EP2817494B1 - Internal combustion engine valve drive adjustment device - Google Patents
Internal combustion engine valve drive adjustment device Download PDFInfo
- Publication number
- EP2817494B1 EP2817494B1 EP13700194.7A EP13700194A EP2817494B1 EP 2817494 B1 EP2817494 B1 EP 2817494B1 EP 13700194 A EP13700194 A EP 13700194A EP 2817494 B1 EP2817494 B1 EP 2817494B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- cam
- valve
- elements
- motor vehicle
- cam elements
- 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.)
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- 238000002485 combustion reaction Methods 0.000 title claims description 18
- 230000001105 regulatory effect Effects 0.000 claims description 9
- 230000008859 change Effects 0.000 claims description 4
- 238000000034 method Methods 0.000 claims 1
- 230000007704 transition Effects 0.000 description 5
- 230000009849 deactivation Effects 0.000 description 3
- 230000006870 function Effects 0.000 description 3
- 150000001875 compounds Chemical class 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Images
Classifications
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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
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
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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
- F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
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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
- F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
- F01L2013/0052—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction with cams provided on an axially slidable sleeve
Definitions
- the invention relates to a Kraft mecanical negligenceverstellvoroplasty according to the preamble of claim 1.
- the invention is in particular the object of providing a particularly variable and at the same time compact build Kraft mecanical negligenceverstellvoroplasty. It is achieved according to the invention by the features of claim 1. Further embodiments emerge from the subclaims.
- the invention is based on a KraftGermanventiltriebverstellvorraumtage with at least one camshaft comprising at least two axially displaceably arranged cam elements.
- a “camshaft” is to be understood in particular as meaning a shaft which is provided for actuating a plurality of valves of a motor vehicle internal combustion engine and in each case has at least one cam track for actuating a valve.
- camshaft is designed as an intake camshaft and is provided to actuate intake valves
- camshaft is designed as an exhaust camshaft and is provided for this purpose, exhaust valves to press.
- a “cam element” is to be understood in particular an element which is non-rotatably arranged on a camshaft and is provided for actuating a valve to act on the corresponding valve directly or indirectly with at least one hub.
- non-rotatable is to be understood in particular a compound that transmits a torque and / or rotational movement unchanged.
- axial is meant in particular axially with respect to a main axis of rotation of the cam member.
- axially displaceable is to be understood in particular that the cam member is displaceable on the camshaft parallel to the main axis of rotation of the cam member between at least two working positions.
- a “cam track” is to be understood in particular as meaning a region of the cam element extending on the circumference of the cam element, which forms a valve actuation curve for valve actuation and / or which defines the valve actuation.
- at least two cam elements is to be understood in particular that the KraftGermanventiltriebverstellvorides comprises at least two cam elements, but also, depending on a number of cylinders of the motor vehicle engine, three cam elements, four cam elements, five cam elements, six cam elements, eight cam elements or another, the skilled than may appear meaningful number of cam elements.
- the axially displaceably arranged cam elements for adjusting a valve lift of at least one valve of a cylinder per valve have at least two cam tracks.
- the KraftGermanventiltriebverstellvorraum can be formed particularly advantageous.
- a “valve lift” is to be understood in particular as meaning a movement of the valve triggered by the cam tracks of the cam elements, in which case the valve preferably lifts out of its valve seat and thus releases a flow cross-section.
- An “adjustment of a valve lift” is to be understood, in particular, as a switchover between at least two cam tracks, which define an actuation of the at least one valve.
- At least one of the cam elements has at least one cam track with a valve lift and one cam track with a zero lift.
- a "zero stroke" is to be understood in particular that a valve which is operated with the zero stroke, during a complete revolution of the cam member has a constant valve lift, preferably remains in its valve seat and a flow cross-section of the valve during the entire time in the the zero stroke is engaged, remains locked.
- the cam track that has the zero stroke remains during one entire revolution of the corresponding cam element, preferably non-contact with the corresponding valve and does not touch it. While a cam member is engaged with a zero stroke, the corresponding valve remains unactuated.
- another of the cam elements exclusively has at least one cam track with one valve lift.
- one of the at least two cam elements each have two cam tracks for actuating one valve each and another of the at least two cam elements each having three cam tracks for actuating a respective valve.
- the camshaft comprises four axially displaceable cam elements, wherein two cam elements each have two cam tracks for actuating a valve and the two other cam elements each have three cam tracks for actuating a valve.
- cam element each having three cam tracks, has a zero stroke.
- the cylinder deactivation can be integrated particularly well and simply into the motor vehicle valve drive adjustment device.
- the KraftGermanventiltriebverstellvortechnisch has a control and / or regulating unit which is provided to at least partially independently switch the at least two cam elements.
- the cam elements can be switched particularly advantageous and the KraftGermanventiltriebverstellvortechnischide be designed to be particularly variable.
- a "control and / or regulating unit” is to be understood in particular as a unit having at least one control unit.
- a “control unit” is to be understood in particular as meaning a unit having a processor unit and a memory unit as well as an operating program stored in the memory unit.
- the control and / or regulating unit have a plurality of interconnected control devices, which are preferably provided to communicate via a bus system, in particular a CAN bus system with each other.
- control and / or regulating unit is provided in at least one operating state to change a switching position of at least one of the cam elements and to maintain a switching position of at least one other cam element.
- a cam element can be switched particularly advantageously independently of the other cam element.
- a “switching position of a cam element” should be understood to mean a defined position of the cam element, which occupies the cam element after completion of a circuit and in which a defined cam track engages the corresponding valve.
- shifting position to change should be understood in particular that a cam element is switched from a shift position to another shift position.
- maintain switching position should be understood in particular that the switching position of the cam element remains the same and in particular no switching is made in a different switching position.
- At least one of the cam elements in at least one operating state has a cam track in engagement, which triggers a different valve lift, than another of the cam elements.
- the FIG. 1 shows a KraftGermanventiltriebverstellvorraumtage invention.
- the motor vehicle valve drive device is part of a non-illustrated motor vehicle internal combustion engine 51.
- the motor vehicle internal combustion engine 51 is part of a motor vehicle not shown in detail and has four cylinders not shown in detail. In principle, it is also conceivable that the motor vehicle internal combustion engine 51 has another number of cylinders that appears appropriate to the person skilled in the art.
- the motor vehicle internal combustion engine 51 has, for each cylinder, two valves not shown in detail, designed as inlet valves, and two valves (not shown in detail) designed as outlet valves.
- the motor vehicle valve drive apparatus has a camshaft 10 designed as an intake camshaft, which is provided for actuating the valves designed as inlet valves, and a camshaft 10, not illustrated in detail as an exhaust camshaft, which is provided for actuating the valves designed as exhaust valves.
- a camshaft 10 designed as an intake camshaft may in principle be of essentially the same design as the camshaft 10 designed as an intake camshaft.
- the camshaft 10 designed as an intake camshaft and the camshaft 10 designed as an exhaust camshaft may vary the valves they actuate Apply strokes, which may differ both in their maximum stroke and in a stroke course.
- the camshaft 10 is rotatably supported in a cylinder head of the automobile internal combustion engine 51.
- the camshaft 10 comprises four axially displaceably arranged cam elements 11, 12, 13, 14.
- the first cam element 11 is associated with the first cylinder and the corresponding valves.
- the second cam member 12 is associated with the second cylinder and the corresponding valves.
- the third cam member 13 is the third cylinder and associated with the corresponding valves.
- the fourth cam member 14 is associated with the fourth cylinder and the corresponding valves.
- the axially displaceable cam elements 11, 12, 13, 14 are provided for actuating and adjusting a valve lift of two valves of a cylinder.
- the cam elements 11, 12, 13, 14 are rotatably connected to the camshaft 10 via a positive engagement, not shown.
- cam elements 11, 12, 13, 14 are arranged displaceably.
- the cam elements 11, 12, 13, 14 are connected to the camshaft 10 in another way that appears appropriate to a person skilled in the art.
- a number of cam tracks 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 for actuating a valve of one of the cam members 11, 12, 13, 14 and a number of cam tracks 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 for actuating a valve of another of the cam members 11, 12, 13, 14 are different from each other.
- the first axially displaceably arranged cam member 11 and the fourth axially displaceable cam member 14 for adjusting a valve lift of a valve of a cylinder per valve in each case two cam tracks 15, 16, 17, 18, 27, 28, 29, 30.
- the first cam element 11 and the fourth camshaft element 14 each have two first cam tracks 15, 17, 27, 29 and two second cam tracks 16, 18, 28, 30.
- first cam tracks 15, 17, 27, 29 and a second cam track 16, 18, 28, 30 are each associated with the same valve of a cylinder and have different valve strokes and Hubverrise on.
- the first cam tracks 15, 17, 27, 29 and the second cam tracks 16, 18, 28, 30, each associated with the same valve of the respective cylinder, are respectively disposed adjacent to the corresponding cam member 11, 14.
- the first cam tracks 15, 17, 27, 29 of the cam elements 11, 14 are provided for a small valve lift.
- the second cam tracks 16, 18, 28, 30 of the cam elements 11, 14 are provided for a large valve lift.
- the first cam tracks 15, 17, 27, 29, which are provided for a small valve lift have a smaller maximum distance from the main rotational axis 36 of the camshaft 10 than the second cam tracks 16, 18, 28, 30 provided for a large stroke.
- the cam elements 11, 14 each have a different cross-section than in a region of the second cam tracks 16, 18, 28, 30.
- the second cam element 12 and the third cam element 13 each have three cam tracks for adjusting a valve lift of a valve of the associated cylinder per valve 19, 20, 21, 22, 23, 24, 25, 26, 31, 32, 33, 34.
- the second cam element 12 and the third cam element 13 each have two first cam tracks 19, 21, 23, 25, two second cam tracks 20, 22, 24, 26 and two third cam tracks 31, 32, 33, 34.
- a first cam track 19, 21, 23, 25, a second cam track 20, 22, 24, 26 and a third cam track 31, 32, 33, 34 are each associated with the same valve of a cylinder and have different valve strokes and Hubverfact. All three cam tracks 19, 20, 21, 22, 23, 24, 25, 26, 31, 32, 33, 34 are arranged adjacent to each other and each adjacent directly to each other.
- the first cam tracks 19, 21, 23, 25 are respectively arranged between the third cam tracks 31, 32, 33, 34 and the second cam tracks 20, 22, 24, 26.
- the first cam tracks 19, 21, 23, 25 of the second cam member 12 and the third cam member 13 are formed the same as the first cam tracks 15, 17, 27, 29 of the first cam member 11 and the fourth cam member 14 and are provided for a small valve lift.
- the second cam tracks 20, 22, 24, 26 of the second and third cam members 12, 13 are formed the same as the second cam tracks 16, 18, 28, 30 of the first and fourth cam members 11, 14 and are provided for a large valve lift.
- the third cam tracks 31, 32, 33, 34 of the second cam member 12 and the third cam member 13 have a zero stroke.
- the third cam tracks 31, 32, 33, 34 of the second and third cam members 12, 13 do not cause actuation of the valve during a full rotation of the cam members 12, 13.
- the third cam tracks 31, 32, 33, 34 have a maximum distance from the main axis of rotation 36 of the camshaft 10 which is smaller than that of the first cam tracks 19, 21, 23, 25.
- the third cam tracks 31, 32, 33, 34 are during a full rotation of the cam member 12, 13 without contact with the associated valve.
- the third cam tracks 31, 32, 33, 34 of the cam members 12, 13 do not actuate the valves, whereby the corresponding cylinder is not filled with a fuel-air mixture and thus can not be ignited.
- the third cam tracks 31, 32, 33, 34 of a cam member 12, 13 are engaged, the corresponding cylinder is turned off and does not generate drive torque.
- cam elements 11, 12, 13, 14 are conceivable.
- At least one cam element 11, 12, 13, 14 has only one cam track 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29 , 30, 31, 32, 33, 34 or any other number of cam tracks 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28 that appear expedient to the person skilled in the art. 29, 30, 31, 32, 33, 34 which is greater than three.
- At least one of the cam elements 11, 12, 13, 14 each have at least two cam tracks 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 for actuating a respective valve and another of the at least two cam elements 11, 12, 13, 14 respectively at least three cam tracks 15, 16, 17, 18, 19, 20, 21, 22nd , 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 for actuating a respective valve, wherein none of the cam tracks 15, 16, 17, 18, 19, 20, 21, 22 , 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 has a zero lift.
- the KraftGermanventiltriebverstellvorraum includes an actuator device 37 which is provided for adjusting the valve lift to move the cam elements of the camshaft 10 axially.
- the cam tracks 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, which are in engagement with the respective valve are displaced. 29, 30, 31, 32, 33, 34 changed.
- the first cam element 11 and the second cam element 12 each have a first switching position and a second switching position.
- the second cam element 12 and the third cam element 13 have a first switching position, a second switching position and a third switching position.
- first switching position of one of the cam elements 11, 12, 13, 14 are respectively the first two cam tracks 15, 17, 19, 21, 23, 25, 27, 29 of the cam member engaged and actuate the corresponding valve of the corresponding cylinder.
- the valves of the cylinder are operated with the small valve lift.
- the second switching position of the cam elements 11, 12, 13, 14 are respectively the two second cam tracks 16, 18, 20, 22, 24, 26, 28, 30 of the cam member 11, 12, 13, 14 in engagement and actuate the corresponding Valve of the corresponding cylinder.
- the valves of the cylinder are operated with the large valve lift.
- the third cam tracks 31, 32, 33, 34 of the second cam member 12 and the third cam member 13 are respectively engaged. Since the third cam tracks 31, 32, 33, 34 each have the zero stroke and the respective valves unactuated remain the corresponding cylinder in a third switching position of the second and third cam member 12, 13 is turned off.
- the KraftGermanventiltriebverstellvorraum comprises a control and regulating unit 35.
- the control unit 35 is formed as part of a motor control. In principle, it is also conceivable that the control and regulation unit 35 is formed as a separate unit.
- the control and regulation unit 35 is provided to switch the at least four cam elements 11, 12, 13, 14 independently of each other.
- the control and regulation unit 35 sends to switch a cam member 11, 12, 13, 14 of a switching position to the other switching position an electrical or electronic signal to the actuator 37, which then the corresponding cam member 11, 12, 13, 14 of a switching position switches to the other switching position.
- the control and regulation unit 35 is provided in at least one operating state to change the switching position of one of the cam elements 11, 12, 13, 14 and to maintain the switching position of another cam element 11, 12, 13, 14.
- the control unit 35 changes the valve lift of the one cam member 11, 12, 13, 14 from a small to a large valve lift, from a large to a small valve lift, or from one of the valve lifts to a zero lift, where the valve lift of the other does not switched cam element 11, 12, 13, 14 at its previous small valve lift, large valve lift or zero stroke remains.
- the control and regulation unit 35 in a defined operating state exclusively a cam member 11, 12, 13, 14, two cam elements 11, 12, 13, 14, three cam elements 11, 12, 13, 14 or all four cam elements 11, 12, 13, 14 switches at least substantially simultaneously. In this case, it may be due to the actuator 37 to temporal differences, which are preferably only up to two camshaft revolutions. In principle, it is also conceivable that all switching cam elements 11, 12, 13, 14 switch at the same time.
- At least one of the four cam elements 11, 12, 13, 14 has a cam track 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30 in at least one operating state , 31, 32, 33, 34, which actuates a valve lift other than an engaged cam track 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 of another of the four cam elements 11, 12, 13, 14.
- Different cam elements 11, 12, 13, 14 have in an operating state cam tracks 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 in engagement, which trigger different valve strokes or the zero stroke at the respective valves.
- At least one of the four cam elements 11, 14 is in an operating state in the first switching position, therefore, has a cam track 15, 17, 27, 29 in engagement, which triggers a small valve lift, while at least one other of the four cam elements 12, 13 is in the third switching position, ie the third cam track 31, 32, 33, 34 in engagement, which triggers a zero stroke.
- the actuator device 37 includes a central actuator 38 which is arranged to switch all four cam elements.
- the actuator device 37 comprises two actuators 38 which are each provided to switch two of the four cam elements 11, 12, 13, 14.
- the actuator device 37 for switching each of the cam elements 11, 12, 13, 14 has a separate actuator, which in each case exclusively switches a cam element 11, 12, 13, 14 assigned to it.
- any other arrangement and / or number of actuators that appears appropriate to a person skilled in the art is also conceivable in order to switch the cam elements 11, 12, 13, 14. It is also possible to combine actuators which only have one cam element 11, 12, 13, 14 and actuators which switch a plurality of cam elements 11, 12, 13, 14.
- the KraftGermanventiltriebverstellvorraum has, as in FIG. 2 shown, four different operating areas 39, 40, 41, 42 on.
- On the in FIG. 2 shown graph is plotted on the abscissa 52, a speed of the motor vehicle internal combustion engine 51 and on the ordinate 53, a power of the motor vehicle internal combustion engine 51.
- the motor vehicle valve drive adjustment device it is also conceivable for the motor vehicle valve drive adjustment device to have a different number of operating regions 39, 40, 41, 42 that appears appropriate to the person skilled in the art.
- the various operating ranges 39, 40, 41, 42 are associated with a power-speed range of the automotive internal combustion engine 51. Below a defined first power 43 and below a defined first rotational speed 44, the motor vehicle internal combustion engine 51 is located in a first operating region 39.
- the first operating region 39 is designed as a central deactivation operating region. Above the defined first power 43 and below a second defined power 45, or above the first defined speed 44 and below a second defined speed 46, the motor vehicle internal combustion engine 51 is located in a second operating area 40. The second operating area 40 is also shown as a central shutdown. Operating area trained.
- the third operating range 41 is limited by the second defined power 45, the second defined speed 46 and a third defined power 47 and a third defined speed 48.
- the fourth operating range 42 is limited by the third defined power 47, the third defined speed 48 and a maximum power 49 and maximum speed 50.
- a definition of the various powers and rotational speeds takes place as a function of the corresponding motor vehicle engine 51 and moves in areas that appear reasonable for the person skilled in the art.
- the motor vehicle valve drive adjusting device has a different combination of switching positions of the cam elements 11, 12, 13, 14.
- the first cam element 11 and the fourth cam element 14 are each in their first switching position and actuate the respective valves respectively with the small valve lift.
- the second cam member 12 and the third cam member 13 are in the first operating range in each case in the third switching position and actuate the respective valves with the zero stroke.
- the first cam member 11 and the fourth cam member 14 are each in their second shift position and actuate the respective valves respectively with the large valve lift.
- the second cam member 12 and the third cam member 13 are in the third operating position in the second operating region 40 and actuate the respective valves with the zero stroke.
- the control and regulating unit 35 switches the first cam member 11 and the fourth cam member 14 at a transition from the first operating region 39 in the second operating region 40 by means of the actuator device 37 from the first to the second switching position and thus changes the valve strokes of the First cam member 11 and the fourth cam member 14 actuated valves of the first and fourth cylinder from the small valve lift to the large valve lift.
- the control and regulation unit 35 switches the first cam member 11 and the fourth cam member 14 in a transition from the second operating region 40 in the third operating region 41 by means of the actuator 37 each of the second switching position to the first switching position and thus changes the valve strokes of Valves of the first and fourth cylinders operated by the first cam member 11 and the fourth cam member 14 from the large valve lift to the small valve lift.
- control unit 35 switches the second cam member 12 and the third cam member 13 in the transition from the second operating region 40 to the third operating region 41 by means of the actuator device 37 in each case from the third shift position to the first shift position, and thus changes the valve lifts of the valves of the second and third cylinders actuated by the second cam element 12 and the third cam element 13 from the zero lift to the small valve lift.
- the control and regulation unit 35 switches the first cam member 11, the second cam member 12, the third cam member 13 and the fourth cam member 14 at a transition from the third operating region 41 in the fourth operating region 42 by means of the actuator device 37 respectively from the first switching position the second shift position, and thus changes the valve lifts of the valves of the first, second, third and fourth cylinders operated by the first cam member 11, the second cam member 12, the third cam member 13 and the fourth cam member 14 from the small valve lift to the large valve lift.
- any other circuit of the cam elements 11, 12, 13, 14 appearing appropriate to the person skilled in the art is also conceivable in the various operating regions 39, 40, 41, 42.
- the third operating region 41 the first cam element 11 and the fourth cam element 14 are switched to the first switching position and the second cam element 12 and the third cam element 13 are switched to their second switching position.
- the actuator device 37 has a mechanical coding, which defines a defined switching sequence of the cam elements 11, 12, 13, 14. Due to the mechanical coding of the actuator device 37, a switching sequence of the cam elements 11, 12, 13, 14 fixed and a circuit of the individual cam elements 11, 12, 13, 14 always follows a predetermined pattern. The individual switching positions of the individual cam elements 11, 12, 13, 14 in the various operating regions 39, 40, 41, 42 are predetermined by the mechanical coding. On the switching position of the cam member 11, 12, 13, 14 follows in a next operating range 39, 40, 41, 42 always the same switching position.
- the control and regulation unit 35 In a circuit from the one operating region 39, 40, 41, 42 into an adjacent operating region 39, 40, 41, 42, the control and regulation unit 35 outputs only a signal for switching to the actuator device 37 and a correct circuit of the cam elements 11, 12, 13, 14 is predetermined by the mechanical coding. A malfunction or failure of a circuit of one of the cam elements 11, 12, 13, 14 is excluded. There are always defined switching positions of the cam elements 11, 12, 13, 14 before.
- the actuator device 37 is provided to switch the cam elements 11, 12, 13, 14 as a function of at least one operating parameter of the motor vehicle internal combustion engine 51.
- the control unit 35 outputs a defined speed 44, 46, 48 or a defined power 43, 45, 47 of the motor vehicle engine 51, the two operating areas 39, 40, 41, 42 from each other, a signal to switch the corresponding Cam elements 11, 12, 13, 14 by means of the actuator device 37th
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- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Description
Die Erfindung betrifft eine Kraftfahrzeugventiltriebverstellvorrichtung nach dem Oberbegriff des Anspruchs 1.The invention relates to a Kraftfahrzeugventiltriebverstellvorrichtung according to the preamble of claim 1.
Aus der
Der Erfindung liegt insbesondere die Aufgabe zugrunde, eine besonders variable und zugleich kompakt bauende Kraftfahrzeugventiltriebverstellvorrichtung bereitzustellen. Sie wird gemäß der Erfindung durch die Merkmale des Anspruchs 1 gelöst. Weitere Ausgestaltungen ergeben sich aus den Unteransprüchen.The invention is in particular the object of providing a particularly variable and at the same time compact build Kraftfahrzeugventiltriebverstellvorrichtung. It is achieved according to the invention by the features of claim 1. Further embodiments emerge from the subclaims.
Die Erfindung geht aus von einer Kraftfahrzeugventiltriebverstellvorrichtung mit zumindest einer Nockenwelle, die zumindest zwei axial verschiebbar angeordnete Nockenelemente umfasst.The invention is based on a Kraftfahrzeugventiltriebverstellvorrichtung with at least one camshaft comprising at least two axially displaceably arranged cam elements.
Es wird vorgeschlagen, dass sich eine Anzahl an Nockenspuren zur Betätigung eines Ventils eines der Nockenelemente und eine Anzahl an Nockenspuren zur Betätigung eines Ventils eines anderen der Nockenelemente voneinander unterscheiden. Dadurch können einzelne Nockenelemente besonders variabel und mit mehr Ventilhüben ausgebildet werden, wodurch die Kraftfahrzeugventiltriebverstellvorrichtung besonders variabel ausgebildet werden kann. Unter einer "Nockenwelle" soll dabei insbesondere eine Welle verstanden werden, die zur Betätigung mehrerer Ventile einer Kraftfahrzeugbrennkraftmaschine vorgesehen ist und zur Betätigung eines Ventils jeweils zumindest eine Nockenspur aufweist. Dabei ist es sowohl denkbar, dass die Nockenwelle als Einlassnockenwelle ausgebildet und dazu vorgesehen ist, Einlassventile zu betätigen, als auch, dass die Nockenwelle als Auslassnockenwelle ausgebildet und dazu vorgesehen ist, Auslassventile zu betätigen. Unter einem "Nockenelement" soll insbesondere ein Element verstanden werden, das drehfest auf einer Nockenwelle angeordnet und zur Betätigung eines Ventils dazu vorgesehen ist, das entsprechende Ventil direkt oder indirekt mit zumindest einem Hub zu beaufschlagen. Unter "drehfest" soll insbesondere eine Verbindung verstanden werden, die ein Drehmoment und/oder eine Drehbewegung unverändert überträgt. Unter "axial" soll insbesondere axial in Bezug auf eine Hauptrotationsachse des Nockenelements verstanden werden. Unter "axial verschiebbar" soll dabei insbesondere verstanden werden, dass das Nockenelement auf der Nockenwelle parallel zu der Hauptrotationsachse des Nockenelements zwischen zumindest zwei Arbeitspositionen verschiebbar ist. Unter einer "Nockenspur" soll insbesondere ein auf dem Umfang des Nockenelements verlaufender Bereich des Nockenelements verstanden werden, der eine Ventilbetätigungskurve zur Ventilbetätigung ausbildet und/oder der die Ventilbetätigung definiert. Unter "zumindest zwei Nockenelementen" soll insbesondere verstanden werden, dass die Kraftfahrzeugventiltriebverstellvorrichtung zumindest zwei Nockenelemente umfasst, aber auch, abhängig von einer Zylinderzahl der Kraftfahrzeugbrennkraftmaschine, drei Nockenelemente, vier Nockenelemente, fünf Nockenelemente, sechs Nockenelemente, acht Nockenelemente oder eine andere, dem Fachmann als sinnvoll erscheinende Anzahl an Nockenelementen umfassen kann.It is proposed that a number of cam tracks for actuating a valve of one of the cam elements and a number of cam tracks for actuating a valve of another of the cam elements differ from one another. As a result, individual cam elements can be designed to be particularly variable and with more valve strokes, whereby the Kraftfahrzeugventiltriebverstellvorrichtung can be made particularly variable. A "camshaft" is to be understood in particular as meaning a shaft which is provided for actuating a plurality of valves of a motor vehicle internal combustion engine and in each case has at least one cam track for actuating a valve. It is also conceivable that the camshaft is designed as an intake camshaft and is provided to actuate intake valves, as well as that the camshaft is designed as an exhaust camshaft and is provided for this purpose, exhaust valves to press. A "cam element" is to be understood in particular an element which is non-rotatably arranged on a camshaft and is provided for actuating a valve to act on the corresponding valve directly or indirectly with at least one hub. By "non-rotatable" is to be understood in particular a compound that transmits a torque and / or rotational movement unchanged. By "axial" is meant in particular axially with respect to a main axis of rotation of the cam member. By "axially displaceable" is to be understood in particular that the cam member is displaceable on the camshaft parallel to the main axis of rotation of the cam member between at least two working positions. A "cam track" is to be understood in particular as meaning a region of the cam element extending on the circumference of the cam element, which forms a valve actuation curve for valve actuation and / or which defines the valve actuation. By "at least two cam elements" is to be understood in particular that the Kraftfahrzeugventiltriebverstellvorrichtung comprises at least two cam elements, but also, depending on a number of cylinders of the motor vehicle engine, three cam elements, four cam elements, five cam elements, six cam elements, eight cam elements or another, the skilled than may appear meaningful number of cam elements.
Weiter wird vorgeschlagen, dass die axial verschiebbar angeordneten Nockenelemente zur Verstellung eines Ventilhubs zumindest eines Ventils eines Zylinders je Ventil zumindest jeweils zwei Nockenspuren aufweisen. Dadurch kann die Kraftfahrzeugventiltriebverstellvorrichtung besonders vorteilhaft ausgebildet werden. Unter einem "Ventilhub" soll dabei insbesondere eine durch die Nockenspuren der Nockenelemente ausgelöste Bewegung des Ventils verstanden werden, bei dem sich das Ventil vorzugsweise aus seinem Ventilsitz hebt und so einen Strömungsquerschnitt freigibt. Unter einer "Verstellung eines Ventilhubs" soll insbesondere eine Umschaltung zwischen zumindest zwei Nockenspuren, die eine Betätigung des zumindest einen Ventils definieren, verstanden werden.It is further proposed that the axially displaceably arranged cam elements for adjusting a valve lift of at least one valve of a cylinder per valve have at least two cam tracks. Thereby, the Kraftfahrzeugventiltriebverstellvorrichtung can be formed particularly advantageous. A "valve lift" is to be understood in particular as meaning a movement of the valve triggered by the cam tracks of the cam elements, in which case the valve preferably lifts out of its valve seat and thus releases a flow cross-section. An "adjustment of a valve lift" is to be understood, in particular, as a switchover between at least two cam tracks, which define an actuation of the at least one valve.
Des Weiteren wird vorgeschlagen, dass zumindest eines der Nockenelemente zumindest eine Nockenspur mit einem Ventilhub und eine Nockenspur mit einem Nullhub aufweist. Dadurch kann eine besonders vorteilhafte Zylinderabschaltungsfunktion bereitgestellt werden. Unter einem "Nullhub" soll insbesondere verstanden werden, dass ein Ventil, das mit dem Nullhub betätigt wird, während einer gesamten Umdrehung des Nockenelements einen gleichbleibenden Ventilhub aufweist, vorzugsweise dabei in seinem Ventilsitz bleibt und einen Strömungsquerschnitt des Ventils so während der gesamten Zeit in der der Nullhub in Eingriff ist, versperrt bleibt. Dabei bleibt die Nockenspur, die den Nullhub aufweist, während einer gesamten Umdrehung des entsprechenden Nockenelements, vorzugsweise berührungsfrei mit dem entsprechenden Ventil und berührt dieses nicht. Während ein Nockenelement mit einem Nullhub in Eingriff ist bleibt das entsprechende Ventil unbetätigt.Furthermore, it is proposed that at least one of the cam elements has at least one cam track with a valve lift and one cam track with a zero lift. As a result, a particularly advantageous cylinder deactivation function can be provided. A "zero stroke" is to be understood in particular that a valve which is operated with the zero stroke, during a complete revolution of the cam member has a constant valve lift, preferably remains in its valve seat and a flow cross-section of the valve during the entire time in the the zero stroke is engaged, remains locked. The cam track that has the zero stroke remains during one entire revolution of the corresponding cam element, preferably non-contact with the corresponding valve and does not touch it. While a cam member is engaged with a zero stroke, the corresponding valve remains unactuated.
Zudem wird vorgeschlagen, dass ein anderes der Nockenelemente ausschließlich zumindest eine Nockenspur mit einem Ventilhub aufweist. Dadurch kann das entsprechende Nockenelement besonders vorteilhaft und kompakt ausgebildet werden, wodurch die gesamte Kraftfahrzeugventiltriebverstellvorrichtung kompaktbauend ausgebildet werden kann.In addition, it is proposed that another of the cam elements exclusively has at least one cam track with one valve lift. Thereby, the corresponding cam element can be formed particularly advantageous and compact, whereby the entire Kraftfahrzeugventiltriebverstellvorrichtung can be made kompaktbauend.
Weiterhin wird vorgeschlagen, dass eines der zumindest zwei Nockenelemente jeweils zwei Nockenspuren zur Betätigung jeweils eines Ventils aufweist und ein anderes der zumindest zwei Nockenelemente jeweils drei Nockenspuren zur Betätigung jeweils eines Ventils aufweist. Dadurch kann die Kraftfahrzeugventiltriebverstellvorrichtung besonders variabel ausgebildet werden.Furthermore, it is proposed that one of the at least two cam elements each have two cam tracks for actuating one valve each and another of the at least two cam elements each having three cam tracks for actuating a respective valve. Thereby, the Kraftfahrzeugventiltriebverstellvorrichtung can be made particularly variable.
Zudem wird vorgeschlagen, dass die Nockenwelle vier axial verschiebbare Nockenelemente umfasst, wobei zwei Nockenelemente jeweils zwei Nockenspuren zur Betätigung eines Ventils aufweisen und die zwei anderen Nockenelemente jeweils drei Nockenspuren zur Betätigung eines Ventils aufweisen. Dadurch kann eine besonders vorteilhafte Kraftfahrzeugventiltriebverstellvorrichtung für eine vierzylindrige Kraftfahrzeugbrennkraftmaschine bereitgestellt werden.In addition, it is proposed that the camshaft comprises four axially displaceable cam elements, wherein two cam elements each have two cam tracks for actuating a valve and the two other cam elements each have three cam tracks for actuating a valve. Thereby, a particularly advantageous Kraftfahrzeugventiltriebverstellvorrichtung for a four-cylinder automotive internal combustion engine can be provided.
Ferner wird vorgeschlagen, dass das Nockenelement, das jeweils drei Nockenspuren aufweist, einen Nullhub aufweist. Dadurch kann die Zylinderabschaltung besonders gut und einfach in die Kraftfahrzeugventiltriebverstellvorrichtung integriert werden.It is also proposed that the cam element, each having three cam tracks, has a zero stroke. As a result, the cylinder deactivation can be integrated particularly well and simply into the motor vehicle valve drive adjustment device.
Weiter wird vorgeschlagen, dass die Kraftfahrzeugventiltriebverstellvorrichtung eine Steuer- und/oder Regeleinheit aufweist, die dazu vorgesehen ist, die zumindest zwei Nockenelemente zumindest teilweise unabhängig voneinander zu schalten. Dadurch können die Nockenelemente besonders vorteilhaft geschaltet und die Kraftfahrzeugventiltriebverstellvorrichtung besonders variabel ausgestaltet werden. Unter einer "Steuer- und/oder Regeleinheit" soll insbesondere eine Einheit mit zumindest einem Steuergerät verstanden werden. Unter einem "Steuergerät" soll insbesondere eine Einheit mit einer Prozessoreinheit und mit einer Speichereinheit sowie mit einem in der Speichereinheit gespeicherten Betriebsprogramm verstanden werden. Grundsätzlich kann die Steuer- und/oder Regeleinheit mehrere untereinander verbundene Steuergeräte aufweisen, die vorzugsweise dazu vorgesehen sind, über ein Bus-System, wie insbesondere ein CAN-Bus-System, miteinander zu kommunizieren. Unter "vorgesehen" soll insbesondere speziell programmiert, ausgelegt und/oder ausgestattet verstanden werden. Unter "zumindest teilweise unabhängig voneinander schalten" soll dabei insbesondere verstanden werden, dass ein Nockenelement in einem Betriebszustand unabhängig davon, ob die anderen Nockenelemente geschaltet werden, geschaltet werden kann. Dabei kann es sich zur Schaltung der Nockenelemente um den selben Aktuator handeln, der die Nockenelemente einzeln und unabhängig voneinander schalten kann. Eine Schaltung sämtlicher Nockenelemente in einem Zeitraum kleiner 10 Nockenwellenumdrehungen soll dabei insbesondere als eine abhängige Schaltung der Nockenelemente verstanden werden, die nicht unabhängig im Sinne von getrennt voneinander schaltbaren Nockenelementen ist.It is further proposed that the Kraftfahrzeugventiltriebverstellvorrichtung has a control and / or regulating unit which is provided to at least partially independently switch the at least two cam elements. Thereby, the cam elements can be switched particularly advantageous and the Kraftfahrzeugventiltriebverstellvorrichtung be designed to be particularly variable. A "control and / or regulating unit" is to be understood in particular as a unit having at least one control unit. A "control unit" is to be understood in particular as meaning a unit having a processor unit and a memory unit as well as an operating program stored in the memory unit. In principle, the control and / or regulating unit have a plurality of interconnected control devices, which are preferably provided to communicate via a bus system, in particular a CAN bus system with each other. By "provided" is intended to be understood in particular specially programmed, designed and / or equipped. By "switch at least partially independently of each other" is to be understood in particular that a cam element in an operating state, regardless of whether the other cam elements are switched, can be switched. In this case, it may be to the circuit of the cam elements to the same actuator, which can switch the cam elements individually and independently. A circuit of all cam elements in a period of less than 10 camshaft revolutions should be understood in particular as a dependent circuit of the cam elements, which is not independent in the sense of separately switchable cam elements.
Weiterhin wird vorgeschlagen, dass die Steuer- und/oder Regeleinheit in zumindest einem Betriebszustand dazu vorgesehen ist, eine Schaltstellung zumindest eines der Nockenelemente zu verändern und eine Schaltstellung zumindest eines anderen Nockenelements aufrechtzuerhalten. Dadurch kann ein Nockenelement besonders vorteilhaft unabhängig von dem anderen Nockenelement geschaltet werden. Unter einer "Schaltstellung eines Nockenelements" soll dabei eine definierte Position des Nockenelements verstanden werden, die das Nockenelement nach vollenden einer Schaltung einnimmt und in dem eine definierte Nockenspur mit dem entsprechenden Ventil in Eingriff steht. Unter eine "Schaltstellung zu verändern" soll insbesondere verstanden werden, dass ein Nockenelement von einer Schaltstellung in eine andere Schaltstellung geschaltet wird. Unter eine "Schaltstellung aufrechtzuerhalten" soll insbesondere verstanden werden, dass die Schaltstellung des Nockenelements gleich bleibt und insbesondere keine Schaltung in eine andere Schaltstellung vorgenommen wird.Furthermore, it is proposed that the control and / or regulating unit is provided in at least one operating state to change a switching position of at least one of the cam elements and to maintain a switching position of at least one other cam element. As a result, a cam element can be switched particularly advantageously independently of the other cam element. A "switching position of a cam element" should be understood to mean a defined position of the cam element, which occupies the cam element after completion of a circuit and in which a defined cam track engages the corresponding valve. Under a "shift position to change" should be understood in particular that a cam element is switched from a shift position to another shift position. Under a "maintain switching position" should be understood in particular that the switching position of the cam element remains the same and in particular no switching is made in a different switching position.
Des Weiteren wird vorgeschlagen, dass zumindest eines der Nockenelemente in zumindest einem Betriebszustand eine Nockenspur in Eingriff hat, die einen anderen Ventilhub auslöst, als ein anderes der Nockenelemente. Dadurch kann die Kraftfahrzeugbrennkraftmaschine besonders variabel betrieben werden.Furthermore, it is proposed that at least one of the cam elements in at least one operating state has a cam track in engagement, which triggers a different valve lift, than another of the cam elements. As a result, the motor vehicle internal combustion engine can be operated in a particularly variable manner.
Weitere Vorteile ergeben sich aus der folgenden Zeichnungsbeschreibung. In den Zeichnungen ist ein Ausführungsbeispiel der Erfindung dargestellt. Die Zeichnungen, die Beschreibung und die Ansprüche enthalten zahlreiche Merkmale in Kombination. Der Fachmann wird die Merkmale zweckmäßigerweise auch einzeln betrachten und zu sinnvollen weiteren Kombinationen zusammenfassen.Further advantages emerge from the following description of the drawing. In the drawings, an embodiment of the invention is shown. The drawings, the description and the claims contain numerous features in combination. The person skilled in the art will expediently also consider the features individually and combine them into meaningful further combinations.
Dabei zeigen:
- Fig. 1
- eine schematische Darstellung einer erfindungsgemäßen Kraftfahrzeugventiltriebverstellvorrichtung und
- Fig. 2
- ein Kennfled der erfindungsgemäßen Kraftfahrzeugventiltriebverstellvorrichtung, das in verschiedene Betriebsbereiche unterteilt ist.
- Fig. 1
- a schematic representation of a Kraftfahrzeugventiltriebverstellvorrichtung invention and
- Fig. 2
- a Kennfled the Kraftfahrzeugwertstriebtriebverstellvorrichtung invention, which is divided into different operating areas.
Die
Die Nockenwelle 10 umfasst vier axial verschiebbar angeordnete Nockenelemente 11, 12, 13, 14. Das erste Nockenelement 11 ist dem ersten Zylinder und den entsprechenden Ventilen zugeordnet. Das zweite Nockenelement 12 ist dem zweiten Zylinder und den entsprechenden Ventilen zugeordnet. Das dritte Nockenelement 13 ist dem dritten Zylinder und den entsprechenden Ventilen zugeordnet. Das vierte Nockenelement 14 ist dem vierten Zylinder und den entsprechenden Ventilen zugeordnet. Die axial verschiebbaren Nockenelemente 11, 12, 13, 14 sind zur Betätigung und Verstellung eines Ventilhubs von jeweils zwei Ventilen eines Zylinders vorgesehen. Die Nockenelemente 11, 12, 13, 14 sind über einen nicht näher dargestellten Formschluss drehfest mit der Nockenwelle 10 verbunden. In einer Axialrichtung, die parallel zu einer Hauptrotationsachse 36 der Nockenwelle 10 verläuft, sind die Nockenelemente 11, 12, 13, 14 verschiebbar angeordnet. Grundsätzlich ist es auch denkbar, dass die Nockenelemente 11, 12, 13, 14 auf eine andere, dem Fachmann als sinnvoll erscheinende Weise mit der Nockenwelle 10 verbunden sind.The
Eine Anzahl an Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 zur Betätigung eines Ventils eines der Nockenelemente 11, 12, 13, 14 und eine Anzahl an Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 zur Betätigung eines Ventils eines anderen der Nockenelemente 11, 12, 13, 14 unterscheiden sich voneinander. Dabei weist das erste axial verschiebbar angeordnete Nockenelement 11 und das vierte axial verschiebbare Nockenelement 14 zur Verstellung eines Ventilhubs eines Ventils eines Zylinders je Ventil jeweils zwei Nockenspuren 15, 16, 17, 18, 27, 28, 29, 30 auf. Das erste Nockenelement 11 und das vierte Nockenwellenelement 14 weisen jeweils zwei erste Nockenspuren 15, 17, 27, 29 und zwei zweite Nockenspuren 16, 18, 28, 30 auf. Je eine erste Nockenspur 15, 17, 27, 29 und eine zweite Nockenspur 16, 18, 28, 30 sind jeweils dem selben Ventil eines Zylinders zugeordnet und weisen unterschiedliche Ventilhübe und Hubverläufe auf. Die ersten Nockenspuren 15, 17, 27, 29 und die zweiten Nockenspuren 16, 18, 28, 30, die jeweils dem selben Ventil des jeweiligen Zylinders zugeordnet sind, sind auf dem entsprechenden Nockenelement 11, 14 jeweils benachbart angeordnet. Die ersten Nockenspuren 15, 17, 27, 29 der Nockenelemente 11, 14 sind für einen kleinen Ventilhub vorgesehen. Die zweiten Nockenspuren 16, 18, 28, 30 der Nockenelemente 11, 14 sind für einen großen Ventilhub vorgesehen. Dabei weisen die ersten Nockenspuren 15, 17, 27, 29, die für einen kleinen Ventilhub vorgesehen sind, einen kleineren maximalen Abstand von der Hauptrotationsachse 36 der Nockenwelle 10 auf als die für einen großen Hub vorgesehenen zweiten Nockenspuren 16, 18, 28, 30. In einem Bereich der ersten Nockenspuren 15, 17, 27, 29 weisen die Nockenelemente 11, 14 jeweils einen anderen Querschnitt auf als in einem Bereich der zweiten Nockenspuren 16, 18, 28, 30.A number of cam tracks 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 for actuating a valve of one of the
Das zweite Nockenelement 12 und das dritte Nockenelement 13 weisen zur Verstellung eines Ventilhubs eines Ventils des zugeordneten Zylinders je Ventil jeweils drei Nockenspuren 19, 20, 21, 22, 23, 24, 25, 26, 31, 32, 33, 34 auf. Das zweite Nockenelement 12 und das dritte Nockenelement 13 weisen jeweils zwei erste Nockenspuren 19, 21, 23, 25, zwei zweite Nockenspuren 20, 22, 24, 26 und zwei dritte Nockenspuren 31, 32, 33, 34 auf. Je eine erste Nockenspur 19, 21, 23, 25, eine zweite Nockenspur 20, 22, 24, 26 und eine dritte Nockenspur 31, 32, 33, 34 sind jeweils dem selben Ventil eines Zylinders zugeordnet und weisen unterschiedliche Ventilhübe und Hubverläufe auf. Alle drei Nockenspuren 19, 20, 21, 22, 23, 24, 25, 26, 31, 32, 33, 34 sind benachbart zueinander angeordnet und grenzen jeweils unmittelbar aneinander an. Die ersten Nockenspuren 19, 21, 23, 25 sind jeweils zwischen den dritten Nockenspuren 31, 32, 33, 34 und den zweiten Nockenspuren 20, 22, 24, 26 angeordnet.The
Die ersten Nockenspuren 19, 21, 23, 25 des zweiten Nockenelements 12 und des dritten Nockenelements 13 sind gleich ausgebildet wie die ersten Nockenspuren 15, 17, 27, 29 des ersten Nockenelements 11 und des vierten Nockenelements 14 und sind für einen kleinen Ventilhub vorgesehen. Die zweiten Nockenspuren 20, 22, 24, 26 des zweiten und dritten Nockenelements 12, 13 sind gleich ausgebildet wie die zweiten Nockenspuren 16, 18, 28, 30 des ersten und vierten Nockenelements 11, 14 und sind für einen großen Ventilhub vorgesehen. Die dritten Nockenspuren 31, 32, 33, 34 des zweiten Nockenelements 12 und des dritten Nockenelements 13 weisen einen Nullhub auf. Die dritten Nockenspuren 31, 32, 33, 34 des zweiten und dritten Nockenelements 12, 13 rufen bei einer vollen Umdrehung der Nockenelemente 12, 13 keine Betätigung des Ventils hervor. Die dritten Nockenspuren 31, 32, 33, 34 weisen einen maximalen Abstand von der Hauptrotationsachse 36 der Nockenwelle 10 auf, der kleiner ist als der der ersten Nockenspuren 19, 21, 23, 25. Die dritten Nockenspuren 31, 32, 33, 34 sind während einer vollen Umdrehung des Nockenelements 12, 13 kontaktfrei mit dem zugeordneten Ventil. Die dritten Nockenspuren 31, 32, 33, 34 der Nockenelemente 12, 13 betätigen die Ventile nicht, wodurch der entsprechende Zylinder nicht mit einem Kraftstoff-Luftgemisch befüllt wird und somit nicht gezündet werden kann. Während die dritten Nockenspuren 31, 32, 33, 34 eines Nockenelements 12, 13 in Eingriff sind, ist der entsprechende Zylinder abgeschaltet und erzeugt kein Antriebsmoment. Grundsätzlich ist es auch denkbar, dass die dritten Nockenspuren 31, 32, 33, 34 das Ventil zwar berühren, dieses aber nicht aus seinem Ventilsitz abheben.The first cam tracks 19, 21, 23, 25 of the
Grundsätzlich sind auch andere Ausgestaltungen der Nockenelemente 11, 12, 13, 14 denkbar. So ist es beispielsweise denkbar, dass nur ein Nockenelement 11, 12, 13, 14 eine andere Anzahl an Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 aufweist, als die restlichen Nockenelemente 11, 12, 13, 14 der Nockenwelle 10. Grundsätzlich ist es aber auch denkbar, dass eine andere, dem Fachmann als sinnvoll erscheinende Anzahl an Nockenelementen 11, 12, 13, 14 eine andere Anzahl an Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 aufweist. Dabei ist es grundsätzlich auch denkbar, dass zumindest ein Nockenelement 11, 12, 13, 14 lediglich eine Nockenspur 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 oder eine andere, dem Fachmann als sinnvoll erscheinende Anzahl an Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 aufweist, die größer drei ist. Grundsätzlich ist es auch denkbar, dass zumindest eines der Nockenelemente 11, 12, 13, 14 jeweils zumindest zwei Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 zur Betätigung jeweils eines Ventils aufweist und ein anderes der zumindest zwei Nockenelemente 11, 12, 13, 14 jeweils zumindest drei Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 zur Betätigung jeweils eines Ventils aufweist, wobei keine der Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 einen Nullhub aufweist.In principle, other embodiments of the
Zur Verstellung der Nockenelemente 11, 12, 13, 14 umfasst die Kraftfahrzeugventiltriebverstellvorrichtung eine Aktuatorvorrichtung 37, die zur Verstellung des Ventilhubs dazu vorgesehen ist, die Nockenelemente der Nockenwelle 10 axial zu verschieben. Durch axiales Verschieben der Nockenelemente 11, 12, 13, 14 werden die mit dem jeweiligen Ventil in Eingriff stehenden Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 verändert. Das erste Nockenelement 11 und das zweite Nockenelement 12 weisen jeweils eine erste Schaltstellung und eine zweite Schaltstellung auf. Das zweite Nockenelement 12 und das dritte Nockenelement 13 weisen eine erste Schaltstellung, eine zweite Schaltstellung und eine dritte Schaltstellung auf. In der ersten Schaltstellung eines der Nockenelemente 11, 12, 13, 14 sind jeweils die beiden ersten Nockenspuren 15, 17, 19, 21, 23, 25, 27, 29 des Nockenelements in Eingriff und betätigen das entsprechende Ventil des entsprechenden Zylinders. In der ersten Schaltstellung werden die Ventile der Zylinder mit dem kleinen Ventilhub betätigt. In der zweiten Schaltstellung eines der Nockenelemente 11, 12, 13, 14 sind jeweils die beiden zweiten Nockenspuren 16, 18, 20, 22, 24, 26, 28, 30 des Nockenelements 11, 12, 13, 14 in Eingriff und betätigen das entsprechende Ventil des entsprechenden Zylinders. In der zweiten Schaltstellung werden die Ventile der Zylinder mit dem großen Ventilhub betätigt. In der dritten Schaltstellung sind jeweils die dritten Nockenspuren 31, 32, 33, 34 des zweiten Nockenelements 12 und des dritten Nockenelements 13 in Eingriff. Da die dritten Nockenspuren 31, 32, 33, 34 jeweils den Nullhub aufweisen und die jeweiligen Ventile unbetätigt bleiben sind die entsprechenden Zylinder in einer dritten Schaltstellung des zweiten und dritten Nockenelements 12, 13 abgeschaltet.To adjust the
Die Kraftfahrzeugventiltriebverstellvorrichtung umfasst eine Steuer- und Regeleinheit 35. Die Steuer- und Regeleinheit 35 ist als Teil einer Motorsteuerung ausgebildet. Grundsätzlich ist es auch denkbar, dass die Steuer- und Regeleinheit 35 als separate Einheit ausgebildet ist. Die Steuer- und Regeleinheit 35 ist dazu vorgesehen, die zumindest vier Nockenelemente 11, 12, 13, 14 unabhängig voneinander zu schalten. Die Steuer- und Regeleinheit 35 sendet zur Schaltung eines Nockenelements 11, 12, 13, 14 von einer Schaltstellung in die andere Schaltstellung ein elektrisches oder elektronisches Signal an die Aktuatorvorrichtung 37, die dann das entsprechende Nockenelement 11, 12, 13, 14 von einer Schaltstellung in die andere Schaltstellung umschaltet. Die Steuer- und Regeleinheit 35 ist in zumindest einem Betriebszustand dazu vorgesehen, die Schaltstellung eines der Nockenelemente 11, 12, 13, 14 zu verändern und die Schaltstellung eines anderen Nockenelements 11, 12, 13, 14 aufrechtzuerhalten. Dadurch verändert die Steuer- und Regeleinheit 35 den Ventilhub des einen Nockenelements 11, 12, 13, 14 von einem kleinen auf einen großen Ventilhub, von einem großen auf einen kleinen Ventilhub oder von einem der Ventilhübe zu einem Nullhub, wobei der Ventilhub des anderen nicht umgeschalteten Nockenelements 11, 12, 13, 14 bei seinem bisherigen kleinen Ventilhub, großen Ventilhub oder Nullhub bleibt. Dabei ist es denkbar, dass die Steuer- und Regeleinheit 35 in einem definierten Betriebszustand ausschließlich ein Nockenelement 11, 12, 13, 14, zwei Nockenelemente 11, 12, 13, 14, drei Nockenelemente 11, 12, 13, 14 oder alle vier Nockenelemente 11, 12, 13, 14 zumindest im Wesentlichen zeitgleich schaltet. Dabei kann es durch die Aktuatorvorrichtung 37 zu zeitlichen Unterschieden kommen, die vorzugsweise nur bis zu zwei Nockenwellenumdrehungen betragen. Grundsätzlich ist es auch denkbar, dass alle zu schaltenden Nockenelemente 11, 12, 13, 14 zeitgleich schalten.The Kraftfahrzeugventiltriebverstellvorrichtung comprises a control and regulating
Zumindest eines der vier Nockenelemente 11, 12, 13, 14 hat in zumindest einem Betriebszustand eine Nockenspur 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 in Eingriff, die einen anderen Ventilhub auslöst als eine im Eingriff befindliche Nockenspur 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 eines anderen der vier Nockenelemente 11, 12, 13, 14. Verschiedene Nockenelemente 11, 12, 13, 14 haben in einem Betriebszustand Nockenspuren 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 in Eingriff, die bei den entsprechenden Ventilen verschiedene Ventilhübe oder den Nullhub auslösen. So befindet sich beispielsweise in einem Betriebszustand zumindest eins der vier Nockenelemente 11, 14 in der ersten Schaltstellung, hat also eine Nockenspur 15, 17, 27, 29 in Eingriff, die einen kleinen Ventilhub auslöst, während sich zumindest ein anderes der vier Nockenelemente 12, 13 in der dritten Schaltstellung befindet, also die dritte Nockenspur 31, 32, 33, 34 in Eingriff hat, die einen Nullhub auslöst.At least one of the four
Die Aktuatorvorrichtung 37 umfasst einen zentralen Aktuator 38, der dazu vorgesehen ist, alle vier Nockenelemente zu schalten. Es ist grundsätzlich auch denkbar, dass die Aktuatorvorrichtung 37 zwei Aktuatoren 38 umfasst, die jeweils dazu vorgesehen sind, zwei der vier Nockenelemente 11, 12, 13, 14 zu schalten. Grundsätzlich ist es auch denkbar, dass die Aktuatorvorrichtung 37 zur Schaltung jedes der Nockenelemente 11, 12, 13, 14 einen separaten Aktuator aufweist, der jeweils ausschließlich ein ihm zugeordnetes Nockenelement 11, 12, 13, 14 schaltet. Grundsätzlich ist auch jede andere, dem Fachmann als sinnvoll erscheinende Anordnung und/oder Anzahl von Aktuatoren denkbar, um die Nockenelemente 11, 12, 13, 14 zu schalten. Dabei können auch Aktuatoren, die lediglich ein Nockenelement 11, 12, 13, 14 und Aktuatoren, die mehrere Nockenelemente 11, 12, 13, 14 schalten, kombiniert werden.The
Die Kraftfahrzeugventiltriebverstellvorrichtung weist, wie in
In jedem Betriebsbereich 39, 40, 41, 42 weist die Kraftfahrzeugventiltriebverstellvorrichtung eine andere Kombination an Schaltstellungen der Nockenelemente 11, 12, 13, 14 auf. In dem ersten als Zentralabschaltungs-Betriebsbereich ausgebildeten Betriebsbereich 39 sind das erste Nockenelement 11 und das vierte Nockenelement 14 jeweils in ihrer ersten Schaltstellung und betätigen die jeweiligen Ventile jeweils mit dem kleinen Ventilhub. Das zweite Nockenelement 12 und das dritte Nockenelement 13 sind in dem ersten Betriebsbereich jeweils in der dritten Schaltstellung und betätigen die jeweiligen Ventile mit dem Nullhub.In each operating
In dem zweiten als Zentralabschaltungs-Betriebsbereich ausgebildeten Betriebsbereich 40 sind das erste Nockenelement 11 und das vierte Nockenelement 14 jeweils in ihrer zweiten Schaltstellung und betätigen die jeweiligen Ventile jeweils mit dem großen Ventilhub. Das zweite Nockenelement 12 und das dritte Nockenelement 13 sind in dem zweiten Betriebsbereich 40 in der dritten Schaltstellung und betätigen die jeweiligen Ventile mit dem Nullhub. Dazu schaltet die Steuer- und Regeleinheit 35 das erste Nockenelement 11 und das vierte Nockenelement 14 bei einem Übergang von dem ersten Betriebsbereich 39 in den zweiten Betriebsbereich 40 mittels der Aktuatorvorrichtung 37 jeweils von der ersten in die zweite Schaltstellung und verändert so die Ventilhübe der von dem ersten Nockenelement 11 und dem vierten Nockenelement 14 betätigten Ventile des ersten und vierten Zylinders von dem kleinen Ventilhub auf den großen Ventilhub.In the second operating portion 40 formed as the central disconnection operation portion, the
In dem dritten Betriebsbereich 41 sind alle vier Nockenelemente 11, 12, 13, 14 in die gleiche Schaltstellung geschaltet. In dem dritten Betriebsbereich 41 sind die Nockenelemente 11, 12, 13, 14 jeweils in ihrer ersten Schaltstellung und betätigen die jeweiligen Ventile jeweils mit einem kleinen Ventilhub. Dazu schaltet die Steuer- und Regeleinheit 35 das erste Nockenelement 11 und das vierte Nockenelement 14 bei einem Übergang von dem zweiten Betriebsbereich 40 in den dritten Betriebsbereich 41 mittels der Aktuatorvorrichtung 37 jeweils von der zweiten Schaltstellung in die erste Schaltstellung und verändert so die Ventilhübe der von dem ersten Nockenelement 11 und dem vierten Nockenelement 14 betätigten Ventile des ersten und vierten Zylinders von dem großen Ventilhub auf den kleinen Ventilhub. Des Weiteren schaltet die Steuer- und Regeleinheit 35 das zweite Nockenelement 12 und das dritte Nockenelement 13 bei dem Übergang von dem zweiten Betriebsbereich 40 in den dritten Betriebsbereich 41 mittels der Aktuatorvorrichtung 37 jeweils von der dritten Schaltstellung in die erste Schaltstellung und verändert so die Ventilhübe der von dem zweiten Nockenelement 12 und dem dritten Nockenelement 13 betätigten Ventile des zweiten und dritten Zylinders von dem Nullhub auf den kleinen Ventilhub.In the third operating region 41, all four
In dem vierten Betriebsbereich 42 sind alle vier Nockenelemente 11, 12, 13, 14 in die gleiche Schaltstellung geschaltet. In dem vierten Betriebsbereich 41 sind alle Nockenelemente 11, 12, 13, 14 jeweils in ihre zweite Schaltstellung geschaltet und betätigen die jeweiligen Ventile jeweils mit einem großen Ventilhub. Dazu schaltet die Steuer- und Regeleinheit 35 das erste Nockenelement 11, das zweite Nockenelement 12, das dritte Nockenelement 13 und das vierte Nockenelement 14 bei einem Übergang von dem dritten Betriebsbereich 41 in den vierten Betriebsbereich 42 mittels der Aktuatorvorrichtung 37 jeweils von der ersten Schaltstellung in die zweite Schaltstellung und verändert so die Ventilhübe der von dem ersten Nockenelement 11, dem zweiten Nockenelement 12, dem dritten Nockenelement 13 und dem vierten Nockenelement 14 betätigten Ventile des ersten, zweiten, dritten und vierten Zylinders von dem kleinen Ventilhub auf den großen Ventilhub.In the
Grundsätzlich ist es ebenfalls denkbar, dass einzelne Betriebsbereiche 39, 40, 41, 42 ausgesetzt werden, in dem beispielsweise eine Schaltung des entsprechenden Nockenelements 11, 12, 13, 14 zeitweise ausgesetzt wird und beispielsweise erst bei einem Übergang in den entsprechenden nächsten oder übernächsten Betriebsbereich 39, 40, 41, 42 durchgeführt wird. Dabei ist es denkbar, dass die Steuer- und Regeleinheit 35 einzelne Betriebsbereiche 39, 40, 41, 42 oder die Schaltung der entsprechenden Nockenelemente 11, 12, 13, 14 in den einzelnen Betriebsbereichen auf Grund von Motorparametern, wie beispielsweise einem Lastmoment oder Ähnlichem, aussetzt.In principle, it is also conceivable that
Grundsätzlich ist natürlich auch jegliche andere, dem Fachmann als sinnvoll erscheinende Schaltung der Nockenelemente 11, 12, 13, 14 in den verschiedenen Betriebsbereichen 39, 40, 41, 42 denkbar. So ist es beispielsweise denkbar, dass in dem dritten Betriebsbereich 41 das erste Nockenelement 11 und das vierte Nockenelement 14 in die erste Schaltstellung geschaltet und das zweite Nockenelement 12 und das dritte Nockenelement 13 in ihre zweite Schaltstellung geschaltet sind.In principle, of course, any other circuit of the
Die Aktuatorvorrichtung 37 weist eine mechanische Codierung auf, die eine definierte Schaltabfolge der Nockenelemente 11, 12, 13, 14 vorgibt. Durch die mechanische Codierung der Aktuatorvorrichtung 37 wird eine Schaltabfolge der Nockenelemente 11, 12, 13, 14 fest vorgegeben und eine Schaltung der einzelnen Nockenelemente 11, 12, 13, 14 folgt immer einem festgelegten Muster. Die einzelnen Schaltstellungen der einzelnen Nockenelemente 11, 12, 13, 14 in den verschiedenen Betriebsbereichen 39, 40, 41, 42 sind durch die mechanische Codierung vorgegeben. Auf die Schaltstellung des Nockenelements 11, 12, 13, 14 folgt in einem nächsten Betriebsbereich 39, 40, 41, 42 immer die gleiche Schaltstellung. Bei einer Schaltung von dem einen Betriebsbereich 39, 40, 41, 42 in einen benachbarten Betriebsbereich 39, 40, 41, 42 gibt die Steuer- und Regeleinheit 35 lediglich ein Signal zur Schaltung an die Aktuatorvorrichtung 37 aus und eine korrekte Schaltung der Nockenelemente 11, 12, 13, 14 ist durch die mechanische Codierung vorbestimmt. Eine Fehlschaltung oder ein Ausbleiben einer Schaltung eines der Nockenelemente 11, 12, 13, 14 ist ausgeschlossen. Es liegen immer definierte Schaltstellungen der Nockenelemente 11, 12, 13, 14 vor.The
Die Aktuatorvorrichtung 37 ist dazu vorgesehen, die Nockenelemente 11, 12, 13, 14 in Abhängigkeit von zumindest einem Betriebsparameter der Kraftfahrzeugbrennkraftmaschine 51 zu schalten. Die Steuer- und Regeleinheit 35 gibt bei Überschreiten einer definierten Drehzahl 44, 46, 48 oder einer definierten Leistung 43, 45, 47 der Kraftfahrzeugbrennkraftmaschine 51, die jeweils zwei Betriebsbereiche 39, 40, 41, 42 voneinander trennen, ein Signal zum Schalten der entsprechenden Nockenelemente 11, 12, 13, 14 mittels der Aktuatorvorrichtung 37.The
Die oben angeführte Beschreibung bezieht sich nur auf die Ausgestaltung der Kraftfahrzeugventiltriebverstellvorrichtung für eine Kraftfahrzeugbrennkraftmaschine 51 mit vier Zylindern. Eine Ausgestaltung der Kraftfahrzeugventiltriebverstellvorrichtung für eine Kraftfahrzeugbrennkraftmaschine 51 mit einer anderen Anzahl an Zylindern, beispielsweise zwei Zylinder, drei Zylinder, sechs Zylinder oder acht Zylinder ist im Wesentlichen gleich. Eine andere Anzahl an Zylindern bewirkt eine angepasste Anzahl an axial verschiebbaren Nockenelementen 11, 12, 13, 14 und dadurch eine Anzahl an Kombinationsmöglichkeiten der Schaltstellung der verschiedenen Nockenelemente 11, 12, 13, 14. Auch bei einer Kraftfahrzeugventiltriebverstellvorrichtung für eine Kraftfahrzeugbrennkraftmaschine 51 mit mehr oder weniger Zylindern erfolgt eine, wie im obigen Ausführungsbeispiel beschrieben, einzelne oder gruppenweise Schaltung der Nockenelemente 11, 12, 13, 14, die wie oben beschrieben auf die Anzahl an Nockenelementen 11, 12, 13, 14 angepasst werden kann. Eine Ausgestaltung der Aktuatorvorrichtung 37 und eine Anzahl und/oder Anordnung der Aktuatoren 38 kann auf eine, dem Fachmann als sinnvoll erscheinende Weise geschehen.The above description refers only to the configuration of the Kraftfahrzeugventiltriebverstellvorrichtung for a motor vehicle
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- Steuer- und/oder RegeleinheitControl and / or regulating unit
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- HauptrotationsachseMain axis of rotation
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- Aktuatorvorrichtungactuator
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- KraftfahrzeugbrennkraftmaschineAutomotive engine
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Claims (12)
- Motor vehicle valve drive adjustment device, having at least one camshaft (10) which comprises at least two axially displaceably arranged cam elements (11, 12, 13, 14),
characterised in that
a number of cam tracks (15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34) for actuating a valve of one of the cam elements (11, 12, 13, 14) and a number of cam tracks (15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 32, 34) for actuating a valve of another of the cam elements (11, 12, 13, 14) differ from each other. - Motor vehicle valve drive adjustment device according to claim 1,
characterised in that
the axially displaceably arranged cam elements (11, 12, 13, 14) for adjustment of a valve stroke of at least one valve of a cylinder have, for each valve, at least two respective cam tracks (15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34). - Motor vehicle valve drive adjustment device according to claim 1 or 2,
characterised in that
at least one of the cam elements (12, 13) has at least one cam track (19, 20, 21, 22, 23, 24, 25, 26) with a valve stroke and a cam track (31, 32, 33, 34) with a zero stroke. - Motor vehicle valve drive adjustment device according to claim 3,
characterised in that
another of the cam elements (11, 14) has exclusively at least one cam track (15, 16, 17, 18, 27, 28, 29, 30) with a valve stroke. - Motor vehicle valve drive adjustment device according to one of the preceding claims,
characterised in that
one of the at least two cam elements (11, 14) has two respective cam tracks (15, 16, 17, 18, 27, 28, 29, 30) to actuate a respective valve, and another of the at least two cam elements (12, 13) has three respective cam tracks (19, 20, 21, 22, 23, 24, 25, 26, 31, 32, 33, 34) to actuate a respective valve. - Motor vehicle valve drive adjustment device according to one of the preceding claims,
characterised in that
the camshaft (10) comprises four axially displaceable cam elements (11, 12, 13, 14), wherein two cam elements (11, 14) each have two cam tracks to actuate a valve and the other two cam elements (12, 13) each have three cam tracks to actuate a valve. - Motor vehicle valve drive adjustment device according to claim 5 or 6,
characterised in that
the cam element (12, 13) having three cam tracks (19, 20, 21, 22, 23, 24, 25, 26, 31, 32, 33, 34) has a zero stroke. - Motor vehicle valve drive adjustment device according to one of the preceding claims,
characterised by
a control and / or regulating unit (35) which is designed to switch the at least two cam elements (11, 12, 13, 14) at least partially independently of each other. - Motor vehicle valve drive adjustment device according to claim 8,
characterised in that
the control and / or regulating unit (35) is designed in at least one operating state to change a switch position of at least one of the cam elements (11, 12, 13, 14)) and to maintain a switch position of at least one other cam element (11, 12, 13, 14). - Motor vehicle valve drive adjustment device according to one of the preceding claims,
characterised in that
at least one of the cam elements (11, 12, 13, 14) in at least one operating state has a cam track (15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34) in engagement, which triggers a different valve stroke from that of another of the cam elements (11, 12, 13, 14). - Method for operating a motor vehicle valve drive adjustment device according to one of the preceding claims.
- Internal combustion engine having a motor vehicle valve drive adjustment device according to the invention according to one of the preceding claims.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102012003491A DE102012003491A1 (en) | 2012-02-21 | 2012-02-21 | Kraftfahrzeugventiltriebverstellvorrichtung |
PCT/EP2013/000023 WO2013124020A1 (en) | 2012-02-21 | 2013-01-08 | Internal combustion engine valve drive adjustment device |
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EP2817494A1 EP2817494A1 (en) | 2014-12-31 |
EP2817494B1 true EP2817494B1 (en) | 2015-10-14 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP13700194.7A Active EP2817494B1 (en) | 2012-02-21 | 2013-01-08 | Internal combustion engine valve drive adjustment device |
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US (1) | US20140318485A1 (en) |
EP (1) | EP2817494B1 (en) |
JP (1) | JP2015507140A (en) |
CN (1) | CN104136724A (en) |
DE (1) | DE102012003491A1 (en) |
WO (1) | WO2013124020A1 (en) |
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Publication number | Priority date | Publication date | Assignee | Title |
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US8931444B2 (en) | 2012-11-20 | 2015-01-13 | Ford Global Technologies, Llc | Head packaging for cylinder deactivation |
US9399964B2 (en) | 2014-11-10 | 2016-07-26 | Tula Technology, Inc. | Multi-level skip fire |
US11236689B2 (en) | 2014-03-13 | 2022-02-01 | Tula Technology, Inc. | Skip fire valve control |
US10662883B2 (en) | 2014-05-12 | 2020-05-26 | Tula Technology, Inc. | Internal combustion engine air charge control |
WO2015175286A1 (en) * | 2014-05-12 | 2015-11-19 | Tula Technology, Inc. | Internal combustion engine using variable valve lift and skip fire control |
DE102014019573A1 (en) * | 2014-12-23 | 2016-06-23 | Daimler Ag | Valve train device for an internal combustion engine |
SE539832C2 (en) * | 2016-04-28 | 2017-12-12 | Scania Cv Ab | A valve drive for an internal combustion engine with variable control of valves |
DE102017130977A1 (en) * | 2017-12-21 | 2019-06-27 | Volkswagen Aktiengesellschaft | Internal combustion engine with four cylinders and method for operating such an internal combustion engine |
DE102017223500A1 (en) * | 2017-12-21 | 2019-06-27 | Volkswagen Aktiengesellschaft | Method for operating an internal combustion engine and internal combustion engine |
CN110005499A (en) * | 2019-03-27 | 2019-07-12 | 大连理工大学 | A kind of general type multi-mode valve actuating mechanism |
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Publication number | Priority date | Publication date | Assignee | Title |
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JP2917636B2 (en) * | 1991-12-10 | 1999-07-12 | トヨタ自動車株式会社 | Control device for multi-cylinder internal combustion engine |
DE10148177B4 (en) * | 2001-09-28 | 2015-05-13 | Schaeffler Technologies AG & Co. KG | Valve train with valve lift switching for the gas exchange valves of a 4-stroke internal combustion engine |
DE102004011586A1 (en) * | 2003-03-21 | 2004-10-07 | Audi Ag | Valve gear for internal combustion engine has facility whereby in first and second axial positions of cam carrier first and second stop faces fixed on cam carrier bear against respective first and second stop faces fixed on cylinder head |
DE102007010155A1 (en) * | 2007-03-02 | 2008-09-04 | Audi Ag | Camshaft for IC engine has two cam followers plus a circular cam which slides axially into the cam bearing for the non operating valve setting |
DE102007037745A1 (en) * | 2007-08-10 | 2009-02-12 | Daimler Ag | combustion engine valve |
DE102007037747B4 (en) | 2007-08-10 | 2022-06-15 | Mercedes-Benz Group AG | Internal combustion engine valve train switching device |
DE102008029325A1 (en) * | 2008-06-20 | 2009-12-24 | Daimler Ag | Valve drive device |
DE202009015465U1 (en) * | 2009-02-14 | 2010-02-25 | Schaeffler Kg | Valve gear of an internal combustion engine |
US8714125B2 (en) * | 2009-10-06 | 2014-05-06 | Yamaha Hatsudoki Kabushiki Kaisha | Valve gear of engine |
DE102010005790B4 (en) * | 2010-01-25 | 2012-03-15 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Valve gear for actuating gas exchange valves of internal combustion engines |
-
2012
- 2012-02-21 DE DE102012003491A patent/DE102012003491A1/en not_active Withdrawn
-
2013
- 2013-01-08 EP EP13700194.7A patent/EP2817494B1/en active Active
- 2013-01-08 JP JP2014556939A patent/JP2015507140A/en active Pending
- 2013-01-08 WO PCT/EP2013/000023 patent/WO2013124020A1/en active Application Filing
- 2013-01-08 CN CN201380010276.1A patent/CN104136724A/en active Pending
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2014
- 2014-07-06 US US14/324,195 patent/US20140318485A1/en not_active Abandoned
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US20140318485A1 (en) | 2014-10-30 |
WO2013124020A1 (en) | 2013-08-29 |
CN104136724A (en) | 2014-11-05 |
JP2015507140A (en) | 2015-03-05 |
EP2817494A1 (en) | 2014-12-31 |
DE102012003491A1 (en) | 2013-08-22 |
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