EP3382167A1 - Variable valve drive with brake cam - Google Patents
Variable valve drive with brake cam Download PDFInfo
- Publication number
- EP3382167A1 EP3382167A1 EP18162016.2A EP18162016A EP3382167A1 EP 3382167 A1 EP3382167 A1 EP 3382167A1 EP 18162016 A EP18162016 A EP 18162016A EP 3382167 A1 EP3382167 A1 EP 3382167A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- cam
- exhaust valve
- camshaft
- carrier
- axial position
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 20
- 230000006835 compression Effects 0.000 claims abstract description 19
- 238000007906 compression Methods 0.000 claims abstract description 19
- 230000005540 biological transmission Effects 0.000 claims description 25
- 238000012546 transfer Methods 0.000 claims description 13
- 230000015572 biosynthetic process Effects 0.000 claims description 2
- 230000010354 integration Effects 0.000 description 4
- 230000000903 blocking effect Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000006837 decompression Effects 0.000 description 2
- RDYMFSUJUZBWLH-UHFFFAOYSA-N endosulfan Chemical compound C12COS(=O)OCC2C2(Cl)C(Cl)=C(Cl)C1(Cl)C2(Cl)Cl RDYMFSUJUZBWLH-UHFFFAOYSA-N 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000002459 sustained effect Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
- F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
-
- 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
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L1/053—Camshafts overhead type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- 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
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
-
- 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
- F01L1/14—Tappets; Push rods
- F01L1/143—Tappets; Push rods for use with overhead camshafts
-
- 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
- F01L1/185—Overhead end-pivot rocking arms
-
- 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
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L2001/0471—Assembled camshafts
- F01L2001/0473—Composite camshafts, e.g. with cams or cam sleeve being able to move relative to the inner camshaft or a cam adjusting rod
-
- 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
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L1/053—Camshafts overhead type
- F01L2001/0537—Double overhead camshafts [DOHC]
-
- 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 variable valve train for an internal combustion engine of a motor vehicle, in particular a commercial vehicle.
- the invention further relates to a motor vehicle, in particular commercial vehicle, with a variable valve train.
- Valve-controlled internal combustion engines have one or more controllable intake and exhaust valves per cylinder.
- Variable valve controls allow flexible control of the valves. As a result, the engine operation can be adapted, for example, to a specific load situation.
- An example of a variable valve train is in the WO 2004/0836611 A1 disclosed.
- an internal combustion engine can also be used to brake a vehicle.
- a so-called engine brake can reduce or prevent undesired acceleration when driving downhill.
- Such engine brakes are suitable for longer braking periods and sustained braking and in particular spare the actual brakes of the vehicle from overheating. This is particularly relevant for commercial vehicles that may have a high weight.
- a method for controlling the engine braking effect of a valve-controlled internal combustion engine is in the DE 10 2013 019 183 A1 disclosed.
- the invention is based on the object to provide a device for controlling an internal combustion engine, which allows an engine brake by the internal combustion engine.
- the invention is based in particular on the object to develop a space-saving construction.
- variable valve train according to the independent claim.
- Advantageous developments are specified in the dependent claims.
- the variable valve train for an internal combustion engine of a motor vehicle, in particular a utility vehicle has a first exhaust valve.
- the valve train also has a camshaft and a cam carrier.
- the cam carrier is rotatably and axially displaceably arranged between a first axial position and a second axial position on the camshaft.
- the cam carrier has a first cam and a second cam.
- the first cam and the second cam are in a longitudinal direction of the camshaft staggered.
- the valve drive also has a first transmission device. In the first axial position of the cam carrier, the transfer device is operatively connected between the first cam and the first exhaust valve. In the second axial position of the cam carrier, the transfer device is operatively connected between the second cam and the first exhaust valve.
- the first cam is designed for normal operation of the internal combustion engine, in which the first cam keeps the first exhaust valve open in the exhaust stroke.
- the second cam is designed for an engine braking operation of the internal combustion engine, in which the second cam initially holds the first exhaust valve closed in the compression stroke and / or in the exhaust stroke and opens the first exhaust valve before reaching a top dead center of a piston movement of a piston of the internal combustion engine.
- the integration of the second cam as a brake cam in the variable valve train allows the flexible and responsive control of an engine brake during operation of the internal combustion engine. If the first exhaust valve is opened by the second cam at the end of the compression stroke and / or at the end of the exhaust stroke, compression work is previously performed by the piston, which decelerates the crankshaft. By opening the first exhaust valve to the end of the corresponding cycle in the region of top dead center, the compressed air is expelled into the exhaust system. If the exhaust valve is opened both at the end of the compression stroke and at the end of the exhaust stroke in the region of top dead center, this decompression can take place twice during one cycle.
- This efficient and responsive type of engine brake may optionally eliminate other internal combustion engine braking devices, such as an engine brake flap, charge air throttle, and other retarders such as retarders.
- the first cam and the second cam may have a different cam contour and / or be arranged offset in relation to one another in a circumferential direction of the cam carrier.
- the cam carrier has a third cam formed like the first cam and a cam free portion.
- the first cam, the second Cam, the third cam and the cam-free portion are arranged offset in a longitudinal direction of the camshaft.
- the first cam is adjacent to the second cam and the third cam is adjacent to the cam-free portion.
- a third cam and the cam-free portion allows a second exhaust valve to be actuated differently during braking operation than the first exhaust valve. In normal operation, however, the second exhaust valve can be operated as the first exhaust valve, since the third cam and the first cam are formed equal.
- the cam-free section is also referred to as zero cam.
- the cam-free portion has a cylinder jacket surface without elevation for actuating the transmission device.
- the valve drive preferably has a second outlet valve, which in particular is assigned to the same cylinder as the first outlet valve, and a second transmission device.
- the second transmission device is in the first axial position of the cam carrier in operative connection between the third cam and the second outlet valve. In the second axial position of the cam carrier, the second transfer device holds the second exhaust valve closed due to the formation of the cam-free portion.
- the cam-free portion may be engaged or disengaged from the second transmission device.
- the second transmission device in the second axial position of the cam carrier is not in operative connection with any other cam of the cam carrier.
- This embodiment has the advantage that only the first exhaust valve is used for the braking operation.
- the second exhaust valve remains closed during the entire cycle when the first exhaust valve is used for the braking operation.
- the loads on the variable valve train can be reduced.
- the variable valve train must be made correspondingly more robust.
- valve train further comprises a second exhaust valve, which is associated in particular with the same cylinder as the first exhaust valve.
- the first transmission device is additionally in the first axial position of the cam carrier in operative connection between the first cam and the second exhaust valve and in the second axial position additionally in operative connection between the second cam and the second exhaust valve.
- the first cam and the third cam may have a same cam contour and / or be aligned (aligned) in a circumferential direction of the cam carrier.
- This embodiment has the advantage that both exhaust valves are used for the braking operation. Both exhaust valves are operated via the same transmission device and the same cam.
- the cam carrier has a first engagement track for axial displacement of the cam carrier in a first direction.
- the first engagement track extends in particular spirally.
- the first engagement track is configured to axially displace the cam carrier in engagement with an actuator, for example from the first axial position to the second axial position or from the second axial position to the first axial position.
- the first engagement track is arranged in the cam-free portion. In other words, the first engagement track extends in the zero cam.
- Such a configuration has the advantage that the cam-free portion is used for a first for the axial displacement.
- the cam-free section ensures that the second exhaust valve is not opened during engine braking operation. Due to the functional integration, a space for the cam carrier can be reduced.
- the first engagement track and / or the cam-free section is arranged between the first cam and the third cam or at one end of the cam carrier.
- the arrangement of the cam, the cam-free portion and the first engagement track can be flexibly adapted to the respective requirements.
- the cam carrier has a second engagement track for axially displacing the cam carrier in a second direction opposite to the first direction is on.
- the second engagement track is disposed between the first cam and the third cam or at one end of the cam carrier.
- the second engagement track may in particular extend helically.
- the second engagement track is configured to axially displace the cam carrier in engagement with an actuator, for example from the first axial position to the second axial position or from the second axial position to the first axial position.
- the first and second engagement tracks provide a reliable way to move the cam carrier.
- variable valve train includes a first actuator configured to selectively engage the first engagement track for translating the cam carrier in the first direction.
- variable valve drive has a second actuator, which is designed to selectively engage with the second engagement track for displacing the cam carrier in the second direction.
- the camshaft has a locking device with an elastically biased element which engages in the first axial position of the cam carrier in a first recess in the cam carrier and engages in the second axial position of the cam carrier in a second recess in the cam carrier.
- the locking device has the advantage that the cam carrier can be fixed in the first and second axial position.
- the cam carrier can thus not move unintentionally along a longitudinal direction of the camshaft.
- the first transmission device and / or the second transmission device as a lever, in particular a rocker arm or a drag lever, or a plunger is formed.
- a drag lever can be used for example in an overhead camshaft.
- a rocker arm can be used, for example, in an underlying camshaft.
- the camshaft is arranged as an overhead camshaft or an underlying camshaft.
- the camshaft Part of a double camshaft system which additionally has a further camshaft for actuating at least one inlet valve.
- the camshaft for the exhaust valve (s) and / or the further camshaft for the intake valve (s) may comprise a phaser.
- the phase adjuster is designed to adjust a rotational angle of a camshaft relative to a rotational angle of a crankshaft.
- the phaser allows an adjustment of the timing for the respective valves.
- the phase adjuster can be designed, for example, as a hydraulic phase adjuster, in particular as a swivel motor phase adjuster. Such an embodiment has the advantage that the flexibility of the system is further enhanced by the combination with the displaceable cam carrier.
- the second cam is configured such that the first exhaust valve opens between 100 ° CA and 60 ° CA before reaching top dead center. This can be sufficiently compressed first and there is also enough time to direct the compressed air into the exhaust system.
- KW refers to crank angle, i. H. refers to an angle of a crankshaft.
- the first exhaust valve is open in the engine braking operation during the expansion stroke. This air flows from the exhaust system back into the cylinder, which is compressed in the subsequent cycle again using compression work.
- the second cam is designed so that the first exhaust valve is opened after opening in the compression stroke with a larger valve lift than after opening in Ausschiebetakt.
- the second cam is designed so that the first exhaust valve is opened with a smaller valve lift than in the first cam.
- valve lifts which are smaller than the valve strokes during normal operation, reduces the load on the valve train.
- the valve train is heavily loaded.
- the embodiments herein relating to the action of the second cam on the first exhaust valve are equally applicable to the second exhaust valve.
- the embodiments herein relating to the action of the first cam on the first exhaust valve apply equally to the third cam and the second exhaust valve.
- the invention further relates to a motor vehicle, in particular commercial vehicle, having the variable valve train as disclosed herein.
- variable valve train 10 In the FIGS. 1 and 2 a variable valve train 10 is shown.
- the variable valve train 10 has a camshaft 12 and a cam carrier 14.
- the variable valve train 10 has first and second transfer devices 16 and 18 and first and second exhaust valves 20 and 22.
- the variable valve train 10 the first actuator 24 and a second actuator 26.
- the camshaft 12 is formed as an output camshaft which actuates output valves 20 and 22.
- the camshaft 12 is part of a dual camshaft system (not shown in detail) that additionally includes an intake camshaft (not shown) for actuating one or more intake valves thus form a so-called double overhead camshaft (DOHC) system
- DOHC double overhead camshaft
- the camshaft 12 could also form a so-called single overhead camshaft (SOHC) system
- the camshaft 12 may also be arranged as a lower camshaft.
- the cam carrier 14 On the camshaft 12 of the cam carrier 14 is arranged rotationally fixed.
- the cam carrier 14 is additionally arranged axially displaceable along a longitudinal axis of the camshaft 12.
- the cam carrier 14 may be axially displaceable between a first stop 28 and a second stop 30.
- the cam carrier 14 has three cams 32, 34 and 36 which are offset from each other in a longitudinal direction of the cam carrier 14 and the camshaft 12.
- the first cam 32 is disposed at a first end of the cam carrier 14 and configured for normal operation, as described in detail later by way of example.
- the second cam 34 is disposed adjacent to the first cam 32 and configured for engine braking operation, as also described in detail later by way of example.
- the third cam 36 is spaced from the second cam 34 and the second end of the cam carrier 14.
- the third cam 36 is designed for normal operation.
- the third cam 36 is shaped like the first cam 32.
- the cam carrier 14 also has a first cam-free section 38 and a second cam-free section 40.
- the first cam-free portion 38 is disposed at the second end of the cam carrier 14.
- the second cam-free portion 40 is disposed between the second cam 34 and the third cam 36.
- a second engagement track (shift gate) 44 extends spirally around the longitudinal axis of the cam carrier 14.
- the actuators 24 and 26 (FIGS. FIGS. 1 and 2 ) with extendable elements (not shown in detail) selectively engage in the engaging tracks 42, 44.
- the first actuator 24 may selectively engage the first engagement track 42 for shifting the cam carrier 14 from one axial position to another axial position.
- the cam carrier 14 In a first axial position of the cam carrier 14 abuts against the second stop 30.
- In a second axial position of the cam carrier 14 abuts against the first stop 28.
- the cam carrier is shown in the first axial position.
- the second actuator 26 in turn can selectively engage in the second engagement track 44. Then, the cam carrier 14 is shifted from the first axial position to the second axial position.
- the displacement is triggered by the extended element of the respective actuator 24, 26 being stationary relative to an axial direction of the camshaft 12.
- the slidable cam carrier 14 is displaced in a longitudinal direction of the camshaft 12 due to the spiral shape of the engaging tracks 42, 44 when the extended element engages with the respective engagement track 42, 44.
- the displaceable element of the respective actuator 24, 26 is guided by the respective engagement track 42, 44 opposite to the extension direction and thus retracted.
- the displaceable element of the respective actuator 24, 26 comes out of engagement with the respective engagement track 42, 44th
- the first transmission device 16 and the second transmission device 18 establish an operative connection between the cam carrier 14 and the outlet valves 20, 22.
- the first exhaust valve 20 is operated (opened) when the first cam 32 or the second cam 34 pushes the first transmission device 16 down.
- the second exhaust valve 22 is operated (opened) when the third cam 36 presses the second transmission device 18 down.
- the first transfer device 16 is operatively connected between the first cam 32 and the first exhaust valve 20.
- the first transfer device 16 in the first axial position of the cam carrier 14 is not operatively connected between the second cam 34 and the first exhaust valve 20.
- the first exhaust valve 20 is operated in accordance with a contour of the first cam 32.
- the first transmission device 16 is operatively connected between the second cam 34 and the first exhaust valve 20.
- the first exhaust valve 20 is operated in accordance with a contour of the second cam 34.
- the second transfer device 18 In the first axial position of the cam carrier 14, the second transfer device 18 is operatively connected between the third cam 36 and the second exhaust valve 22.
- the second exhaust valve 22 is operated in accordance with a contour of the third cam 36.
- the second transfer device 18 In the second axial position of the cam carrier 14, the second transfer device 18 does not actuate the second exhaust valve 22.
- a contact portion 18A of the second transmission device 18 In the second axial position of the cam carrier 14, a contact portion 18A of the second transmission device 18 is at the same axial position with respect to the camshaft 12 as the first cam-free portion 38.
- the first cam-free portion 38 has no protrusion for actuating the second transmission device 18.
- the second exhaust valve 22 When the cam carrier 14 is in the second axial position, the second exhaust valve 22 is not actuated.
- the first cam-free portion 38 thus has two functions. On the one hand, the first cam-free section 38 receives the first guide track 42. On the other hand, the first cam-free section 38 serves to ensure that no actuation of the second outlet valve 42 takes place in the second axial position of the cam carrier 14. This functional integration is favorable for space reasons.
- the first transmission device 16 and the second transmission device 18 are each formed as a drag lever.
- the transfer devices 16 and 18 may be formed as rocker arms or plungers.
- the transfer devices 16 and 18 may include cam followers, for example in the form of rotatable rollers.
- the locking device 46 has an elastic element 48 and a blocking body 50.
- the elastic element 48 is arranged in a blind hole of the camshaft 12.
- the elastic member 48 biases the locking body 50 against the cam carrier 14.
- first and second recesses 52 and 54 are arranged.
- the locking body 50 is pressed into the first recess 52 when the cam carrier 14 is in the first axial position.
- the blocking body 50 is pressed into the second recess 54.
- FIG. 4 shows a complete four-stroke cycle consisting of compression, expansion, ejection and suction.
- the curve A describes the profile of the cylinder pressure when the second cam 34 is in operative connection with the first exhaust valve 20.
- the curve A shows the course of the cylinder pressure during engine braking.
- the curve B shows the course of the valve lift of the first exhaust valve 20 when the first cam 32 is in communication with the first exhaust valve 20 (i.e., during normal operation).
- the third curve C shows the course of the valve lift of an intake valve both during normal operation and during engine braking operation.
- the curve D shows the course of the valve lift of the first exhaust valve 20 when the second cam 34 is in operative connection with the first exhaust valve 20.
- Curve B shows that the exhaust valve is open during normal operation during the exhaust stroke.
- Curve C shows that the intake valve is open in normal operation and in braking operation during the intake stroke (intake stroke).
- the curve D shows that the exhaust valve at the end of the compression stroke in the range of top dead center at about 60 ° CA to 100 ° CA before top dead center is slightly opened.
- the exhaust valve is opened further and closes at the end of the expansion stroke approximately at bottom dead center.
- the opening of the exhaust valve at the end of the compression stroke causes the compressed air in the cylinder to be pushed through the opened exhaust valve into the exhaust system through the piston moving toward top dead center.
- the compression work previously done brakes the crankshaft and thus the internal combustion engine.
- the cylinder pressure initially increases in the compression stroke, but then drops due to the opening of the exhaust valve even before top dead center (see curve A).
- the open exhaust valve during the expansion stroke causes air from the exhaust pipes to be drawn back into the cylinder.
- the cylinder is substantially filled with air from the exhaust system.
- the curve D also shows that the exhaust valve initially remains closed after reaching bottom dead center at the end of the expansion stroke.
- the exhaust valve opens in the region of top dead center.
- the opening is again at about 60 ° CA to 100 ° CA before top dead center.
- the closed exhaust valve during the first portion of the exhaust stroke causes the expansion stroke sucked air is compressed while performing work.
- the cylinder pressure increases (curve A).
- the Vergessarbeit brakes the crankshaft and thus the internal combustion engine.
- the opening of the exhaust valve at the end of the exhaust stroke causes the air to be pushed into the exhaust system through the opened exhaust valve.
- the cylinder is again filled with air through the or the open intake valves (curve C). The cycle starts again.
- the use of the second cam to control the exhaust valve results in a double compression with subsequent decompression, thus ensuring engine braking functionality.
- valve lift of the exhaust valve is lower in braking mode (curve D) than in normal mode (curve B).
- the valve lift is also in two stages when opening the exhaust valve in the compression and expansion stroke.
- FIG. 6A shows a cross section through the second cam 34th Die
- FIG. 6B shows a cross section through the first cam 32nd
- the second cam 34 is to obtain the curve D from FIG. 5 educated.
- the second cam 34 in particular has a first elevation 34A, a second elevation 34B and a third elevation 34C.
- the first, second and third elevations 34A-34C are circumferentially offset around the second cam 34.
- the first bump 34A leads to the opening of an exhaust valve at the end of the compression stroke.
- the second bump 34B extending from the first bump 34A results in an expanded opening of an exhaust valve during the expansion stroke.
- the third bump 34C leads to an opening of an exhaust valve at the end of the exhaust stroke.
- the first protrusion 34A has the smallest height of the protrusions 34A-34C measured in a radial direction of the camshaft 12.
- the second protrusion 34B has the largest height of the protrusions 34A-34C measured in a radial direction of the camshaft 12.
- the third protrusion 34C is smaller than that second bump 34B and larger than the first bump 34A. Different heights of the elevations 34A-34C lead to correspondingly different valve lifts (cf. FIG. 5 ).
- the first, second and third elevations 34A-34C are each arranged circumferentially offset from a protrusion 32A of the first cam 32.
- the protrusion 32A of the first cam 32 leads to an opening of an exhaust valve during the Ausschiebetaktes.
- the protrusion 32A is measured higher in a radial direction of the camshaft 12 than the protrusions 34A-34C.
- the valve lift through the bump 32A is greater than through the bumps 34A-34C.
- FIG. 6B also shows the locking device 46 with the elastic member 48, the locking body 50 and the first recess 52nd
Abstract
Die Erfindung betrifft einen variablen Ventiltrieb (10) für einen Verbrennungsmotor eines Kraftfahrzeugs. Der variable Ventiltrieb weist einen Nockenträger (14), der auf einer Nockenwelle (12) drehfest und axial verschiebbar zwischen einer ersten Axialposition und einer zweiten Axialposition angeordnet ist und einen ersten Nocken (32) und einen zweiten Nocken (34) aufweist, auf. Der erste Nocken (32) ist für einen Normalbetrieb des Verbrennungsmotors ausgebildet, bei dem der erste Nocken (32) ein erstes Auslassventil (20) im Ausschubtakt offen hält. Der zweite Nocken (34) ist für einen Motorbremsbetrieb des Verbrennungsmotors ausgebildet, bei dem der zweite Nocken (34) das erste Auslassventil (20) im Verdichtungstakt und/oder im Ausschubtakt zunächst geschlossen hält und vor Erreichen eines oberen Totpunkts einer Kolbenbewegung das erste Auslassventil (20) öffnet. The invention relates to a variable valve train (10) for an internal combustion engine of a motor vehicle. The variable valve train has a cam carrier (14) which is arranged rotatably and axially displaceably on a camshaft (12) between a first axial position and a second axial position and has a first cam (32) and a second cam (34). The first cam (32) is designed for a normal operation of the internal combustion engine, in which the first cam (32) holds open a first exhaust valve (20) in the exhaust stroke. The second cam (34) is designed for an engine braking operation of the internal combustion engine, in which the second cam (34) first keeps the first exhaust valve (20) closed in the compression stroke and / or exhaust stroke and before reaching a top dead center of a piston movement, the first exhaust valve (FIG. 20) opens.
Description
Die Erfindung betrifft einen variablen Ventiltrieb für einen Verbrennungsmotor eines Kraftfahrzeugs, insbesondere eines Nutzfahrzeugs. Die Erfindung betrifft ferner ein Kraftfahrzeug, insbesondere Nutzfahrzeug, mit einem variablen Ventiltrieb.The invention relates to a variable valve train for an internal combustion engine of a motor vehicle, in particular a commercial vehicle. The invention further relates to a motor vehicle, in particular commercial vehicle, with a variable valve train.
Ventilgesteuerte Brennkraftmaschinen weisen eines oder mehrere steuerbare Ein- und Auslassventile je Zylinder auf. Variable Ventilsteuerungen ermöglichen ein flexibles Ansteuern der Ventile. Dadurch kann der Motorbetrieb beispielsweise an eine spezifische Lastsituation angepasst werden. Ein Beispiel für einen variablen Ventiltrieb ist in der
Es ist ferner bekannt, dass ein Verbrennungsmotor auch zum Bremsen eines Fahrzeugs verwendet werden kann. Eine sogenannte Motorbremse kann beispielsweise eine ungewünschte Beschleunigung bei Bergabfahrten verringern oder verhindern. Derartige Motorbremsen sind für längere Bremsdauern und Dauerbremsungen geeignet und schonen dabei insbesondere die eigentlichen Bremsen des Fahrzeugs vor Überhitzung. Dies ist insbesondere für Nutzfahrzeuge, die ein hohes Gewicht aufweisen können, relevant. Ein Verfahren zum Steuern der Motorbremswirkung einer ventilgesteuerten Brennkraftmaschine ist in der
Der Erfindung liegt die Aufgabe zu Grunde, eine Vorrichtung zur Steuerung eines Verbrennungsmotors, die eine Motorbremse durch den Verbrennungsmotor ermöglicht, vorzusehen. Der Erfindung liegt insbesondere die Aufgabe zu Grunde, eine bauraumgünstige Konstruktion zu entwickeln.The invention is based on the object to provide a device for controlling an internal combustion engine, which allows an engine brake by the internal combustion engine. The invention is based in particular on the object to develop a space-saving construction.
Die Aufgabe wird gelöst durch einen variablen Ventiltrieb gemäß dem unabhängigen Anspruch. Vorteilhafte Weiterbildungen sind in den abhängigen Ansprüchen angegeben.The object is achieved by a variable valve train according to the independent claim. Advantageous developments are specified in the dependent claims.
Der variable Ventiltrieb für einen Verbrennungsmotor eines Kraftfahrzeugs, insbesondere eines Nutzfahrzeugs, weist ein erstes Auslassventil auf. Der Ventiltrieb weist zudem eine Nockenwelle und einen Nockenträger auf. Der Nockenträger ist drehfest und axial verschiebbar zwischen einer ersten Axialposition und einer zweiten Axialposition auf der Nockenwelle angeordnet. Der Nockenträger weist einen ersten Nocken und einen zweiten Nocken auf. Der erste Nocken und der zweite Nocken sind in einer Längsrichtung der Nockenwelle versetzt angeordnet. Der Ventiltrieb weist ferner eine erste Übertragungsvorrichtung auf. In der ersten Axialposition des Nockenträgers ist die Übertragungsvorrichtung in Wirkverbindung zwischen dem ersten Nocken und dem ersten Auslassventil. In der zweiten Axialposition des Nockenträgers ist die Übertragungsvorrichtung in Wirkverbindung zwischen dem zweiten Nocken und dem ersten Auslassventil. Der erste Nocken ist für einen Normalbetrieb des Verbrennungsmotors ausgebildet, bei dem der erste Nocken das erste Auslassventil im Ausschubtakt offen hält. Der zweite Nocken ist für einen Motorbremsbetrieb des Verbrennungsmotors ausgebildet, bei dem der zweite Nocken das erste Auslassventil im Verdichtungstakt und/oder im Ausschubtakt zunächst geschlossen hält und vor Erreichen eines oberen Totpunkts einer Kolbenbewegung eines Kolbens des Verbrennungsmotors das erste Auslassventil öffnet.The variable valve train for an internal combustion engine of a motor vehicle, in particular a utility vehicle, has a first exhaust valve. The valve train also has a camshaft and a cam carrier. The cam carrier is rotatably and axially displaceably arranged between a first axial position and a second axial position on the camshaft. The cam carrier has a first cam and a second cam. The first cam and the second cam are in a longitudinal direction of the camshaft staggered. The valve drive also has a first transmission device. In the first axial position of the cam carrier, the transfer device is operatively connected between the first cam and the first exhaust valve. In the second axial position of the cam carrier, the transfer device is operatively connected between the second cam and the first exhaust valve. The first cam is designed for normal operation of the internal combustion engine, in which the first cam keeps the first exhaust valve open in the exhaust stroke. The second cam is designed for an engine braking operation of the internal combustion engine, in which the second cam initially holds the first exhaust valve closed in the compression stroke and / or in the exhaust stroke and opens the first exhaust valve before reaching a top dead center of a piston movement of a piston of the internal combustion engine.
Die Integration des zweiten Nockens als Bremsnocken in den variablen Ventiltrieb ermöglicht die flexible und reaktionsschnelle Ansteuerung einer Motorbremse während des Betriebs des Verbrennungsmotors. Wird das erste Auslassventil durch den zweiten Nocken am Ende des Verdichtungstaktes und/oder am Ende des Ausschubtakts geöffnet, so wird zuvor Verdichtungsarbeit vom Kolben geleistet, die die Kurbelwelle abbremst. Durch Öffnen des ersten Auslassventils zum Ende des entsprechenden Taktes im Bereich des oberen Totpunkts, wird die verdichtete Luft in das Abgassystem ausgeschoben. Wird das Auslassventil sowohl am Ende des Verdichtungstaktes als auch am Ende des Ausschubtakts im Bereich des oberen Totpunkts geöffnet, so kann diese Dekompression zweimal während eines Zyklus stattfinden. Durch diese effiziente und reaktionsschnelle Art der Motorbremse können gegebenenfalls andere Bremsvorrichtungen des Verbrennungsmotors entfallen, wie zum Beispiel eine Motorbremsklappe, eine Ladeluftdrosselklappe und andere Dauerbremsen, beispielsweise Retarder.The integration of the second cam as a brake cam in the variable valve train allows the flexible and responsive control of an engine brake during operation of the internal combustion engine. If the first exhaust valve is opened by the second cam at the end of the compression stroke and / or at the end of the exhaust stroke, compression work is previously performed by the piston, which decelerates the crankshaft. By opening the first exhaust valve to the end of the corresponding cycle in the region of top dead center, the compressed air is expelled into the exhaust system. If the exhaust valve is opened both at the end of the compression stroke and at the end of the exhaust stroke in the region of top dead center, this decompression can take place twice during one cycle. This efficient and responsive type of engine brake may optionally eliminate other internal combustion engine braking devices, such as an engine brake flap, charge air throttle, and other retarders such as retarders.
Es versteht sich, dass während der zweite Nocken im Eingriff mit der ersten Übertragungsvorrichtung ist, das oder die Einlassventile weiterhin nur während des Einlasstaktes öffnen. Es kommt jedoch zu keiner Kraftstoffeinleitung und Gemischzündung.It is understood that while the second cam is engaged with the first transfer device, the intake valve (s) continue to open only during the intake stroke. However, there is no fuel injection and mixture ignition.
Der erste Nocken und der zweite Nocken können eine unterschiedliche Nockenkontur aufweisen und/oder in einer Umfangsrichtung des Nockenträgers versetzt zueinander angeordnet sein.The first cam and the second cam may have a different cam contour and / or be arranged offset in relation to one another in a circumferential direction of the cam carrier.
In einem Ausführungsbeispiel weist der Nockenträger einen dritten Nocken, der wie der erste Nocken ausgebildet ist, und einen nockenfreien Abschnitt auf. Der erste Nocken, der zweite Nocken, der dritte Nocken und der nockenfreie Abschnitt sind in einer Längsrichtung der Nockenwelle versetzt angeordnet. Insbesondere grenzen der erste Nocken an den zweiten Nocken und der dritte Nocken an den nockenfreien Abschnitt.In one embodiment, the cam carrier has a third cam formed like the first cam and a cam free portion. The first cam, the second Cam, the third cam and the cam-free portion are arranged offset in a longitudinal direction of the camshaft. In particular, the first cam is adjacent to the second cam and the third cam is adjacent to the cam-free portion.
Die Integration eines dritten Nockens und des nockenfreien Abschnitts ermöglicht, dass ein zweites Auslassventil im Bremsbetrieb anders betätigt werden kann als das erste Auslassventil. Im Normalbetrieb kann das zweite Auslassventil hingegen wie das erste Auslassventil betätigt werden, da der dritte Nocken und der erste Nocken gleich geformt sind.The integration of a third cam and the cam-free portion allows a second exhaust valve to be actuated differently during braking operation than the first exhaust valve. In normal operation, however, the second exhaust valve can be operated as the first exhaust valve, since the third cam and the first cam are formed equal.
Der nockenfreie Abschnitt wird auch als Nullnocken bezeichnet. Der nockenfreie Abschnitt weist eine Zylindermantelfläche ohne Erhebung zum Betätigen der Übertragungsvorrichtung auf.The cam-free section is also referred to as zero cam. The cam-free portion has a cylinder jacket surface without elevation for actuating the transmission device.
Vorzugsweise weist der Ventiltrieb ein zweites Auslassventil, das insbesondere demselben Zylinder zugeordnet ist wie das erste Auslassventil, und eine zweite Übertragungsvorrichtung auf. Die zweite Übertragungsvorrichtung ist in der ersten Axialposition des Nockenträgers in Wirkverbindung zwischen dem dritten Nocken und dem zweiten Auslassventil. In der zweiten Axialposition des Nockenträgers hält die zweite Übertragungsvorrichtung das zweite Auslassventil aufgrund der Ausbildung des nockenfreien Abschnitts geschlossen. Hierbei kann der nockenfreie Abschnitt in Eingriff oder außer Eingriff mit der zweiten Übertragungsvorrichtung sein.The valve drive preferably has a second outlet valve, which in particular is assigned to the same cylinder as the first outlet valve, and a second transmission device. The second transmission device is in the first axial position of the cam carrier in operative connection between the third cam and the second outlet valve. In the second axial position of the cam carrier, the second transfer device holds the second exhaust valve closed due to the formation of the cam-free portion. Here, the cam-free portion may be engaged or disengaged from the second transmission device.
Es versteht sich, dass die zweite Übertragungsvorrichtung in der zweiten Axialposition des Nockenträgers mit keinem anderen Nocken des Nockenträgers in Wirkverbindung ist.It is understood that the second transmission device in the second axial position of the cam carrier is not in operative connection with any other cam of the cam carrier.
Diese Ausgestaltung hat den Vorteil, dass nur das erste Auslassventil für den Bremsbetrieb verwendet wird. Das zweite Auslassventil verbleibt dann, wenn das erste Auslassventil für den Bremsbetrieb verwendet wird, während des gesamten Zyklus geschlossen. Damit können die Belastungen auf den variablen Ventiltrieb verringert werden. Insbesondere ergeben sich beim Öffnen eines Auslassventils gegen den Druck im Zylinder große Flächenpressungen zwischen dem Nocken und der Kontaktfläche der Übertragungsvorrichtung. In Ausgestaltungen, bei denen beide Auslassventile während des Bremsbetriebs betätigt werden, muss der variable Ventiltrieb entsprechend robuster gestaltet werden.This embodiment has the advantage that only the first exhaust valve is used for the braking operation. The second exhaust valve remains closed during the entire cycle when the first exhaust valve is used for the braking operation. Thus, the loads on the variable valve train can be reduced. In particular, when opening an exhaust valve against the pressure in the cylinder large surface pressures between the cam and the contact surface of the transmission device arise. In embodiments where both exhaust valves are actuated during braking operation, the variable valve train must be made correspondingly more robust.
In einem alternativen Ausführungsbeispiel weist der Ventiltrieb ferner ein zweites Auslassventil auf, das insbesondere demselben Zylinder zugeordnet ist wie das erste Auslassventil. Die erste Übertragungsvorrichtung ist in der ersten Axialposition des Nockenträgers zusätzlich in Wirkverbindung zwischen dem ersten Nocken und dem zweiten Auslassventil und in der zweiten Axialposition zusätzlich in Wirkverbindung zwischen dem zweiten Nocken und dem zweiten Auslassventil.In an alternative embodiment, the valve train further comprises a second exhaust valve, which is associated in particular with the same cylinder as the first exhaust valve. The first transmission device is additionally in the first axial position of the cam carrier in operative connection between the first cam and the second exhaust valve and in the second axial position additionally in operative connection between the second cam and the second exhaust valve.
Der erste Nocken und der dritte Nocken können eine gleiche Nockenkontur aufweisen und/oder in einer Umfangsrichtung des Nockenträgers zueinander (fluchtend) ausgerichtet angeordnet sein.The first cam and the third cam may have a same cam contour and / or be aligned (aligned) in a circumferential direction of the cam carrier.
Diese Ausgestaltung hat den Vorteil, dass beide Auslassventile für den Bremsbetrieb verwendet werden. Beide Auslassventile werden über die gleiche Übertragungsvorrichtung und den gleichen Nocken betätigt.This embodiment has the advantage that both exhaust valves are used for the braking operation. Both exhaust valves are operated via the same transmission device and the same cam.
In einer Ausführungsvariante weist der Nockenträger eine erste Eingriffsspur zum axialen Verschieben des Nockenträgers in eine erste Richtung auf. Die erste Eingriffsspur erstreckt sich insbesondere spiralförmig.In one embodiment variant, the cam carrier has a first engagement track for axial displacement of the cam carrier in a first direction. The first engagement track extends in particular spirally.
Die erste Eingriffsspur ist dazu ausgebildet, im Eingriff mit einem Aktor den Nockenträger axial zu verschieben, zum Beispiel von der ersten Axialposition zu der zweiten Axialposition oder von der zweiten Axialposition zu der ersten Axialposition.The first engagement track is configured to axially displace the cam carrier in engagement with an actuator, for example from the first axial position to the second axial position or from the second axial position to the first axial position.
In einem besonders bevorzugten Ausführungsbeispiel ist die erste Eingriffsspur in dem nockenfreien Abschnitt angeordnet. Mit anderen Worten gesagt, erstreckt sich die erste Eingriffsspur in dem Nullnocken.In a particularly preferred embodiment, the first engagement track is arranged in the cam-free portion. In other words, the first engagement track extends in the zero cam.
Eine solche Ausgestaltung bietet den Vorteil, dass der nockenfreie Abschnitt zum einen für die Axialverschiebung verwendet wird. Zum anderen sorgt der nockenfreie Abschnitt dafür, dass das zweite Auslassventil im Motorbremsbetrieb nicht geöffnet wird. Durch die Funktionsintegration kann ein Bauraum für den Nockenträger verkleinert werden.Such a configuration has the advantage that the cam-free portion is used for a first for the axial displacement. On the other hand, the cam-free section ensures that the second exhaust valve is not opened during engine braking operation. Due to the functional integration, a space for the cam carrier can be reduced.
In einer weiteren Ausführungsvariante ist die erste Eingriffsspur und/oder der nockenfreie Abschnitt zwischen dem ersten Nocken und dem dritten Nocken oder an einem Ende des Nockenträgers angeordnet.In a further embodiment variant, the first engagement track and / or the cam-free section is arranged between the first cam and the third cam or at one end of the cam carrier.
Die Anordnung der Nocken, des nockenfreien Abschnitts und der ersten Eingriffsspur kann flexibel den jeweiligen Anforderungen angepasst werden.The arrangement of the cam, the cam-free portion and the first engagement track can be flexibly adapted to the respective requirements.
In einer Ausführungsform weist der Nockenträger eine zweite Eingriffsspur zum axialen Verschieben des Nockenträgers in eine zweite Richtung, die der ersten Richtung entgegengesetzt ist, auf. Die zweite Eingriffsspur ist zwischen dem ersten Nocken und dem dritten Nocken oder an einem Ende des Nockenträgers angeordnet. Die zweite Eingriffsspur kann sich insbesondere spiralförmig erstrecken.In one embodiment, the cam carrier has a second engagement track for axially displacing the cam carrier in a second direction opposite to the first direction is on. The second engagement track is disposed between the first cam and the third cam or at one end of the cam carrier. The second engagement track may in particular extend helically.
Die zweite Eingriffsspur ist dazu ausgebildet, im Eingriff mit einem Aktor den Nockenträger axial zu verschieben, zum Beispiel von der ersten Axialposition zu der zweiten Axialposition oder von der zweiten Axialposition zu der ersten Axialposition.The second engagement track is configured to axially displace the cam carrier in engagement with an actuator, for example from the first axial position to the second axial position or from the second axial position to the first axial position.
Die erste und zweite Eingriffsspur bieten eine zuverlässige Möglichkeit zum Verschieben des Nockenträgers.The first and second engagement tracks provide a reliable way to move the cam carrier.
In einer weiteren Ausführungsform weist der variable Ventiltrieb einen ersten Aktor auf, der dazu ausgebildet ist, selektiv in Eingriff mit der ersten Eingriffsspur zum Verschieben des Nockenträgers in die erste Richtung zu gelangen. Alternativ oder zusätzlich weist der variable Ventiltrieb einen zweiten Aktor auf, der dazu ausgebildet ist, selektiv in Eingriff mit der zweiten Eingriffsspur zum Verschieben des Nockenträgers in die zweite Richtung zu gelangen.In a further embodiment, the variable valve train includes a first actuator configured to selectively engage the first engagement track for translating the cam carrier in the first direction. Alternatively or additionally, the variable valve drive has a second actuator, which is designed to selectively engage with the second engagement track for displacing the cam carrier in the second direction.
Vorteilhafterweise weist die Nockenwelle eine Arretierungsvorrichtung mit einem elastisch vorgespannten Element auf, das in der ersten Axialposition des Nockenträgers in eine erste Ausnehmung im Nockenträger eingreift und in der zweiten Axialposition des Nockenträgers in eine zweite Ausnehmung im Nockenträger eingreift.Advantageously, the camshaft has a locking device with an elastically biased element which engages in the first axial position of the cam carrier in a first recess in the cam carrier and engages in the second axial position of the cam carrier in a second recess in the cam carrier.
Die Arretierungsvorrichtung hat den Vorteil, dass der Nockenträger in der ersten und zweiten Axialposition festgesetzt werden kann. Der Nockenträger kann sich somit nicht unbeabsichtigt entlang einer Längsrichtung der Nockenwelle verschieben.The locking device has the advantage that the cam carrier can be fixed in the first and second axial position. The cam carrier can thus not move unintentionally along a longitudinal direction of the camshaft.
In einem weiteren Ausführungsbeispiel ist die erste Übertragungseinrichtung und/oder die zweite Übertragungseinrichtung als ein Hebel, insbesondere ein Kipphebel oder ein Schlepphebel, oder ein Stößel ausgebildet.In a further embodiment, the first transmission device and / or the second transmission device as a lever, in particular a rocker arm or a drag lever, or a plunger is formed.
Ein Schlepphebel kann beispielsweise bei einer obenliegenden Nockenwelle verwendet werden. Ein Kipphebel kann beispielsweise bei einer untenliegenden Nockenwelle verwendet werden.A drag lever can be used for example in an overhead camshaft. A rocker arm can be used, for example, in an underlying camshaft.
In einer weiteren Ausführungsvariante ist die Nockenwelle als eine obenliegende Nockenwelle oder eine untenliegende Nockenwelle angeordnet. Alternativ oder zusätzlich ist die Nockenwelle Teil eines Doppelnockenwellensystems ist, das zusätzlich eine weitere Nockenwelle zur Betätigung mindestens eines Einlassventils aufweist.In a further embodiment, the camshaft is arranged as an overhead camshaft or an underlying camshaft. Alternatively or additionally, the camshaft Part of a double camshaft system, which additionally has a further camshaft for actuating at least one inlet valve.
In einer weiteren Ausführungsform kann die Nockenwelle für das oder die Auslassventile und/oder die weitere Nockenwelle für das oder die Einlassventile einen Phasensteller aufweisen. Der Phasensteller ist dazu ausgebildet, einen Drehwinkel einer Nockenwelle relativ zu einem Drehwinkel einer Kurbelwelle zu verstellen. Somit kann der Phasensteller eine Verstellung der Steuerzeiten für die jeweiligen Ventile ermöglichen. Der Phasenversteller kann beispielsweise als hydraulischer Phasenversteller, insbesondere als eine Schwenkmotorphasenversteller, ausgebildet sein. Eine solche Ausführungsform hat den Vorteil, dass die Flexibilität des Systems durch die Kombination mit dem verschiebbaren Nockenträger weiter gesteigert wird.In a further embodiment, the camshaft for the exhaust valve (s) and / or the further camshaft for the intake valve (s) may comprise a phaser. The phase adjuster is designed to adjust a rotational angle of a camshaft relative to a rotational angle of a crankshaft. Thus, the phaser allows an adjustment of the timing for the respective valves. The phase adjuster can be designed, for example, as a hydraulic phase adjuster, in particular as a swivel motor phase adjuster. Such an embodiment has the advantage that the flexibility of the system is further enhanced by the combination with the displaceable cam carrier.
Vorzugsweise ist der zweite Nocken so ausgebildet ist, dass das erste Auslassventil zwischen 100° KW und 60° KW vor dem Erreichen des oberen Totpunkts öffnet. Damit kann zunächst genügend verdichtet werden und es bleibt zudem genug Zeit, die verdichtete Luft in das Abgassystem zu leiten.Preferably, the second cam is configured such that the first exhaust valve opens between 100 ° CA and 60 ° CA before reaching top dead center. This can be sufficiently compressed first and there is also enough time to direct the compressed air into the exhaust system.
Es versteht sich, dass sich die Angabe "KW" auf Kurbelwinkel, d. h. einen Winkel einer Kurbelwelle bezieht.It will be understood that the term "KW" refers to crank angle, i. H. refers to an angle of a crankshaft.
Alternativ oder zusätzlich schließt das erste Auslassventil nach dem Öffnen im Ausschubtakt im Bereich zwischen dem oberem Totpunkt und 30° KW nach dem oberen Totpunkt. Folglich kann im Einlasstakt Einlassluft durch die geöffneten Einlassventile in den Zylinder strömen. Eine Anpassung der Steuerung der Einlassventile für den Bremsbetrieb ist somit nicht notwendig.Alternatively or additionally closes the first exhaust valve after opening in the exhaust stroke in the range between the top dead center and 30 ° CA after top dead center. Thus, in the intake stroke, intake air may flow into the cylinder through the opened intake valves. An adaptation of the control of the intake valves for the braking operation is thus not necessary.
Ergänzend oder alternativ schließt das erste Auslassventil nach dem Öffnen im Verdichtungstakt im Bereich zwischen dem unteren Totpunkt und 30° KW nach dem unteren Totpunkt. Mit anderen Worten gesagt, ist das erste Auslassventil im Motorbremsbetrieb während des Expansionstaktes geöffnet. Damit strömt Luft aus dem Abgassystem zurück in den Zylinder, die im anschließenden Takt wieder unter dem Einsatz von Verdichtungsarbeit verdichtet wird.Additionally or alternatively closes the first exhaust valve after opening in the compression stroke in the range between the bottom dead center and 30 ° CA after bottom dead center. In other words, the first exhaust valve is open in the engine braking operation during the expansion stroke. This air flows from the exhaust system back into the cylinder, which is compressed in the subsequent cycle again using compression work.
In einer weiteren Ausführungsvariante ist der zweite Nocken so ausgebildet, dass das erste Auslassventil nach dem Öffnen im Verdichtungstakt mit einem größeren Ventilhub geöffnet wird als nach dem Öffnen im Ausschiebetakt.In a further embodiment, the second cam is designed so that the first exhaust valve is opened after opening in the compression stroke with a larger valve lift than after opening in Ausschiebetakt.
Alternativ oder zusätzlich ist der zweite Nocken so ausgebildet, dass das erste Auslassventil mit einem kleineren Ventilhub als beim ersten Nocken geöffnet wird.Alternatively or additionally, the second cam is designed so that the first exhaust valve is opened with a smaller valve lift than in the first cam.
Das Vorsehen von mehrstufigen Ventilhüben, die kleiner sind als die Ventilhübe während des normalen Betriebs, verringert die Belastung auf den Ventiltrieb. Insbesondere beim Öffnen eines Auslassventils gegen den Druck im Zylinder wird der Ventiltrieb stark belastet.The provision of multi-stage valve lifts, which are smaller than the valve strokes during normal operation, reduces the load on the valve train. In particular, when opening an exhaust valve against the pressure in the cylinder, the valve train is heavily loaded.
In Ausführungsformen, in denen der zweite Nocken auch zum Betätigen des zweiten Auslassventils verwendet wird, gelten die Ausführungen hierin, die sich auf die Wirkung des zweiten Nockens auf das erste Auslassventil beziehen, gleichermaßen für das zweite Auslassventil.In embodiments where the second cam is also used to actuate the second exhaust valve, the embodiments herein relating to the action of the second cam on the first exhaust valve are equally applicable to the second exhaust valve.
In Ausführungsformen, in denen der dritte Nocken zum Betätigen des zweiten Auslassventils verwendet wird, gelten die Ausführungen hierin, die sich auf die Wirkung des ersten Nockens auf das erste Auslassventil beziehen, gleichermaßen für den dritten Nocken und das zweite Auslassventil.In embodiments where the third cam is used to actuate the second exhaust valve, the embodiments herein relating to the action of the first cam on the first exhaust valve apply equally to the third cam and the second exhaust valve.
Die Erfindung betrifft ferner ein Kraftfahrzeug, insbesondere Nutzfahrzeug, aufweisend den variablen Ventiltrieb wie hierin offenbart.The invention further relates to a motor vehicle, in particular commercial vehicle, having the variable valve train as disclosed herein.
Die zuvor beschriebenen bevorzugten Ausführungsformen und Merkmale der Erfindung sind beliebig miteinander kombinierbar. Weitere Einzelheiten und Vorteile der Erfindung werden im Folgenden unter Bezug auf die beigefügten Zeichnungen beschrieben. Es zeigen:
- Figur 1
- eine perspektivische Ansicht eines beispielhaften variablen Ventiltriebs;
- Figur 2
- eine weitere perspektivische Ansicht des beispielhaften variablen Ventiltriebs:
- Figur 3
- eine Draufsicht auf eine Nockenwelle des beispielhaften variablen Ventiltriebs;
- Figur 4
- eine Längsschnittansicht der Nockenwelle von
Figur 3 entlang der Linie A-A; - Figur 5
- ein beispielhaftes Ventilsteuerungsdiagramm des variablen Ventiltriebs.
- Figur 6A
- einen erste Querschnittansicht der Nockenwelle von
Figur 4 entlang der Linie B-B; und - Figur 6B
- einen zweite Querschnittansicht der Nockenwelle von
Figur 4 entlang der Linie C-C.
- FIG. 1
- a perspective view of an exemplary variable valve train;
- FIG. 2
- Another perspective view of the exemplary variable valve train:
- FIG. 3
- a plan view of a camshaft of the exemplary variable valve train;
- FIG. 4
- a longitudinal sectional view of the camshaft of
FIG. 3 along the line AA; - FIG. 5
- an exemplary valve timing diagram of the variable valve train.
- FIG. 6A
- a first cross-sectional view of the camshaft of
FIG. 4 along the line BB; and - FIG. 6B
- a second cross-sectional view of the camshaft of
FIG. 4 along the line CC.
In den
Die Nockenwelle 12 ist als eine Ausgangsnockenwelle ausgebildet, die Ausgangsventile 20 und 22 betätigt. Die Nockenwelle 12 ist Teil eines Doppelnockenwellensystems (nicht im Detail dargestellt, das zusätzlich eine Einlassnockenwelle (nicht dargestellt) zur Betätigung von einem oder mehreren Einlassventilen aufweist. Die Nockenwelle 12 ist gemeinsam mit der Einlassnockenwelle als oben liegende Nockenwelle angeordnet. Die Nockenwelle 12 und die Einlassnockenwelle bilden somit ein sogenanntes DOHC-System (engl. double overhead camshaft). Alternativ könnte die Nockenwelle 12 auch ein sogenanntes SOHC-System bilden (engl. single overhead camshaft). In anderen Ausführungsformen kann die Nockenwelle 12 auch als unten liegende Nockenwelle angeordnet sein.The
Auf der Nockenwelle 12 ist der Nockenträger 14 drehfest angeordnet. Der Nockenträger 14 ist zusätzlich axial verschiebbar entlang einer Längsachse der Nockenwelle 12 angeordnet. Der Nockenträger 14 kann zwischen einem ersten Anschlag 28 und einem zweiten Anschlag 30 axial verschiebbar sein.On the
Unter Bezugnahme auf die
Der Nockenträger 14 weist zudem einen ersten nockenfreien Abschnitt 38 und einen zweiten nockenfreien Abschnitt 40 auf. Der erste nockenfreie Abschnitt 38 ist am zweiten Ende des Nockenträgers 14 angeordnet. Der zweite nockenfreie Abschnitt 40 ist zwischen dem zweiten Nocken 34 und dem dritten Nocken 36 angeordnet. Im ersten nockenfreien Abschnitt 38 erstreckt sich eine erste Eingriffsspur (Schaltkulisse) 42 spiralförmig um eine Längsachse des Nockenträgers 14. Im zweiten nockenfreien Abschnitt 40 erstreckt sich eine zweite Eingriffsspur (Schaltkulisse) 44 spiralförmig um die Längsachse des Nockenträgers 14.The
Zum Verschieben des Nockenträgers 14 zwischen den Anschlägen 28 und 30 können die Aktoren 24 und 26 (
Die Verschiebung wird dadurch ausgelöst, das das ausgefahrene Element des jeweiligen Aktors 24, 26 bezüglich einer Axialrichtung der Nockenwelle 12 ortsfest ist. Folglich wird der verschiebbare Nockenträger 14 aufgrund der Spiralform der Eingriffsspuren 42, 44 in einer Längsrichtung der Nockenwelle 12 verschoben, wenn das ausgefahrene Element in die jeweilige Eingriffsspur 42, 44 eingreift. Am Ende des Verschiebevorgangs wird das verschiebbare Element des jeweiligen Aktors 24, 26 von der jeweiligen Eingriffsspur 42, 44 entgegengesetzt zu der Ausfahrrichtung geführt und somit eingefahren. Das verschiebbare Element des jeweiligen Aktors 24, 26 gelangt außer Eingriff mit der jeweiligen Eingriffsspur 42, 44.The displacement is triggered by the extended element of the
Die erste Übertragungsvorrichtung 16 und die zweite Übertragungsvorrichtung 18 (
Befindet sich der Nockenträger 14 in der ersten Axialposition (wie in den
In der ersten Axialposition des Nockenträgers 14 ist die zweite Übertragungsvorrichtung 18 in Wirkverbindung zwischen dem dritten Nocken 36 und dem zweiten Auslassventil 22. Das zweite Auslassventil 22 wird gemäß einer Kontur des dritten Nockens 36 betätigt. In der zweiten Axialposition des Nockenträgers 14 betätigt die zweite Übertragungsvorrichtung 18 das zweite Auslassventil 22 nicht. In der zweiten Axialposition des Nockenträgers 14 liegt ein Kontaktbereich 18A der zweiten Übertragungsvorrichtung 18 an der gleichen Axialposition bezüglich der Nockenwelle 12 wie der erste nockenfreie Abschnitt 38. Der erste nockenfreie Abschnitt 38 weist keine Erhebung zum Betätigen der zweiten Übertragungsvorrichtung 18 auf. Ist der Nockenträger 14 in der zweiten Axialposition, wird das zweite Auslassventil 22 nicht betätigt.In the first axial position of the
Der erste nockenfreie Abschnitt 38 hat somit zwei Funktionen. Einerseits nimmt der erste nockenfreie Abschnitt 38 die erste Führungsspur 42 auf. Andererseits dient der erste nockenfreie Abschnitt 38 dazu, dass keine Betätigung des zweiten Auslassventils 42 in der zweiten Axialposition des Nockenträgers 14 erfolgt. Diese Funktionsintegration ist aus Bauraumgründen günstig.The first cam-
In der dargestellten Ausführungsform sind die erste Übertragungsvorrichtung 16 und die zweite Übertragungsvorrichtung 18 jeweils als ein Schlepphebel ausgebildet. In anderen Ausführungsformen können die Übertragungsvorrichtungen 16 und 18 als Kipphebel oder Stößel ausgebildet sein. In einigen Ausführungsformen können die Übertragungsvorrichtungen 16 und 18 Nockenfolger, zum Beispiel in Form von drehbaren Rollen, aufweisen.In the illustrated embodiment, the
Unter Bezugnahme auf
Unter Bezugnahme auf
Die Kurve A beschreibt den Verlauf des Zylinderdrucks, wenn der zweite Nocken 34 in Wirkverbindung mit dem ersten Auslassventil 20 ist. Mit anderen Worten gesagt, zeigt die Kurve A den Verlauf des Zylinderdrucks während einer Motorbremsung. Die Kurve B zeigt den Verlauf des Ventilhubs des ersten Auslassventils 20, wenn der erste Nocken 32 in Verbindung mit dem ersten Auslassventil 20 ist (d. h. während des Normalbetriebs). Die dritte Kurve C zeigt den Verlauf des Ventilhubs eines Einlassventils sowohl während des Normalbetriebs als auch im Motorbremsbetrieb. Die Kurve D zeigt den Verlauf des Ventilhubs des ersten Auslassventils 20, wenn der zweite Nocken 34 in Wirkverbindung mit dem ersten Auslassventil 20 ist.The curve A describes the profile of the cylinder pressure when the
Die Kurve B zeigt, dass das Auslassventil im Normalbetrieb während des Ausschiebetaktes offen ist. Die Kurve C zeigt, dass das Einlassventil im Normalbetrieb und im Bremsbetrieb während des Ansaugtaktes (Einlasstaktes) offen ist.Curve B shows that the exhaust valve is open during normal operation during the exhaust stroke. The curve C shows that the intake valve is open in normal operation and in braking operation during the intake stroke (intake stroke).
Die Kurve D zeigt, dass das Auslassventil zum Ende des Verdichtungstaktes im Bereich des oberen Totpunkts bei rund 60° KW bis 100° KW vor dem oberen Totpunkt leicht geöffnet wird. Am oberen Totpunkt wird das Auslassventil weiter geöffnet und schließt am Ende des Expansionstaktes ungefähr am unteren Totpunkt. Das Öffnen des Auslassventils zum Ende des Verdichtungstaktes bewirkt, dass die verdichtete Luft im Zylinder durch das geöffnete Auslassventil in das Abgassystem durch den sich zum oberen Totpunkt bewegenden Kolben geschoben wird. Die zuvor verrichtete Verdichtungsarbeit bremst die Kurbelwelle und somit den Verbrennungsmotor. Der Zylinderdruck steigt im Verdichtungstakt zunächst an, sinkt dann jedoch infolge der Öffnung des Auslassventils schon vor dem oberen Totpunkt ab (vgl. Kurve A). Das offene Auslassventil während des Expansionstaktes bewirkt, dass Luft aus den Abgasleitungen zurück in den Zylinder gesaugt wird. Am Ende des Expansionstaktes ist der Zylinder im Wesentlichen mit Luft aus dem Abgassystem gefüllt.The curve D shows that the exhaust valve at the end of the compression stroke in the range of top dead center at about 60 ° CA to 100 ° CA before top dead center is slightly opened. At top dead center, the exhaust valve is opened further and closes at the end of the expansion stroke approximately at bottom dead center. The opening of the exhaust valve at the end of the compression stroke causes the compressed air in the cylinder to be pushed through the opened exhaust valve into the exhaust system through the piston moving toward top dead center. The compression work previously done brakes the crankshaft and thus the internal combustion engine. The cylinder pressure initially increases in the compression stroke, but then drops due to the opening of the exhaust valve even before top dead center (see curve A). The open exhaust valve during the expansion stroke causes air from the exhaust pipes to be drawn back into the cylinder. At the end of the expansion stroke, the cylinder is substantially filled with air from the exhaust system.
Die Kurve D zeigt zudem, dass das Auslassventil nach Erreichen des unteren Totpunkts am Ende des Expansionstaktes zunächst geschlossen bleibt. Zum Ende des Ausschiebetaktes öffnet sich das Auslassventil im Bereich des oberen Totpunkts. Die Öffnung erfolgt wiederum bei rund 60° KW bis 100° KW vor dem oberen Totpunkt. Das geschlossene Auslassventil während des ersten Abschnitts des Ausschiebetakts bewirkt, dass die im Expansionstakt angesaugte Luft unter Verrichtung von Arbeit verdichtet wird. Der Zylinderdruck steigt an (Kurve A). Die Verrichtungsarbeit bremst die Kurbelwelle und somit den Verbrennungsmotor. Die Öffnung des Auslassventils zum Ende des Ausschiebetaktes führt dazu, dass die Luft durch das geöffnete Auslassventil in das Abgassystem geschoben wird. Im Ansaugtakt wird der Zylinder wieder mit Luft durch das oder die geöffneten Einlassventile (Kurve C) gefüllt. Der Zyklus beginnt erneut.The curve D also shows that the exhaust valve initially remains closed after reaching bottom dead center at the end of the expansion stroke. At the end of the Ausschiebetaktes the exhaust valve opens in the region of top dead center. The opening is again at about 60 ° CA to 100 ° CA before top dead center. The closed exhaust valve during the first portion of the exhaust stroke causes the expansion stroke sucked air is compressed while performing work. The cylinder pressure increases (curve A). The Verstellungsarbeit brakes the crankshaft and thus the internal combustion engine. The opening of the exhaust valve at the end of the exhaust stroke causes the air to be pushed into the exhaust system through the opened exhaust valve. In the intake stroke, the cylinder is again filled with air through the or the open intake valves (curve C). The cycle starts again.
Wie oben stehend erläutert ist, kommt es durch den Einsatz des zweiten Nockens zur Steuerung des Auslassventils zu einer zweifachen Kompression mit anschließender Dekompression, sodass eine Motorbremsfunktionalität gewährleistet wird.As explained above, the use of the second cam to control the exhaust valve results in a double compression with subsequent decompression, thus ensuring engine braking functionality.
Wie beim Vergleich der Kurven B und D auffällt, ist der Ventilhub des Auslassventils im Bremsbetrieb (Kurve D) kleiner als im Normalbetrieb (Kurve B). Der Ventilhub ist zudem beim Öffnen des Auslassventils im Verdichtung- und Expansionstakt zweistufig. Diese Maßnahmen bewirken, dass die Belastung des variablen Ventiltriebs im Bremsbetrieb verringert wird, da durch die Öffnung des Auslassventils gegen den Druck im Zylinder hohe Belastungen an dem Ventiltrieb auftreten können.As can be seen when comparing curves B and D, the valve lift of the exhaust valve is lower in braking mode (curve D) than in normal mode (curve B). The valve lift is also in two stages when opening the exhaust valve in the compression and expansion stroke. These measures cause the load of the variable valve train is reduced during braking operation, as by the opening of the exhaust valve against the pressure in the cylinder high loads on the valve train can occur.
Die
Der zweiten Nocken 34 ist zur Erzielung der Kurve D aus
Die erste Erhebung 34A hat die kleinste Höhe der Erhebungen 34A-34C gemessen in einer Radialrichtung der Nockenwelle 12. Die zweite Erhebung 34B hat die größte Höhe der Erhebungen 34A-34C gemessen in einer Radialrichtung der Nockenwelle 12. Die dritte Erhebung 34C ist kleiner als die zweite Erhebung 34B und größer als die erste Erhebung 34A. Unterschiedliche Höhen der Erhebungen 34A-34C führen zu entsprechend unterschiedlichen Ventilhüben (vgl.
Die erste, zweite und dritte Erhebung 34A-34C ist jeweils umfangsversetzt zu einer Erhebung 32A des ersten Nockens 32 angeordnet. Der erste Nocken 32 bis zur Erzielung der Kurve B aus
Die
Die Erfindung ist nicht auf die vorstehend beschriebenen bevorzugten Ausführungsbeispiele beschränkt. Vielmehr ist eine Vielzahl von Varianten und Abwandlungen möglich, die ebenfalls von dem Erfindungsgedanken Gebrauch machen und deshalb in den Schutzbereich fallen. Insbesondere beansprucht die Erfindung auch Schutz für den Gegenstand und die Merkmale der Unteransprüche unabhängig von den in Bezug genommenen Ansprüchen.The invention is not limited to the preferred embodiments described above. Rather, a variety of variants and modifications is possible, which also make use of the inventive idea and therefore fall within the scope. In particular, the invention also claims protection of the subject matter and the features of the subclaims independently of the claims referred to.
- 1010
- Variabler VentiltriebVariable valve train
- 1212
- Nockenwellecamshaft
- 1414
- Nockenträgercam support
- 1616
- Erste Übertragungsvorrichtung (erster Schlepphebel)First transmission device (first drag lever)
- 1818
- Zweite Übertragungsvorrichtung (zweiter Schlepphebel)Second transmission device (second drag lever)
- 2020
- Erstes AuslassventilFirst exhaust valve
- 2222
- Zweites AuslassventilSecond exhaust valve
- 2424
- Erster AktorFirst actor
- 2626
- Zweiter AktorSecond actor
- 2828
- Erster AnschlagFirst stop
- 3030
- Zweiter AnschlagSecond stop
- 3232
- Erster NockenFirst cam
- 3434
- Zweiter NockenSecond cam
- 3636
- Dritter NockenThird cam
- 3838
- Erster nockenfreier AbschnittFirst cam-free section
- 4040
- Zweiter nockenfreier AbschnittSecond cam-free section
- 4242
- Erste EingriffsspurFirst intervention lane
- 4444
- Zweite EingriffsspurSecond intervention lane
- 4646
- Arretierungsvorrichtunglocking device
- 4848
- Elastisches ElementElastic element
- 5050
- Sperrkörperblocking body
- 5252
- Erste AusnehmungFirst recess
- 5454
- Zweite AusnehmungSecond recess
- AA
- Zylinderdruckcylinder pressure
- BB
- Auslassventilsteuerkurve im NormalbetriebOutlet valve cam in normal operation
- CC
- EinlassventilsteuerkurveInlet valve cam
- DD
- Auslassventilsteuerkurve im BremsbetriebExhaust valve cam in braking mode
Claims (15)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102017003081.2A DE102017003081A1 (en) | 2017-03-31 | 2017-03-31 | Variable valve train with brake cam |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3382167A1 true EP3382167A1 (en) | 2018-10-03 |
EP3382167B1 EP3382167B1 (en) | 2020-08-19 |
Family
ID=61683669
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18162016.2A Active EP3382167B1 (en) | 2017-03-31 | 2018-03-15 | Variable valve drive with brake cam |
Country Status (6)
Country | Link |
---|---|
US (1) | US10533466B2 (en) |
EP (1) | EP3382167B1 (en) |
CN (1) | CN108691591B (en) |
BR (1) | BR102018006143B1 (en) |
DE (1) | DE102017003081A1 (en) |
RU (1) | RU2755573C2 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102016208968A1 (en) * | 2016-05-24 | 2017-11-30 | Thyssenkrupp Ag | Sliding module of a camshaft |
DE102017004819A1 (en) * | 2017-05-18 | 2018-11-22 | Man Truck & Bus Ag | Operating method for a driver assistance system and motor vehicle |
CN109958493B (en) * | 2019-03-27 | 2021-06-08 | 大连理工大学 | Compact auxiliary braking mechanism |
CN110578572A (en) * | 2019-09-04 | 2019-12-17 | 天津内燃机研究所(天津摩托车技术中心) | Camshaft starting pressure reducing mechanism |
DE102021002758A1 (en) | 2021-05-27 | 2022-12-01 | Daimler Truck AG | Internal combustion engine for a motor vehicle |
IT202100031472A1 (en) * | 2021-12-15 | 2023-06-15 | Hpe S R L | TIMING SYSTEM OF AN INTERNAL COMBUSTION ENGINE PROVIDED WITH A VALVE LIFT VARIATION MECHANISM |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004083611A1 (en) | 2003-03-21 | 2004-09-30 | Audi Ag | Valve drive of an internal combustion engine comprising a 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 |
DE102007048915A1 (en) * | 2007-10-12 | 2009-04-16 | Daimler Ag | Valve drive devices |
DE102008029325A1 (en) * | 2008-06-20 | 2009-12-24 | Daimler Ag | Valve drive device |
DE102010004591A1 (en) * | 2010-01-14 | 2011-07-21 | Audi Ag, 85057 | Cam carrier for valve train of combustion engine, has torque-proof and axially immoveable parts e.g. cam rings, link ring and inner bearing sleeve, mounted on pipe, where valve operating cams and shifting gate are formed at parts |
DE102013019183A1 (en) | 2013-11-18 | 2015-05-21 | Man Truck & Bus Ag | Method for controlling the engine braking effect of a valve-controlled combustion engine |
WO2016123094A1 (en) * | 2015-01-28 | 2016-08-04 | Eaton Corporation | Axial cam shifting valve assembly with additional discrete valve event |
JP2017025827A (en) * | 2015-07-24 | 2017-02-02 | マツダ株式会社 | Valve gear of engine |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN86100053B (en) * | 1985-04-30 | 1988-03-02 | 扎科布斯制造公司 | Process and system for compression release engine retarding |
DE102004037198A1 (en) * | 2004-07-30 | 2006-03-23 | Ina-Schaeffler Kg | Valve gear of an internal combustion engine |
DE102006037396A1 (en) * | 2006-08-10 | 2008-02-14 | Daimler Ag | Internal combustion engine |
US8550047B2 (en) * | 2009-06-09 | 2013-10-08 | Honda Motor Co., Ltd. | Valve control apparatus for internal combustion engine |
US8931443B2 (en) * | 2012-12-06 | 2015-01-13 | Ford Global Technologies, Llc | Variable displacement solenoid control |
EP2808503A1 (en) * | 2013-05-27 | 2014-12-03 | FPT Motorenforschung AG | System for performing an engine braking procedure based on decompression events for a 4-stroke cycle engine |
CN105736086B (en) * | 2016-02-02 | 2018-06-29 | 吉林大学 | The engine braking methods and decompressor that burning braking is combined with pressure m |
CN205663469U (en) * | 2016-03-18 | 2016-10-26 | 莫嘉林 | Automobile engine becomes slowly fast system of circulation braking |
CN106545380B (en) * | 2016-12-13 | 2018-10-19 | 大连理工大学 | A kind of locking-type multi-mode lever Variabale valve actuation system |
-
2017
- 2017-03-31 DE DE102017003081.2A patent/DE102017003081A1/en not_active Withdrawn
-
2018
- 2018-03-15 EP EP18162016.2A patent/EP3382167B1/en active Active
- 2018-03-26 RU RU2018110602A patent/RU2755573C2/en active
- 2018-03-27 BR BR102018006143-7A patent/BR102018006143B1/en active IP Right Grant
- 2018-03-29 CN CN201810270344.2A patent/CN108691591B/en active Active
- 2018-03-30 US US15/942,063 patent/US10533466B2/en active Active
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004083611A1 (en) | 2003-03-21 | 2004-09-30 | Audi Ag | Valve drive of an internal combustion engine comprising a 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 |
DE102007048915A1 (en) * | 2007-10-12 | 2009-04-16 | Daimler Ag | Valve drive devices |
DE102008029325A1 (en) * | 2008-06-20 | 2009-12-24 | Daimler Ag | Valve drive device |
DE102010004591A1 (en) * | 2010-01-14 | 2011-07-21 | Audi Ag, 85057 | Cam carrier for valve train of combustion engine, has torque-proof and axially immoveable parts e.g. cam rings, link ring and inner bearing sleeve, mounted on pipe, where valve operating cams and shifting gate are formed at parts |
DE102013019183A1 (en) | 2013-11-18 | 2015-05-21 | Man Truck & Bus Ag | Method for controlling the engine braking effect of a valve-controlled combustion engine |
WO2016123094A1 (en) * | 2015-01-28 | 2016-08-04 | Eaton Corporation | Axial cam shifting valve assembly with additional discrete valve event |
JP2017025827A (en) * | 2015-07-24 | 2017-02-02 | マツダ株式会社 | Valve gear of engine |
Also Published As
Publication number | Publication date |
---|---|
CN108691591B (en) | 2022-03-01 |
RU2018110602A (en) | 2019-09-26 |
EP3382167B1 (en) | 2020-08-19 |
DE102017003081A1 (en) | 2018-10-04 |
BR102018006143B1 (en) | 2023-03-28 |
US10533466B2 (en) | 2020-01-14 |
RU2755573C2 (en) | 2021-09-17 |
BR102018006143A2 (en) | 2019-01-22 |
RU2018110602A3 (en) | 2021-08-02 |
US20180283242A1 (en) | 2018-10-04 |
CN108691591A (en) | 2018-10-23 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP3382167B1 (en) | Variable valve drive with brake cam | |
AT510529B1 (en) | FOUR-STROKE COMBUSTION ENGINE WITH A MOTOR BRAKE | |
EP2412954A1 (en) | Method for braking a motor | |
EP2181250A2 (en) | Valve drive for an internal combustion engine | |
DE19908286A1 (en) | Variable valve control for internal combustion engine, in which each cam device can move axially on setter shaft connected to operating device | |
EP3421741A1 (en) | Variable valve drive | |
EP3441581B1 (en) | Sliding cam system and method for operating a combustion engine | |
DE102017217500A1 (en) | Length adjustable connecting rod with mechanical adjustment | |
DE102017107718A1 (en) | Valve mechanism for a length-adjustable connecting rod | |
DE10038916B4 (en) | Piston engine with gas exchange valves that can be controlled to generate additional braking power | |
EP3406886A1 (en) | Operating method for a driver assistance system and motor vehicle | |
EP3418513A1 (en) | Power transmission device | |
EP3418514B1 (en) | Method for switching off a combustion engine and device for same | |
EP3450708B1 (en) | Sliding cam system | |
EP3404240B1 (en) | Method for upshifting support and device for same | |
EP3536917B1 (en) | Variable valve drive with sliding cam system for a combustion engine | |
EP3404252A1 (en) | Method and device for starting a combustion engine provided with a sliding cam system | |
DE102017104629A1 (en) | Variable valve train of a combustion piston engine | |
DE102012215869A1 (en) | Valve train for an internal combustion engine | |
WO2021013718A1 (en) | Variable valve train for an engine braking mode | |
EP3412898A2 (en) | Method for operating a combustion engine and device for same | |
WO2009027183A1 (en) | Valve train of an internal combustion engine, having a switchable cam follower | |
EP2018466A1 (en) | Valve drive assembly for an internal combustion engine | |
DE102004005588A1 (en) | Reciprocating engine for a motor vehicle comprises a control device acting on an adjustable additional cam as a control element for changing an opening/closing control time and/or a multivalve opening via a camshaft rotation of a valve | |
DE112005002543B4 (en) | Internal combustion engine and a method for operating an internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE |
|
17P | Request for examination filed |
Effective date: 20190401 |
|
RBV | Designated contracting states (corrected) |
Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
RAP1 | Party data changed (applicant data changed or rights of an application transferred) |
Owner name: MAN TRUCK & BUS SE |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: EXAMINATION IS IN PROGRESS |
|
17Q | First examination report despatched |
Effective date: 20190812 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTG | Intention to grant announced |
Effective date: 20200401 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE PATENT HAS BEEN GRANTED |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 502018002201 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 1304173 Country of ref document: AT Kind code of ref document: T Effective date: 20200915 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: LANGUAGE OF EP DOCUMENT: GERMAN |
|
REG | Reference to a national code |
Ref country code: SE Ref legal event code: TRGR |
|
REG | Reference to a national code |
Ref country code: NL Ref legal event code: FP |
|
REG | Reference to a national code |
Ref country code: LT Ref legal event code: MG4D |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20201221 Ref country code: BG Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20201119 Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20201120 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: NO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20201119 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LV Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: RS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: PL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: IS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20201219 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: SM Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 502018002201 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 |
|
26N | No opposition filed |
Effective date: 20210520 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
REG | Reference to a national code |
Ref country code: BE Ref legal event code: MM Effective date: 20210331 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20210331 Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20210315 Ref country code: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20210315 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20210331 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20210331 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20220315 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20220315 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20230323 Year of fee payment: 6 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 20230317 Year of fee payment: 6 Ref country code: IT Payment date: 20230321 Year of fee payment: 6 Ref country code: DE Payment date: 20230328 Year of fee payment: 6 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20200819 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: NL Payment date: 20230323 Year of fee payment: 6 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: HU Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO Effective date: 20180315 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: NL Payment date: 20240326 Year of fee payment: 7 |