EP2906789B1 - Commande variable de soupape pour moteur a combustion interne - Google Patents

Commande variable de soupape pour moteur a combustion interne Download PDF

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Publication number
EP2906789B1
EP2906789B1 EP14702594.4A EP14702594A EP2906789B1 EP 2906789 B1 EP2906789 B1 EP 2906789B1 EP 14702594 A EP14702594 A EP 14702594A EP 2906789 B1 EP2906789 B1 EP 2906789B1
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EP
European Patent Office
Prior art keywords
valve
valvetrain
variable
stop
adjustment
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EP14702594.4A
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German (de)
English (en)
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EP2906789A1 (fr
Inventor
Uwe Eisenbeis
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Eisenbeis Uwe
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Individual
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • 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
    • F01L1/18—Rocking arms or levers
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F01L2013/0068—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "BMW-Valvetronic" type

Definitions

  • the present invention relates to an internal combustion engine, in particular to an internal combustion engine with valve train. Furthermore, the invention relates to a variable valve train for actuating a valve of an internal combustion engine.
  • Variable valve trains are known in the art. Such variable valve trains allow the adjustment (variation) of a valve lift, i. a characteristic of the Ventilhubverlauf size such. the lift height (maximum height of the valve opening within one engine cycle), duration and / or phase of the valve opening relative to the engine cycle.
  • a variable valve train makes it possible to set the lift amount approximately in accordance with a number of driving parameters (e.g., engine speed) and a throttle command (e.g., position of a throttle lever).
  • a particularly advantageous variable valve train is from the DE 10 2005 057 127 A1 (hereinafter: DE'127), in which also other valve trains are cited.
  • DE'127 shows the in Fig. 1-3
  • the valve gear shown in the present application a position of the valve crank shaft 14 can be changed by pivoting a swing frame 80 to adjust the valve lift. This is done by means of in Fig. 2 and 3 shown swivel drive 84 and 84a-84d.
  • the object of the present invention is to provide a valve train and an internal combustion engine with at least some of the advantages of the solution shown in DE'127, which moreover has a particularly advantageous drive system for adjusting the valve lift.
  • a drive is sought, which contributes to a high efficiency of the internal combustion engine, especially in mixed operation, ie at often alternating partial and full load of the engine.
  • valve drive according to claim 1 and by the internal combustion engine according to claim 9.
  • a variable valve train for actuating a (ie at least one) valve of an internal combustion engine.
  • An actuation system of the valvetrain for periodically opening and closing the valve comprises a first drive means which is rotatably mounted about a first axis of rotation in a bearing body, that a position of the first axis of rotation for adjusting a valve lift, eg the lift height, of the valve is variable, eg by moving the bearing body.
  • a drive system of the valve drive comprises a gas position control element, the position of which can be changed as a function of the gas command (and possibly further influencing variables); a movable adjusting element, which is coupled to the bearing body in such a way that the position of the first rotation axis is changed by a movement of the adjusting element and thus the valve lift (in particular the lifting height and / or phase of the valve lift profile) is adjusted; and a traction element that connects the throttle position control frictionally with the adjustment.
  • Embodiments of this valve train may, for example, have one or more of the following advantages: Especially in mixed operation, ie frequent changes between part load (or “partial gas") and full load (or “full throttle”) of the engine, or sudden acceleration can by the traction element Abrupt transitions from partial load to full load operation can be avoided. Therefore, the widespread tendency of the driver to immediately go into the "full throttle" mode during acceleration phases is suitably compensated. This ensures that the command of the driver, as far as appropriate, is implemented, however, with an achievable by the traction element (such as an intermediate spring) and by the adjustment element adjustment of the time course and / or the extent.
  • the traction element such as an intermediate spring
  • the traction element gives a gas command indirectly to the adjustment or the bearing body by a movement of the gas position control initially in a - growing with increasing movement of the gas position control - bias results and / or attenuated.
  • the bias of the traction element then (only) drives in a second step and with a certain delay and / or damping the adjustment, wherein the resulting from this bias movement of the adjustment or the delay / damping of a number of other, constructive or can be made dependent on equipment specifiable boundary conditions such as retention forces or the like. In this way, the desired as needed optimization or correction of operating errors of the driver can be achieved by the non-positive coupling of gas position control element and adjustment and the design of the other structural conditions.
  • valve gear drive a mechanically simple, inexpensive, reliable and / or durable embodiment of the valve gear according to the invention.
  • the bearing of the first drive means can be stably held in a sufficiently fixed position relative to the cylinder head despite the forces acting on it. Furthermore, the further advantages mentioned in DE'127 can be achieved at least in part.
  • valve train according to the invention can be used particularly advantageously in internal combustion engines of devices or vehicles with high engine speeds, for example in motorcycles. It can also be used e.g. be used in passenger cars, trucks, aircraft or watercraft.
  • Fig. 1-3 an inventive valve train 2 described.
  • the Fig. 1-3 are identical in DE'127 included and the parts shown are also described there.
  • the valve drive 2 is also equipped with a drive system according to the invention (not shown).
  • the in Fig. 1-3 illustrated valve train 2 includes a drive system 10 and a transmission 4.
  • the drive system 10 provides a rotational movement.
  • the rotational movement preferably runs synchronously with the engine cycle of the internal combustion engine, so that a full rotation corresponds to a whole engine cycle, and particularly preferably it is driven by the crankshaft of the internal combustion engine 1.
  • the transmission 4 transmits the rotational movement of the drive system in a lifting movement for actuating the valve 70.
  • Actuation of the valve here is to be understood as a stroke movement of the valve 70 which opens or closes the valve 70, preferably in synchronism with the engine cycle.
  • the drive system 10 includes a drive gear 22, a valve crank gear 12, and a valve crank 16 (also referred to as first drive means).
  • the drive gear 22 is fixedly mounted in the cylinder head rotatably about a drive axis 24.
  • the valve crank gear 12 is rigidly connected to the valve crank 16.
  • the valve crank 16 and the valve crank gear 12 are rotatably supported about a valve crank axis 14 (also referred to as a first axis of rotation).
  • axis is to be understood as meaning a geometric axis or a rotation axis.
  • the storage of the valve crank 16 is in Fig. 1 not shown.
  • the drive gear 22 is driven by a crankshaft of the internal combustion engine 1.
  • the drive is synchronous with the engine cycle, i. One complete revolution of the drive gear 22 corresponds to one engine cycle. In a four-stroke engine this is the case when the ratio between crankshaft and drive gear is 2: 1.
  • the drive gear 22 is engaged with the valve crank gear 12.
  • the transmission ratio between the drive gear 22 and valve crank gear 12 is 1: 1.
  • the valve crank gear is driven in synchronism with the engine cycle.
  • a pivot frame 80 also referred to as bearing body
  • the swing frame 80 is rigid, in this example consists of several rigidly interconnected parts. He is at Cylinder head 3 pivotally mounted around the pivot axis, identical to the in Fig. 1 shown drive axle 24 is.
  • the valve crank 16 is mounted in the pivot frame 80, so that pivoting of the pivot frame 80 causes pivoting of the valve crank axle 14, ie a change in the position of the valve crank axle 14 along a circular path about the pivot axis 24.
  • the swing frame 80 can be held or pivoted by means of a pivot drive 84 in a fixed position.
  • the swivel drive 84 comprises a toothed segment 84a, which is rigidly connected to the swivel frame 80 and into which a toothed wheel 84b engages.
  • the swing frame 80 can be pivoted by moving the gear segment 84a up and down by rotating the gear 84b.
  • the toothed segment 84a is curved along a circle segment about the pivot axis 24.
  • a worm gear 84c is engaged with the gear 84b and serves to rotate it.
  • the gear 84b can also be driven, for example, via a clutch, a chain drive, a pair of bevel gear wheels, or in another way.
  • the gear 84b (also referred to as the adjustment element) is ultimately in Fig. 1-3 not shown manner coupled to a gas position control element whose position is variable in response to a throttle command.
  • This coupling is carried out according to the invention via an intermediate spring as a traction element that connects the throttle position control non-positively with the gear 84b.
  • the swivel drive 84 and the components used to drive the swivel drive 84 are also referred to herein as the drive system. More generally, the drive system is understood as meaning all parts which serve to set and maintain the position of the first valve crank axle 14, and thus in this embodiment the position of the swing frame 80. Other parts of the valvetrain that serve to periodically open and close the valve are also referred to as an actuation system.
  • the valve train is arranged in the region of the cylinder head of the internal combustion engine.
  • the valve train (in particular the actuating system) further comprises a connecting rod 30 with a first connecting rod joint 34 and a second connecting rod joint 36, and a guide element 60 for guiding the connecting rod, wherein the guide element is pivotable about a guide axis 66.
  • the connecting rod 30 is articulated with its first connecting rod joint 34 on the first drive means 16.
  • the connecting rod 30 is articulated with its second Pleuelgelenk 36 on the guide member 60.
  • a second drive means 22 of the valve drive is provided for driving the first drive means 16.
  • the second drive means 22 is rotatable about a second rotation axis 24.
  • the second drive means 22 is a second drive gear.
  • the valve train includes a first drive gear 12 for driving the first drive means 16, wherein the first drive gear 12 is rotatable about the first rotation axis 14.
  • a pressing element 40 is attached to the guide element 60.
  • the push member 40 is a roller.
  • the valvetrain 1 includes a transfer member 50 in releasable mechanical contact with the pusher member 40.
  • the transfer member 50 is biased by a force member 58 toward the valve 70.
  • the internal combustion engine 1 comprises a fixed stop 57 for defining a maximum deflection of the transmission element 50.
  • the transmission element 50 is a lever which is pivotable about a lever axis 52.
  • the lever 50 is one armed.
  • movement of the push member 40 in the direction of the lever axis 52 causes the valve to open.
  • valve 70 is an inlet valve.
  • the internal combustion engine further includes a second intake valve 70 ', which is also preferably operated by the valve train.
  • a valve lift (a variable characterizing the valve lift curve) can be changed.
  • the variable characterizing the valve lift profile 90 is a lift height and / or an opening duration of the valve.
  • a phase relationship between the rotation angle of the first drive means 16 and the engine cycle is changeable.
  • the pressing element 40 is guided on a guide track 68, and the guide track 68 of the pressing element 40 is changeable by changing the position of the first rotational axis 14.
  • changing the position of the first axis of rotation 14 is pivoting the first axis of rotation 14 about a pivot axis 24.
  • the internal combustion engine includes a pivot drive 84 for pivoting the first axis of rotation 14 which includes a rotary axis gear rotatable about a third axis of rotation 86 84b and a swivel drive gear segment 84a engaged with the swivel drive gear 84b.
  • the third axis of rotation 86 simultaneously forms the lever axis 52 of the lever 50.
  • valvetrain or drive system includes a worm gear 84c engaged with the slew drive gear 84b for driving the slew drive gear 84b.
  • the connecting rod 30 and the guide member 60 are members of a planar hinge chain.
  • valve 70 is an inlet valve
  • second drive means also actuates an outlet valve 78.
  • a maximum lift height of the valve 70 is at least 5mm.
  • the valve train 2 comprises a four-link planar coupling mechanism or a four-link rotary link chain.
  • the joints preferably comprise the drive axle 24, the guide axle 66, the first connecting rod joint 34, and the second connecting rod joint 36. All elements of the swivel joint chain described above are connected to one another in a form-fitting manner.
  • the valve train 2 is arranged in the region of the cylinder head of the internal combustion engine.
  • the valve crank 16 in principle (ie in at least one possible position of the axis of rotation 14 and in at least one pivotal position of a swing frame 80, as in eg Fig. 3 is shown) is mounted on the cylinder head side with respect to the interface between the engine block and the cylinder head.
  • a separation surface can be defined, for example, by an area defined by the piston crown of the reciprocating piston, with the reciprocating piston at the top of the piston.
  • the valvetrain 2 corresponds to an overhead camshaft valvetrain, with the valve crank 16 corresponding to the camshaft.
  • the valve train 2 can be divided according to one aspect into an active subsystem and a passive subsystem.
  • the active subsystem can be characterized by the fact that the state of motion of the active subsystem is essentially determined by the state of movement of the valve crank 16, i. is determined by a rotation angle of the valve crank 16 and by the position of the valve crank axle 14, or is connected by positive engagement with the valve crank 16.
  • the passive subsystem is connected by adhesion, in particular by means of the valve spring 72, with the active subsystem.
  • pivot drive 84 and 84a-84d (and its drive) for pivoting the pivot frame (support body) 80 includes the in Fig. 4-5 shown valve drive a drive system 90 described below.
  • This drive system 90 includes a cable 92a, which is slidably guided in a fixing sleeve 91 in a longitudinal direction (along the axis 96 of the fixing sleeve 91).
  • the cable 92a is mechanically coupled to a gas command transmitter (e.g., accelerator pedal or throttle) so that the position of the cable 92a is varied along with the cable retainer 92 described below in response to a throttle command given to the gas command generator.
  • a gas command transmitter e.g., accelerator pedal or throttle
  • the cable 92a is further coupled to a cable receiver (gas position control element) 92, which is designed as a longitudinally displaceably arranged in the guide sleeve 91 plug. More precisely, the free end of the cable 92a is hooked over a thickening in the cable receiver 92 such that a train of the cable (to the right in Fig. 5 ) is transmitted to the Seilzug technique 92. As soon as the train on the cable 92a subsides again, the cable receiver 92 is returned to its rest position (to the left in FIG Fig. 5 ) via a return spring 96 described in more detail below. Thus, an actuation (pull or release) of the cable pull 92a results in a longitudinal displacement of the cable pull 92a together with the cable pull receiver 92.
  • a cable receiver gas position control element
  • a stopper screw (more generally: stop element for the gas position control element 92) shown, which limits a movement of the cable receiver 92 to the left (in the direction of reduced valve lift).
  • the stop is adjustable, in this example by turning the stop screw. This stop prevents the movement is limited by attacks on other, more mechanically strained and / or less resilient subsystems, and thus contributes to a conservation of the mechanical system.
  • the Seilzugness 92 is connected via an intermediate spring 94 frictionally connected to a driver 95.
  • the intermediate spring 94 presses the driver 95 against a stop 92b of the cable housing 92.
  • the driver 95 is also mounted longitudinally displaceable, namely guided longitudinally displaceable in an adjustment rail 91b of the guide sleeve 91. Due to the frictional coupling of the follower 95 follows the movement of the cable housing 92 with an adjustable by the hardness of the intermediate spring 94 delay, as far as the boundary conditions for the movement of the driver 95 allow this.
  • the driver 95 is further coupled via a sliding guide 85 form-fitting manner to the bearing body (swing frame) 80. More specifically, the cam 95 has a gate element with a control slot 85b inclined relative to the longitudinal direction. In the control slot 85b engages a connected to the pivot frame 80 control cam 85a.
  • the control slot in Fig. 4 is designed as a straight slot.
  • Fig. 5 a variant is shown in which the control slot is curved such that the transmission ratio between the driver 95 and the bearing body 80 is non-constant, and in particular decreases with a larger valve lift (maximum lift height), so that a given movement of the driver 95 a smaller movement the storage body 80 is assigned.
  • the coupling of the driver 95 to the bearing body 80 is carried out such that by a movement of the driver 95 of the bearing body 80 is pivoted about the axis 24. As a result, the position of the first rotation axis 14 is changed and thus the valve lift is adjusted.
  • the driver 95 is therefore also referred to as adjustment. More generally, as the adjustment member herein, a commonly movable drive component for the swing frame 80 from the intermediate spring 94 (not included) is referred to. Individual parts of the adjustment need not be positively connected, as long as they are only moved together. As a throttle position control element, a jointly movable drive component is referred to the intermediate spring 94 (not included), here so at least the cable draw 92 and optionally also the cable 92a.
  • the return spring 96 is coupled to the cable receiver 92 indirectly via the driver 95.
  • the return spring 96 presses the driver 95 in Fig. 5 to the left, ie in a direction of the lift of the valve reducing direction. If the cable 92a thus yields (a movement relative to the guide sleeve 91 in the release direction - to the left - is released) causes the force exerted by the return spring 96 and the intermediate spring 94 on the cable retainer 92 bias relative to the guide sleeve 91 that the cable retainer 92 and the Cable 92a are actually moved in the release direction.
  • a maximum stop member 124 and a minimum stop member 126 fixedly mounted and with this mitbewegbar. Together with a stop pin 122, which is not moved with the driver 95, these stop members 124 and 126 respectively produce a maximum stop and a minimum stop ago, which restricts the movement (range for longitudinal movement) of the driver 95. As a result, possible ranges for the position of the first rotation axis 14 and thus for the valve lift are also limited.
  • the minimum stop (stop, which is produced by interaction of the minimum stop member 126 with the stop pin 122) limits movement of the adjusting member 95 in a stroke height of the valve reducing direction (in Fig. 4 to the left).
  • the minimum stop thus limits a minimum lift height of the valve lift.
  • the position of the stop pin 122 is adjustable by an actuator 122a by the stop pin 122 is retracted and extended by the actuator 122a.
  • the maximum stop or the position of the adjusting element 95 is changed at the maximum stop.
  • the maximum lifting height by adjusting the position of the stop pin 122 is adjustable.
  • the actuator 122a can be controlled, for example, as a function of an engine speed of the internal combustion engine (optionally also as a function of additional parameters). Thus, for example, can be excluded by the maximum stop unfavorable, about too suddenly the valve lift increasing gas commands. Also, the minimum stop can be used to specify an appropriate idling valve lift for the respective engine rotational speed (and / or other parameters).
  • the actuation of the actuator 122 a is carried out according to a general aspect such that a position of the stop pin 122 is driven in dependence on the engine speed.
  • This control can be carried out so that is set for engine speeds below a predetermined limit speed to a first position and for speeds above the limit speed to a second position.
  • the control is infinitely variable, so that in each case for the engine speed (and optionally other parameters) appropriate maximum and minimum values for the lifting height of the valve lift are specified.
  • solid stops for a movement of the driver 95 can still be provided, which define, independently of the actuator 122a, an absolute minimum or maximum position of the driver 95, which under no circumstances can be exceeded or undershot.
  • the drive system 100 of Fig. 6a-7 includes a Seilzugmaking 102 (throttle position control element), which is rotatably mounted about an axis 86 on a stationary shaft 101 (possibly indirectly via other intermediately mounted parts such as the driver 103 described below).
  • a cable (not shown) is mechanically coupled at one end to the cable housing 102 and at another end to a gas sensor (eg accelerator or throttle) so that the position (angle of rotation) of the cable housing 102 varies in response to a throttle command given to the gas sensor becomes.
  • a gas sensor eg accelerator or throttle
  • the cable receiver 102 is returned in the direction of its rest position (direction of reduced height) via a return spring 106 described in more detail below.
  • a return cable attacking the cable pull receiver 102 can also retrieve the cable pull receiver 102.
  • an operation (pull or release) of the cable results in a corresponding rotation of the cable pull receptacle 102nd
  • the cable pull receptacle 102 is frictionally connected to an adjusting element 105 via an intermediate spring 104.
  • the adjusting element 105 comprises a driver 103, a transmission body 110, and an adjusting shaft 105a with adjusting crank 105b, as well as further components such as e.g. Intermediate springs as described below.
  • the driver 103, the transmission body 110, and the adjusting shaft 105a are rotatably mounted on the shaft 101 about the adjustment axis 86.
  • the intermediate spring 104 exerts a torque on the driver 103 such that the driver 103 is pressed against a stop (not shown) of the cable housing 102, which rotates the driver 103 relative to a rotation of the cable housing 102 in a direction of rotation (towards larger valve lift) limited. Due to the frictional coupling of the follower 103 follows the rotational movement of the cable housing 102 with an adjustable by the hardness of the intermediate spring 104 delay, as far as the boundary conditions for the rotational movement of the driver 103 allow
  • the driver 103 further comprises a stop 103d (s. Fig. 7 ), which cooperates with a further stop 105d of the adjusting element 105 in order to transmit a rotation of the driver 103 (in the direction towards greater valve lift, ie when accelerating) to the adjusting shaft 105a.
  • a return spring 106 couples a rotation in the opposite direction (with gas removal) between the adjusting shaft 105a and driver 103 by means of bias in the direction of a stop of the stops 103d, 105d against each other.
  • the further stop 105d and one end of the return spring 106 are fastened to the transfer body 110.
  • the transmission body 110 is positively connected with the adjusting shaft 105a with respect to rotations and therefore transmits any further rotation to or from the adjusting shaft 105a.
  • the further stop 105d and / or one end of the return spring 106 can also be attached directly to the adjusting shaft 105a or another part which can be rotated with the adjusting shaft 105a.
  • the cam 103 is coupled via the adjusting shaft 105a and a crank joint 105b, 87 to the bearing body (swing frame) 80.
  • an adjusting crank 105b of the crank joint is rotatable together with the adjusting shaft 105a and converts a rotational movement of the adjusting shaft 105a into a movement of the supporting body:
  • the supporting body 80 is pivoted about the axis 24, and thereby the position of the first rotating shaft 14 is changed, and thus the Valve lift adjusted.
  • the coupling between the adjusting shaft 105a and bearing body 80 is positively.
  • crank joint 105b, 87 is dimensioned or the adjustment crank 105b is oriented such that the gear ratio between the driver 103 and the bearing body 80 is non-constant, and decreases in particular at a larger valve lift (maximum lift height), so that a given rotational movement of the driver 103 is associated with a smaller movement of the bearing body 80.
  • the return spring 106 is coupled to the cable pull receiver 102 indirectly via the driver 103.
  • the return spring 106 exerts a bias on the driver 103 in a direction reducing the lift of the valve.
  • the bias applied to the cable retainer 102 by the return spring 106 and the intermediate spring 104 causes the cable retainer 102 to actually rotate in the release direction.
  • the drive system 100 further includes a backstop mechanism 112 for the adjustment member 105.
  • the backstop mechanism 112 includes a backstop member 112a which is co-rotatable with the adjustment member 105 (i.e., forcibly entrained with respect to rotation by the adjustment member 105) and a fixed (in rotation), e.g. on the cylinder head fixedly mounted counter element 112b.
  • the backstop element 112a is attached to the transmission body 110, but in alternative embodiments it can also be attached to another part which can be rotated by the adjustment shaft 105a.
  • the backstop element 112a In an engaged state, the backstop element 112a is axially coupled (pressed) to the stationary mating element 112b by an axial spring 114 acting on the transmission body 110.
  • the contacting surfaces of the elements 112a, 112b each have a sawtooth or ratchet shape, by which a freewheeling direction and a locking direction for the movement (rotation) of the adjusting element 105 is defined.
  • the locking direction is directed so that a movement of the adjusting element 105 is blocked in a stroke height of the valves reducing direction.
  • the reverse direction can alternatively also be defined as follows: The reverse direction is opposite to one Direction of pressure directed, in which a spring force of the valve spring pushes the adjusting element.
  • the backstop mechanism is detachable, i. the engagement state can be replaced by a non-engagement state in which the backstop mechanism allows freewheeling of the adjustment element 105 in both directions.
  • the disengaged state is achieved by moving the backstop element 112a in the axial direction away from the counterpart element 112b, against the spring force of the axial spring 114.
  • the drive system 100 has a release mechanism for releasing the backstop mechanism, which will be described below with reference to FIGS Fig. 7 is described.
  • the release mechanism comprises a first contour surface 116a attached to the backstop element 112a and a driver contour surface 116b mounted on the carrier 103.
  • the contoured surfaces are shaped such that upon rotation of the follower 103 in a valve lift reducing direction, the backstop element 112a is moved against the spring force of the axial spring 114 in the axial direction away from the counterpart element 112b and thus the disengaged state is achieved.
  • the return-lock mechanism is released when the gas is removed, so that a reduction of the valve lift is possible.
  • the release takes place by the return-blocking element 112a being moved away from the counter-element 112b by a mechanical stop of the contour surfaces 116a, 116b. Therefore, a reliable release is guaranteed at all times.
  • a maximum stop member 124 and a minimum stop member 126 firmly attached so that they are rotated with this. Together with a stop pin 122, which is not moved with the driver 103, these stop members 124 and 126 each produce a maximum stop or a minimum stop ago, which limits the movement (range for rotational movement) of the driver 103.
  • the attacks have the same effect as above Fig. 4-5 described and are adjustable in an analogous manner by the actuator 122a.
  • Fig. 6a Unlike in Fig. 4-5 are the in Fig. 6a shown stop members 124 and 126 arranged so that they at a (in Ausfahrrichtunng) front surface or with a strike the rear shoulder surface of the stop pin 122 to produce the maximum stop or a minimum stop.
  • the minimal stop element 126 is rigid in the direction of rotation but flexible in the axial direction.
  • the front surface (in the extension direction) of the stopper pin 122 is curved or inclined such that the minimum stopper member 126, when located on the front side of the stopper pin 122, extends rearward past the front surface (ie, in FIG Fig. 6a to the left) can be turned by pushing in the axial direction.
  • the shoulder surface of the stopper pin 122 is designed such that a reverse movement (rotation past the shoulder surface forward, ie in Fig. 6a to the right) is prevented by the stop between the minimum stop member 126 and the rear shoulder surface of the stop pin 122, since a pressing of the minimum stop member 126 is avoided in the axial direction.
  • Fig. 4 can also in the embodiment of Fig. 6a-7 the maximum and the minimum stop are changed by the actuator 122a, wherein the actuator (122a) can be controlled as a function of an engine speed of the internal combustion engine and / or other parameters.
  • the actuator (122a) can be controlled as a function of an engine speed of the internal combustion engine and / or other parameters.
  • a change in the minimum stop can thus be adapted to the respective conditions control of the idle valve lift can be achieved.
  • Fig. 6a further shows a second minimum stop member 126 '.
  • the second minimum stop member 126 ' is also connected to the driver 103 so that it can be rotated with this.
  • the minimum stop element 126 ' cooperates with a second stop counter element 122' which is connected to the cylinder head (more precisely the counter element 112b) to produce a further minimum stop.
  • the abutment mating member 122 ' includes an adjustment member (adjustment screw) that can be extended and retracted (rotated) to change the position of the further minimum abutment.
  • the minimum stop element 126 provides a variably controllable first minimum stop and the minimum stop element 126 'a fixed predetermined second Minimal stop ago, which can be exceeded independently of the actuator 122 a under any circumstances.
  • one of the two minimum stops may also be omitted.
  • the second minimal stop element 126 illustrates some general aspects. According to one aspect, a stop element need not necessarily be fixed to the driver 95 or 105, but it only needs to be coupled to the driver in such a way that it is moved with it in a defined manner. Thus, in this example, the minimum stopper member 126 'is fixed to the backstop member 112a. Since the backstop element 112a is always rotated with the driver 103 (even if both elements in the axial direction against each other are displaced), thereby a stop for the driver 103 is made.
  • the actuator 122a may also be replaced by a rigid or pre-adjustable but otherwise rigid connection to a stationary member.
  • FIGS. 8a-9b show a drive system 100 of a valve train according to another embodiment of the invention.
  • Fig. 1-7 show a drive system 100 of a valve train according to another embodiment of the invention.
  • the description of the Fig. 1-7 applies accordingly also for this embodiment, unless shown differently in the figures or in the following.
  • the non-return mechanism 112 includes a one-way clutch 113b that cooperates with the adjusting member 105 (more specifically, with the adjusting shaft 105a) so as to define a freewheeling direction and a reverse direction for the movement (rotation) of the adjusting shaft 105a in the same manner as described above
  • Backstop body 113a is fixedly locked, the adjusting shaft 105a only in the freewheeling direction, but not in the blocking direction (the lifting height of the valves decreasing direction) is rotatable.
  • the one-way clutch couples the adjusting shaft 105a to a (with respect to the rotation) lockable backstop body 113a.
  • the one-way clutch 113b is formed according to the illustrated embodiment as a sleeve coupling.
  • the sleeve clutch 113b is around a portion (backstop member 112a) of the adjusting shaft 105a of the adjusting member 105 around is arranged and thus couples the adjusting element 105 to the backstop body 113 a.
  • the freewheeling direction and blocking direction of the adjusting shaft 105a have the same effect as for Fig. 6a-7 described:
  • the locking direction is directed so that a movement of the adjusting element 105 is blocked in a lifting height of the valves reducing direction.
  • Fig. 9a is the freewheeling direction of the adjusting shaft 105a counterclockwise, the blocking direction directed clockwise.
  • the locking of the backstop body 113a by a locking body 112b (backstop counter element), which presses by a spring 115 against a locking surface 100c of the backstop body 113a and thus holds the locking surface 100c.
  • the clinging takes place as in Fig. 9a and 9b represented by engagement of the locking body 112b in a profile of the locking surface 100c.
  • the profile is such that it locks at least one rotation in the reverse direction.
  • a "locked" a locking of the backstop body 113a is to be understood in the reverse direction, even if a rotation in the freewheeling direction should still be possible, as indicated here by the gear profile of the locking surface 100c.
  • the backstop mechanism is releasable, ie, the lock can be canceled, so that a movement of the adjusting shaft 105a is allowed in both directions.
  • the back-lock mechanism is designed to be released when the gas is removed, thus allowing a reduction in the valve lift.
  • the drive system 100 of the Fig. 8a-9b a release mechanism for releasing the backstop mechanism 112, which will be described below.
  • the release mechanism has the effect that, when the backstop mechanism is released, the engagement between the locking body 112b and the locking surface 100c is released.
  • the adjusting shaft 105a can then also be rotated in the blocking direction together with the non-locked backstop body 113a.
  • the release mechanism comprises a release lever 117 having a first contour surface 117a and a driver contour surface 117b attached to the carrier 103.
  • the release lever 117 is pivotable about a lever axis 117d.
  • the release lever 117 is arranged as a drag lever between the driver contour surface 117b and a release region 117c of the locking body 112b.
  • the contour surfaces 117a, 117b are shaped such that upon rotation of the driver 103 in a direction that reduces the valve lift, the cam contour surface 117b engages Release lever 117 lifts against the release portion 117c of the locking body 112b, and thus the locking body 112b against the spring force of the spring 115 moves away from the locking surface 113c. Thus, the engagement between the lock body 112b and the lock surface 113c is released, and the lock of the backstop body 113a is released.
  • the one-way clutch 113b may be configured as a detachable one-way clutch, with a release condition being met when the throttle is removed.
  • the one-way clutch couple the adjusting shaft 105a directly to a stationary part.
  • the backstop body 113a may be rigidly connected to the adjustment shaft 105a (ie, the clutch 113b is replaced by a rigid connection).
  • the releasable one-way clutch is constituted by a ratchet mechanism including the saw-toothed surface (backstop member) 112d and the detent body (backstroke counterpart member) 112b (see FIG Fig. 9a ).
  • the backstop mechanism 112 may be coupled to any part of the adjustment mechanism 105. Unlike in Fig. 8a-9b thus, the backstop mechanism 112 does not necessarily have to be coupled directly to the adjusting shaft 105a, but it can also be coupled to the adjusting shaft 105a via a further intermediate part, preferably an intermediate part that is positive in relation to rotation.
  • the backstop mechanism 112 in FIG Fig. 8a-9b works basically according to the same principle as in Fig. 6a-7
  • the adjusting element 105 (in particular the adjusting shaft 105a) is coupled by means of the releasable backstop mechanism 112 to a (with respect to the rotation) stationary element 112b, wherein a locking direction of the backstop mechanism is directed to a movement of the adjusting element in a Lifting height decreasing direction to lock.
  • the backstop mechanism 112 includes a backstop member 112a which is co-rotatable with the adjustment shaft 105a (ie, forcibly moved with respect to the direction of rotation of the adjustment shaft 105a) and a fixed member (fixed with respect to rotation), eg, fixed to the cylinder head 112b ,
  • the backstop element 112a is a part of the adjusting element 105, since it is co-rotatable with it.
  • a release mechanism 116a, 116b and 117 respectively, for releasing the backstop mechanism 112 when the gas is removed from the throttle position control element 102 is provided.
  • the backstop mechanisms described herein ensure that the spring force of the valve spring is received, at least in the engaged state of the backstop mechanism, by a stationary component such as the cylinder head, and at the same time the cylinder stroke is reliably reduced when the gas is removed.
  • a stop 102d of the cable retainer 102 and a stop 105d of the driver Details shown are a stop 102d of the cable retainer 102 and a stop 105d of the driver.
  • the stops 102d and 105d limit the rotation of the follower 105 relative to a rotation of the cable take-up 102 in a rotational direction (direction toward a larger valve lift).
  • the driver 103 is pressed over the stop 105d to the stop 102d of the cable pull receptacle 102 and thus reaches the above-described frictional coupling between the driver 103 and cable retainer 102.
  • a housing 130 for the drive mechanism 100 is shown. On the housing and the second stop counter-element 122 '(shown here without adjusting screw) is attached.
  • a traction element can be used instead of or in addition to the intermediate spring shown in the embodiments.
  • a traction element comprises a damping element (eg oil or hydraulic damping element), which may have at least a slight spring action, or by a combination of spring and damping.
  • the traction element comprises at least one of an intermediate spring and a damper.
  • an intermediate spring as any element with spring action (ie, for example, coil spring, gas spring, torsion spring, etc.) and a damping as any element with non-negligible damping effect specific.
  • the intermediate spring and the damping can also be realized by a common component (damped intermediate spring).
  • the gas position control (cable or other element) may be mechanically coupled to a gas command generator.
  • a gas command generator particularly preferred is a coupling to a user directly (mechanically) operable gas command generator such as a throttle or a pedal.
  • a coupling to a Gasbetationsgeber is possible, which is formed by an electronically controlled element.
  • the electronic control may be in response to various relevant data, such as a throttle or pedal stroke, throttle or accelerator pedal position, engine speed, vehicle speed, traction control system data, acoustic control, or the like.
  • the adjustment member has the same degrees of freedom of movement as the gas position control.
  • both may be rotatable, longitudinally displaceable or movable according to another common movement.
  • the intermediate spring exerts a force or prestress on the adjusting element in such a way that the adjusting element is pressed against a stop of the gas position control element which controls the movement of the adjusting element relative to a movement of the cable pull receptacle 102 in one direction towards a larger valve lift limited.
  • the adjusting element is positively coupled to the bearing body.
  • the coupling is such that a transmission ratio between the adjusting element and the bearing body is non-constant, and the transmission ratio is reduced, in particular with a larger valve lift, so that a given movement of the adjusting element is associated with a smaller movement of the bearing body than with a smaller valve lift.
  • the return spring is coupled to the gas position control element via the adjusting element. According to a further aspect, the return spring exerts a bias on the adjusting element in a direction reducing the lifting height of the valve.
  • a method for controlling the valve train or an internal combustion engine includes moving a throttle position control element based on a throttle command; (at least in part) transmitting the movement of the gas position control element by the traction element on the adjusting element, so that the adjusting element is moved; Transmission of the movement of the adjusting element by coupling to the bearing body, so that the position of the first axis of rotation is changed and thus the valve lift is adjusted.
  • the method preferably operates in accordance with any of the optional aspects described herein, eg, preferably, the actuator arranged for positional adjustment of the stopper pin is driven in response to an engine speed of the internal combustion engine.
  • valvetrain is configured for a motorcycle engine, or the engine is a motorcycle engine. In another aspect, a motorcycle is provided with such an internal combustion engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (14)

  1. Commande variable de soupape (2) destinée à actionner une soupape (70) d'un moteur à combustion, comprenant :
    un système d'actionnement pour l'ouverture et la fermeture périodiques de la soupape (70), le système d'actionnement comprenant un premier moyen d'entraînement (16) qui est logé de telle façon dans un corps de logement (80) de manière tournante autour d'un premier axe de rotation (14) qu'une position du premier axe de rotation (14) est modifiable pour le réglage d'une course de soupape de la soupape ; et
    un système de pilotage (90, 100) comprenant :
    - un élément de manoeuvre de position de gaz (92, 102) dont la position est modifiable en fonction d'un ordre de gaz ;
    - un élément de réglage mobile (95, 105), lequel est couplé de telle façon au corps de logement (80) que la position du premier axe de rotation (14) est modifiée par un mouvement de l'élément de réglage et que la course de soupape est de ce fait réglée ; et
    - un élément solidaire (94, 104) qui relie de manière solidaire l'élément de manoeuvre de position de gaz (92, 102) avec l'élément de réglage (95, 105).
  2. Commande variable de soupape (2) selon la revendication 1, sachant que l'élément de réglage (95, 105) présente un élément de butée maximale (124), lequel est disposé pour fournir une butée maximale pour la limitation d'une hauteur de course maximale de la course de soupape, sachant que la butée maximale est modifiable pour le réglage de la hauteur de course maximale, sachant que de préférence
    la commande de soupape présente en outre un tourillon de butée (122) réglable dans sa position, sachant que la butée maximale est fournie par interaction de l'élément de butée maximale (124) avec le tourillon de butée (122) et est modifiable par réglage de la position du tourillon de butée (122).
  3. Commande variable de soupape (2) selon l'une quelconque des revendications précédentes, sachant que l'élément de réglage (95, 105) présente un élément de butée minimale (126), lequel est disposé pour fournir une butée minimale pour la limitation d'une hauteur de course minimale de la course de soupape, sachant que la butée minimale est modifiable pour le réglage de la hauteur de course minimale, sachant que de préférence
    la commande de soupape présente en outre un tourillon de butée (122) réglable dans sa position, sachant que la butée minimale est fournie par interaction de l'élément de butée minimale (124) avec le tourillon de butée (122) et est modifiable par réglage de la position du tourillon de butée (122).
  4. Commande variable de soupape (2) selon l'une quelconque des revendications précédentes, sachant que l'élément de réglage (95, 105) est précontraint au moyen d'un ressort de rappel (96, 106) dans une direction réduisant la hauteur de course.
  5. Commande variable de soupape (2) selon l'une quelconque des revendications précédentes, sachant que l'élément de réglage (95, 105) est couplé à un élément stationnaire (112b) au moyen d'un mécanisme de blocage de retour (112a) amovible, sachant qu'une direction de blocage du mécanisme de blocage de retour est dirigé pour bloquer un mouvement de l'élément de réglage dans une direction réduisant la hauteur de course.
  6. Commande variable de soupape (2) selon la revendication 5, sachant que le mécanisme de blocage de retour comprend un accouplement unidirectionnel (113b) définissant la direction de roue libre et la direction de blocage, sachant que l'accouplement unidirectionnel (113b) couple l'élément de réglage (105) à un corps de blocage de retour (113a) apte à être arrêté ou stationnaire.
  7. Commande variable de soupape (2) selon la revendication 6, sachant que l'accouplement unidirectionnel (113b) est constitué comme accouplement à manchon, lequel entoure un arbre de réglage (105a) de l'élément de réglage (105).
  8. Commande variable de soupape (2) selon l'une quelconque des revendications 5 à 7, sachant que la commande de soupape comprend en outre un mécanisme de déblocage (116a, 116b) destiné à débloquer le mécanisme de blocage de retour (112a) en cas d'enlèvement de gaz au niveau de l'élément de manoeuvre de position de gaz (92, 102).
  9. Commande variable de soupape (2) selon l'une quelconque des revendications précédentes, sachant que l'élément de réglage (95) est guidé dans un rail de réglage (91 b) de manière mobile longitudinalement, et sachant que l'élément de réglage (95) est de préférence couplé au corps de logement (80) via un guidage à coulisse (85a, 85b),
    ou sachant que l'élément de réglage (105) est logé de manière tournante autour d'un axe de réglage, et sachant que l'élément de réglage (105) est de préférence couplé au corps de logement (80) via une manivelle de réglage (105b).
  10. Commande variable de soupape (2) selon l'une quelconque des revendications précédentes, sachant que l'élément solidaire (94, 104) comprend un ressort intermédiaire.
  11. Commande variable de soupape (2) selon l'une quelconque des revendications précédentes, sachant que le corps de logement (80) est pivotant autour d'un axe de pivotement (24), sachant qu'un pivotement du corps de logement (80) provoque une modification de la position du premier axe de rotation (14) le long d'un segment de cercle autour de l'axe de pivotement (24) pour le réglage de la course de soupape, sachant que de préférence
    le corps de logement (80) est logé de manière pivotante autour de l'axe de pivotement (24) dans un logement à cadre de pivotement d'une culasse du moteur de combustion, et sachant que le corps de logement (80) est couplé à l'élément de réglage (95, 105) au moyen d'un joint articulé (85), de telle façon qu'une partie majeure d'une force exercée par la soupape (70) sur le corps de logement (80) est reprise par le logement à cadre de pivotement, et qu'une partie mineure de cette force est reprise par l'élément de réglage.
  12. Utilisation de la commande de soupape (2) selon l'une quelconque des revendications précédentes dans un moteur de combustion (1), sachant que la commande de soupape (2) est disposée au niveau de la culasse du moteur de combustion (1).
  13. Moteur de combustion (1) avec une soupape (70) et une commande de soupape (2) selon l'une quelconque des revendications précédentes, sachant que la commande de soupape (2) est disposée au niveau de la culasse.
  14. Moteur de combustion (50) selon la revendication 13, dans la mesure où il se rapporte directement ou indirectement à au moins une des revendications 2 et 3, comprenant en outre un entraînement de positionnement (122a) configuré pour le réglage de position du tourillon de butée (122), sachant que l'entraînement de positionnement (122a) est piloté de préférence en fonction d'une vitesse de rotation de moteur du moteur de combustion.
EP14702594.4A 2013-03-06 2014-02-04 Commande variable de soupape pour moteur a combustion interne Active EP2906789B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013102231.6A DE102013102231B4 (de) 2013-03-06 2013-03-06 Variabler Ventiltrieb zur Betätigung eines Ventils eines Verbrennungsmotors
PCT/EP2014/052095 WO2014135321A1 (fr) 2013-03-06 2014-02-04 Mécanisme de distribution variable destiné à actionner une soupape d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2906789A1 EP2906789A1 (fr) 2015-08-19
EP2906789B1 true EP2906789B1 (fr) 2016-04-27

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EP (1) EP2906789B1 (fr)
CN (1) CN105209727B (fr)
AP (1) AP2015008752A0 (fr)
BR (1) BR112015021285B1 (fr)
CL (1) CL2015002379A1 (fr)
CO (1) CO7461137A2 (fr)
DE (1) DE102013102231B4 (fr)
MX (1) MX360012B (fr)
MY (1) MY170318A (fr)
PE (1) PE20151575A1 (fr)
PH (1) PH12015501984B1 (fr)
WO (1) WO2014135321A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016101655A1 (de) 2016-01-29 2017-08-03 Uwe Eisenbeis Variabler Ventiltrieb mit Verstellschnecke mit axialem Spiel
DE102016101657A1 (de) * 2016-01-29 2017-08-03 Uwe Eisenbeis Variabler Ventiltrieb mit gemeinsamer Verstellung des Ventilhubs für mehrere Teiltriebe
EP3623592A1 (fr) * 2018-09-17 2020-03-18 Uwe Eisenbeis Dispositif de commande de soupapes variable ayant un système d'alimentation en lubrifiant

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0623018B2 (ja) * 1984-09-20 1994-03-30 日本電装株式会社 車両用スロツトル制御装置
IES940848A2 (en) * 1994-10-25 1995-04-19 Barcarole Ltd A carburetor
JP4008411B2 (ja) * 2003-12-24 2007-11-14 本田技研工業株式会社 内燃機関のバルブリフト可変装置
EP1712747A1 (fr) 2005-04-17 2006-10-18 Uwe Eisenbeis Distribution de moteur à combustion avec course et calage variable pour moteurs à haut régime
US8701813B2 (en) * 2008-06-30 2014-04-22 Honda Motor Co., Ltd. Two-wheeled motor vehicle
EP2568146A1 (fr) * 2011-09-08 2013-03-13 MZ Motor Co. Ltd. Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion

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Publication number Publication date
MX2015011630A (es) 2016-10-26
DE102013102231A1 (de) 2014-09-11
CN105209727A (zh) 2015-12-30
AP2015008752A0 (en) 2015-09-30
PE20151575A1 (es) 2015-11-08
MY170318A (en) 2019-07-17
CO7461137A2 (es) 2015-11-30
BR112015021285B1 (pt) 2021-09-08
PH12015501984A1 (en) 2016-01-18
CN105209727B (zh) 2017-04-12
BR112015021285A2 (pt) 2017-07-18
MX360012B (es) 2018-10-10
PH12015501984B1 (en) 2016-01-18
WO2014135321A1 (fr) 2014-09-12
CL2015002379A1 (es) 2016-10-07
EP2906789A1 (fr) 2015-08-19
DE102013102231B4 (de) 2016-02-25

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