements have the disadvantage that an adjustment of the valve lift takes place via a translational and rotational movement of an intermediate lever of the transfer arrangement.
  • a very complicated guide of the intermediate lever must be used, combined with tight manufacturing and assembly tolerances. Overall, this results in an expensive and difficult to control overall construction of the transmission arrangement.
  • This valve train has the disadvantage that an adjustment requires a lot of effort. As a result, increased wear and a complex design of actuators is given.
  • the object of the invention is therefore to provide a valve train or a valve train arrangement which avoids the above-mentioned disadvantages.
  • the object is achieved in that the toothing is designed such that a rotation of the adjusting causes the phase shift.
  • a mechanical valve train is created, which is designed so that only a rotational movement is required to ensure a valve lift.
  • a much simpler storage of the transmission arrangement is possible and wear phenomena could be substantially minimized.
  • a particularly advantageous embodiment is provided in that the first wheel member is biased by a spring element with respect to the camshaft. This also makes it possible that the adjusting shaft can be driven in both directions. Also games can be compensated in the gearing.
  • a first, particularly advantageous embodiment of the invention is provided by the fact that the first and the second Radorgan are designed as mutually facing crown gears and the geared connection is made via at least one planetary gear, each planet gear is mounted on a rotatably connected to the adjusting shaft axis ,
  • This embodiment is designed as a crown gear planetary gear.
  • a second, particularly advantageous embodiment of the invention is characterized in that the first and the second wheel member are formed as internal gears, wherein the first wheel member has a different inner diameter with a different number of teeth than the second wheel member and that the adjusting shaft has an eccentric rotatable on the a first and a second spur gear are mounted, which are rotationally rigidly coupled to each other and which are respectively in engagement with the first and second Radorgan and thus establish the geared connection.
  • the first and the second wheel member are formed as internal gears, wherein the first wheel member has a different inner diameter with a different number of teeth than the second wheel member and that the adjusting shaft has an eccentric rotatable on the a first and a second spur gear are mounted, which are rotationally rigidly coupled to each other and which are respectively in engagement with the first and second Radorgan and thus establish the geared connection.
  • the first wheel member has a contact roller for the camshaft, so that the first wheel member is set by the continuously rotating camshaft in an oscillating rotation about the axis of the adjusting shaft.
  • the second wheel member can be designed in an advantageous manner such that it has the working contour.
  • the second Radorgan geared to a working contour having deflection member is connected, wherein the Auslenkorgan is rotatably and concentrically mounted on the camshaft. It is particularly advantageous assembly and production technology, when a drag lever is rotatably mounted on the adjusting shaft. In this way, a pre-testable, easy-to-install unit of transmission assembly and drag lever can be created.
  • each cylinder is assigned a mechanically controllable valve drive according to one of claims 1 to 10, wherein each gas exchange valve is assigned in each case a working contour which acts directly or indirectly on the gas exchange valve.
  • FIG. 1 1 shows an embodiment of a valve drive arrangement 10 according to the invention with a plurality of gas exchange valves 12, 14, 16, 18, 20 and 22 arranged in series.
  • a drag lever 66 and the cross section of a valve rod of the respective gas exchange valves 12, 14, 16, 18, 20 and 22 which are arranged in known manner in cylinders 13, 15 and 17.
  • two inlet gas exchange valves are assigned to a cylinder of the internal combustion engine.
  • the mechanically controllable valve train arrangement 10 has three transmission arrangements 28, 30, 32 and 34, to which two gas exchange valves 12, 14; 16, 18; 20, 22 are assigned.
  • the transmission arrangements 28, 30 and 32 are mounted on an adjusting shaft 35 in the cylinder head by means of bearing means 36.
  • the bearing means 36 are in the present FIG. 1 merely exemplified for the storage of the adjusting shaft 35.
  • each transmission arrangement comprises a first and a second wheel member 40, 42, wherein the first wheel member 40 is operatively connected via a contact roller 44 with a camshaft 46.
  • Both Radorgane 40, 42 are rotatably mounted on the adjusting shaft 35 and are connected to each other geared such that a rotation of the adjusting 35 causes a phase shift between the first and second Radorgan 40, 42 and that a rotational fixation in the same direction oscillating movement of the first and second wheel member 40, 42 causes.
  • the adjusting shaft 35 is drivable in the present embodiment by a drive member 48 in a known manner.
  • a drive member 48 a rotary drive is used, which can run both forward and backward.
  • the adjusting shaft 35 can thus be driven in such a way that, depending on the present position, the valve stroke corresponding to the next operating state is selected quickly and precisely. Even angles of rotation of> 360 ° can be realized.
  • FIG. 2a shows a first embodiment of a mechanically controllable valve drive in longitudinal section.
  • a valve drive is shown, which acts on a gas exchange valve 12.
  • the adjusting shaft 35 is rotatably mounted in the cylinder head and can by the in FIG. 1 shown drive member 48 are rotated.
  • the first wheel member 40 is rotatably mounted.
  • the first wheel member 40 receives the freely rotatable contact roller 44 for the camshaft 46 via a fixed axle 50.
  • the first wheel member 40 is formed as a crown wheel, whose teeth are directed to the second wheel member 42.
  • the first wheel member 40 meshes with a plurality, preferably three planetary gears 54, two of which are shown in the present embodiment and which are each mounted on an axis 56 rotatably connected to the adjusting shaft.
  • These Planet gears 54 mesh over their teeth 58 in turn with the teeth 60 of the likewise formed as a crown wheel second wheel member 42nd Wie der FIG. 2b can be seen, the second wheel member 42, the working contour 62, which is in operative connection with a roller 64 of the drag lever 66.
  • the operation of the first embodiment is now as follows: With rotationally fixed adjusting shaft 35, the continuously rotating camshaft 46 via a cam 68, the first wheel member 40 in an oscillating about the adjusting shaft 35 movement. As a result, the planetary gears 54 also experience an oscillating movement, as a result of which a movement of the second wheel element 42 which oscillates in the opposite direction to the first wheel element 40 takes place. As a result, the gas exchange valve 12 is then opened on the working contour 62 and closed again in a known manner.
  • FIG. 2b shows in cross section the first embodiment according to the invention, in which the gas exchange valve 12 is shown in the closed state.
  • the first wheel member 40 Via a spring element 70, the first wheel member 40 is biased relative to the camshaft 46.
  • the translation between the first wheel member 40 and the planetary gears 54 and between the planet gears 54 and the second wheel member 42 need not be identical be. A translation deviating from the 1: 1 ratio may be advantageous in certain applications.
  • FIG. 3a shows a longitudinal section of a second embodiment of the invention.
  • the first and the second wheel member 40, 42 are rotatably mounted on the adjusting shaft 35 again, wherein the first wheel member 40, as in the first embodiment, via the fixed axis 50 receives the freely rotatable contact roller 44 for the camshaft 46.
  • the second wheel member 42 may, as in FIG. 2b illustrated, the working contour 62 have.
  • the second wheel member 42 is formed so that the working contour 62 is positioned on an extension piece 72 of the wheel member 42.
  • the eccentric 82 is formed in a known manner on the adjusting shaft 35.
  • the first and second spur gears 78, 80 are integrally formed. In order to effect a phase shift between the first and second wheel members 40, 42, the first and second wheel members 40, 42 and the associated spur gears 78, 80 have a different number of teeth.
  • the first wheel member 40 and the associated first spur gear 78 have a smaller diameter and thus a smaller number of teeth than the second Radorgan 42 and the associated second spur gear 80. This is a high reduction between the rotation of the adjusting 35 and the intended phase shift between realized the two Radorganen 40, 42.
  • FIG. 3b shows in the present embodiment, the gas exchange valve 12 in the open state with the preset maximum valve lift.
  • the operation of the second embodiment is now as follows: To represent a preset maximum stroke of the gas exchange valve 12 to be actuated, the adjusting shaft 35 is rotationally fixed.
  • the continuously rotating camshaft 46 displaces the first wheel member 40 with its drive cam 68 in a movement oscillating about the adjusting shaft 35.
  • About the geared connection of the first wheel member 40 with the second wheel member 42, and the second wheel member 42 undergoes a same direction oscillating motion.
  • this oscillating motion is transmitted to the roller 64 of the drag lever 66 and thus the gas exchange valve 12 is opened in a known manner with the preset maximum stroke and closed again.
  • FIG. 4a shows a longitudinal section of a third embodiment of the invention.
  • This embodiment describes a particularly compact solution, since the entire transmission arrangement is to be stored only about two axes 35, 46.
  • a particular advantage is that the position of the camshaft with respect to a valve train with a fixed maximum stroke does not have to be changed. Also, this unit can be easily and inexpensively mounted as a verifiable unit, since all components are stored in the two axes 35,46.
  • first and a second wheel member 40, 42 are provided, which are rotatably mounted on the adjusting shaft 35.
  • the first and second wheel member 40, 42 are designed as internal gears 74, 76 of different size and number of teeth, which are connected via two spur gears 78, 80 geared together.
  • the spur gears 78, 80 are rotatably mounted as in the second embodiment on an eccentric 82 of the adjusting shaft 35 and corresponding to the meshing internal gears 74, 76 have a different size and number of teeth.
  • the first wheel member 40 also has a fixed axle 50 (see FIG. 4b ), on which the contact roller 44 for the drive cam 68, which here has a different shape than in the preceding embodiments, is rotatably mounted.
  • the second wheel member 42 also has an outer toothing 86, which is in operative connection with the external toothing 88 of a Auslenkorgans 90, which in turn is rotatably mounted on the camshaft 46 (see also Figure 4c ).
  • the deflection element 90 has two deflection cams 92, which describe a working contour and which act on the roller 64 of a drag lever 66 of a gas exchange valve 12 in a known manner.
  • the drag levers 66 are in turn rotatably mounted on the adjusting shaft 35 (see FIG. 4d ).
  • a plate spring 84 which is supported on the bearing 36 of the camshaft 46 and on Auslenkorgan 90 in the axial direction, and the same direction, sliding profile displacements of the gear connection between external teeth 88 of the Auslenkorgans 90 and outer teeth 86 of the second Radorgans 42, between the second Radorgan 42 and the second spur gear 80, as well as between the first wheel member 40 and the first spur gear 78, the entire geared connection can be biased and the backlash be eliminated.
  • the operation of the third embodiment is now as follows: With a preset maximum stroke of the gas exchange valve 12 to be actuated, the adjusting shaft 35 is rotationally fixed.
  • the continuously rotating camshaft 46 displaces the first wheel member 40 with its drive cam 68 in a movement oscillating about the adjusting shaft 35.
  • About the geared connection of the first wheel member 40 with the second wheel member 42 and the second wheel member 42 undergoes a like-minded oscillating movement.
  • About the external gear teeth 86 of the second wheel member 42 then this oscillating movement is transmitted in an opposite, oscillating movement of the Auslenkorgans 90.
  • Auslenknocken 92 which acts on the drag lever 66, the gas exchange valve 12 is then opened in a known manner with the preset maximum stroke and closed again.
  • All described embodiments can be designed so that the deflection member performs an oscillating movement with only a small tilt angle. In this case, only a part of the entire circumference of the deflection element is used to vary the maximum valve lifts in the range between zero stroke and full stroke. It is therefore possible to apply a further and different working contour to the remaining part of the circumference. These contours can be e.g. be purposefully shut down individual gas exchange valves of a cylinder to ensure a more precise flow control and trigger a demand-based charge movement in the cylinder, or shut down all valves of a cylinder to represent a cylinder shutdown.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Retarders (AREA)
  • Mechanically-Actuated Valves (AREA)
EP12701109.6A 2011-03-22 2012-01-24 Mechanisch steuerbarer ventiltrieb sowie mechanisch steuerbare ventiltriebanordnung Not-in-force EP2689112B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110014744 DE102011014744B4 (de) 2011-03-22 2011-03-22 Mechanisch steuerbarer Ventiltrieb sowie mechanisch steuerbare Ventiltriebanordnung
PCT/EP2012/051020 WO2012126648A1 (de) 2011-03-22 2012-01-24 Mechanisch steuerbarer ventiltrieb sowie mechanisch steuerbare ventiltriebanordnung

Publications (2)

Publication Number Publication Date
EP2689112A1 EP2689112A1 (de) 2014-01-29
EP2689112B1 true EP2689112B1 (de) 2014-12-10

Family

ID=45531404

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12701109.6A Not-in-force EP2689112B1 (de) 2011-03-22 2012-01-24 Mechanisch steuerbarer ventiltrieb sowie mechanisch steuerbare ventiltriebanordnung

Country Status (8)

Country Link
US (1) US9133737B2 (ko)
EP (1) EP2689112B1 (ko)
JP (1) JP2014508892A (ko)
KR (1) KR101541634B1 (ko)
CN (1) CN103429859A (ko)
DE (1) DE102011014744B4 (ko)
ES (1) ES2530805T3 (ko)
WO (1) WO2012126648A1 (ko)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016004531A1 (de) 2016-04-13 2017-10-19 Man Truck & Bus Ag Variabler Ventiltrieb mit einem Kipphebel

Family Cites Families (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0638706A1 (de) 1993-08-05 1995-02-15 Bayerische Motoren Werke Aktiengesellschaft Ventiltrieb einer Brennkraftmaschine
US6016779A (en) 1996-09-02 2000-01-25 Honda Giken Kogyo Kabushiki Kaisha Valve operating system in internal combustion engine
JPH10331616A (ja) 1997-05-29 1998-12-15 Honda Motor Co Ltd 内燃機関の動弁装置
MY120554A (en) 1997-10-29 2005-11-30 Honda Motor Co Ltd Valve operating system in internal combustion engine
DE10235677B4 (de) 2002-08-03 2005-03-03 Gkn Driveline International Gmbh Einseitige axiale Sicherung von Zahnrädern in Kronenradwinkeltrieben
US6951522B2 (en) 2003-01-23 2005-10-04 Torque-Traction Technologies, Inc. Active differential assembly
DE10312961C5 (de) * 2003-03-24 2009-01-29 Thyssenkrupp Presta Teccenter Ag Vorrichtung zur variablen Betätigung der Gaswechselventile von Verbrennungsmotoren
JP4075811B2 (ja) * 2004-01-14 2008-04-16 トヨタ自動車株式会社 内燃機関の可変動弁機構故障診断装置
JP2006017031A (ja) 2004-07-01 2006-01-19 Denso Corp バルブリフト制御装置のアクチュエータ
DE102005040959A1 (de) 2005-08-30 2007-03-08 Bayerische Motoren Werke Ag Hubvariabler Ventiltrieb für eine Brennkraftmaschine
JP2007127189A (ja) 2005-11-02 2007-05-24 Toyota Motor Corp 回転直動式アクチュエータ、直動軸機構、可変動弁機構及び可変動弁型エンジン
JP4265608B2 (ja) * 2006-01-17 2009-05-20 トヨタ自動車株式会社 可変動弁機構の制御装置
US7475661B2 (en) * 2006-10-17 2009-01-13 Delphi Technologies, Inc. Camshaft phaser having a differential bevel gear system
JP2009062895A (ja) * 2007-09-06 2009-03-26 Denso Corp バルブタイミング調整装置
JP2010048097A (ja) * 2008-08-19 2010-03-04 Toyota Motor Corp 内燃機関の可変動弁機構
DE102009007454A1 (de) * 2009-02-04 2010-08-19 Josef Astner Winkelgetriebeeinheit
JP5294156B2 (ja) * 2009-11-12 2013-09-18 スズキ株式会社 内燃機関の可変動弁装置
JP2011127489A (ja) * 2009-12-17 2011-06-30 Suzuki Motor Corp 内燃機関の可変動弁装置
JP2011231742A (ja) * 2010-04-30 2011-11-17 Suzuki Motor Corp 内燃機関の可変動弁装置
JP5625616B2 (ja) * 2010-08-20 2014-11-19 スズキ株式会社 内燃機関の可変動弁装置

Also Published As

Publication number Publication date
ES2530805T3 (es) 2015-03-06
US20140000538A1 (en) 2014-01-02
DE102011014744A1 (de) 2012-09-27
KR20140004764A (ko) 2014-01-13
EP2689112A1 (de) 2014-01-29
DE102011014744B4 (de) 2015-04-30
CN103429859A (zh) 2013-12-04
US9133737B2 (en) 2015-09-15
KR101541634B1 (ko) 2015-08-06
WO2012126648A1 (de) 2012-09-27
JP2014508892A (ja) 2014-04-10

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