EP3408507A1 - Mécanisme de distribution variable présentant un ajustement de levée de soupape commun pour plusieurs mécanismes de distribution partiels - Google Patents

Mécanisme de distribution variable présentant un ajustement de levée de soupape commun pour plusieurs mécanismes de distribution partiels

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Publication number
EP3408507A1
EP3408507A1 EP17701887.6A EP17701887A EP3408507A1 EP 3408507 A1 EP3408507 A1 EP 3408507A1 EP 17701887 A EP17701887 A EP 17701887A EP 3408507 A1 EP3408507 A1 EP 3408507A1
Authority
EP
European Patent Office
Prior art keywords
valve
pivot
shaft
pivoting
gear
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
Application number
EP17701887.6A
Other languages
German (de)
English (en)
Other versions
EP3408507B1 (fr
Inventor
Uwe Eisenbeis
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP3408507A1 publication Critical patent/EP3408507A1/fr
Application granted granted Critical
Publication of EP3408507B1 publication Critical patent/EP3408507B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/103—Electric motors
    • 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
    • F01L2305/00—Valve arrangements comprising rollers

Definitions

  • the present invention relates to the field of internal combustion engines.
  • the invention relates to a variable valve train for actuating a valve of an internal combustion engine.
  • Variable valve trains are known in the art. Such variable valve trains allow the adjustment (variation) of a valve lift, i. a characteristic of the Ventilhubverlauf size such. the lift height (maximum height of the valve opening within one engine cycle), duration and / or phase of the valve opening relative to the engine cycle.
  • a variable valve train makes it possible to set the lift amount approximately in accordance with a number of driving parameters (e.g., engine speed) and a throttle command (e.g., position of a throttle lever).
  • a particularly advantageous variable valve train is known from DE 10 2005 057 127 A1 (hereinafter: DE '127), in which also further valve trains are cited.
  • DE '127 shows the valve train shown in Figs. 1-3.
  • a position of the valve crank shaft 14 can be changed by pivoting a swing frame 80 to adjust the valve lift. This is done by means of the swivel drive 84 or 84a-84d shown in FIGS. 2 and 3.
  • the object of the present invention is to provide a valvetrain and an internal combustion engine with at least some of the advantages of the solution shown in DE '127, which moreover has an advantageous drive system for adjusting the valve lift.
  • the drive system should enable a reliable and at the same time efficient control of the internal combustion engine.
  • variable valve train for actuating a first and a second valve of an internal combustion engine according to claim 1.
  • the variable valve train according to one aspect of the invention comprises a first actuation system with a first valve actuation gear for actuating the first Valve and with a pivotable about a first pivot axis (eg in the cylinder head) mounted first pivot frame, wherein the pivoting of the first pivot frame, a valve lift for the first valve is adjusted; a second actuation system having a second valve actuation gear for actuating the second valve and having a second pivotally mounted about a second pivot axis (eg in the cylinder head) second pivot frame, wherein the pivoting of the second pivot frame, a valve lift for the second valve is adjusted.
  • valve train includes a swivel drive for pivoting the first and second swing frame together, with a (common) swivel actuator, wherein the swivel actuator has a servomotor and two (eg rotationally rigidly coupled) shaft ends, on opposite sides of the servo motor, said first of the two shaft ends is coupled for pivoting to the first pivot frame, and the second of the two shaft ends is coupled for pivoting to the second pivot frame.
  • This valve train has the advantage, among other things, that the construction is simple, economical and space-saving, yet reliable.
  • the pivoting drive according to the invention contributes to the common pivoting of the first and second pivoting frame with a common servomotor.
  • pivoting together not only components are saved, but it is also a uniform and coordinated adjustment of the respective actuation systems ensured.
  • valve train according to the invention can be used particularly advantageously in internal combustion engines of devices or vehicles with high engine speeds, for example in motorcycles. It can also be used e.g. in passenger cars, trucks, planes or watercraft.
  • Figures 1-3 are views of a valve train known from DE '127;
  • Fig. 4a shows a side view of a valve drive according to the Invention at low lift height
  • Fig. 4b shows an enlarged side cross-sectional view of a part of Fig. 4a
  • FIG. 5 shows a lateral cross-sectional view of a valve drive according to the invention at high lifting height
  • Fig. 6 shows diagrammatically the valve lift as a function of the actuator deflection of the swing actuator
  • Fig. 7 shows a side view of another fiction, contemporary valve train for a V2 engine at high lift
  • Fig. 8a shows a side cross-sectional view of the valvetrain of Fig. 7;
  • Fig. 8b shows an enlarged detail of the valve train of Fig. 8a
  • Fig. 9 shows a side view of the valve train of Figure 7 at low lifting height.
  • 10 shows a side view of a valve train according to another embodiment of the invention.
  • FIGS. 11a-11c are sectional views of the valvetrain of FIG. 10;
  • Fig. 12a shows a frontal view of a valve train according to another embodiment of the invention
  • Fig. 12b is a sectional view of the valvetrain of Fig. 12a;
  • Fig. 13a shows a side cross-sectional view of a valve train according to another embodiment of the invention.
  • Fig. 13b shows a sectional view of the valve train of Fig. 13a.
  • valve train 2 will be described below with reference to FIGS. 1-3.
  • Figures 1-3 are also identical to DE '127 and the parts shown are also described there.
  • the valvetrain 2 can be equipped with a swivel drive according to the present invention (not shown in FIGS. 1-3).
  • the valve train 2 illustrated in FIGS. 1-3 comprises a drive system 10 and a transmission 4.
  • the drive system 10 provides a rotational movement.
  • the rotational movement preferably runs synchronously with the engine cycle of the internal combustion engine, so that a full rotation corresponds to a whole engine cycle, and particularly preferably it is driven by the crankshaft of the internal combustion engine 1.
  • the transmission 4 transmits the rotational movement of the drive system in a lifting movement for actuating the valve 70.
  • Actuation of the valve here is to be understood as a stroke movement of the valve 70 which opens or closes the valve 70, preferably in synchronism with the engine cycle.
  • the drive system 10 includes a drive gear 22, a valve crank gear 12, and a valve crank 16 (also referred to as first drive means).
  • the drive gear 22 is fixedly mounted in the cylinder head rotatably about a drive axis 24.
  • the valve crank gear 12 is rigidly connected to the valve crank 16.
  • the valve crank 16 and the valve crank gear 12 are rotatably supported about a valve crank axis 14 (also referred to as a first axis of rotation).
  • axis is to be understood as meaning a geometric axis or a rotation axis
  • the bearing of the valve crank 16 is not shown in Fig. 1.
  • the drive gear 22 is driven by a crankshaft of the internal combustion engine 1. The drive takes place synchronously That is, in the case of a four-cycle engine, this is the case when the ratio between the crankshaft and the driving gear is 2: 1.
  • the drive gear 22 is engaged with the valve crank gear 12.
  • the ratio between the drive gear 22 and valve crank gear 12 is 1: 1.
  • the valve crank gear is synchronously driven to the engine cycle.
  • the position of the valve crank axle 14 can be changed.
  • the mechanism for this is shown in more detail in Fig. 2-3.
  • a pivot frame 80 also referred to as bearing body
  • the swing frame 80 is rigid, in this example consists of several rigidly interconnected parts. It is pivotally mounted on the cylinder head 3 about the pivot axis, which is identical to that in FIG. 1 shown drive axle 24 is.
  • the valve crank 16 is mounted in the pivot frame 80, so that pivoting of the pivot frame 80 causes pivoting of the valve crank axle 14, ie a change in the position of the valve crank axle 14 along a circular path about the pivot axis 24.
  • the swing frame 80 can be held or pivoted by means of a pivot drive in a fixed position.
  • An exemplary slew drive 84 not belonging to the invention is illustrated in Figs. 2-3 and described in DE '127.
  • the swivel drive 84 comprises a toothed segment 84a, which is rigidly connected to the swivel frame 80 and into which a toothed wheel 84b engages.
  • Another detail of the rocker arm 84 is shown in FIG. 3:
  • a worm gear 84c engages the gear 84b and serves to rotate it. As a result, transmission from the worm gear 84c to the constant speed ratio swing frame is established.
  • valve drives described in FIGS. 1-3 and described in this connection or their aspects can also be combined with any swivel drive according to the present invention, and / or combined with any aspect according to the present invention. This also applies to other aspects such as the arrangement for several cylinder banks illustrated in FIGS. 7-9.
  • the swivel drive including its drive and the swing frame 80 are also referred to herein as drive system. More generally understood as drive system all parts that serve to set and hold the position of the first valve crank axle 14. Other parts of the valvetrain that serve to periodically open and close the valve are also referred to as an actuation system.
  • valve train is arranged in the region of the cylinder head of the internal combustion engine.
  • valve drive (in particular the actuation system) further comprises a connecting rod 30 with a first connecting rod joint 34 and a second connecting rod joint 36, and a guide element 60 for guiding the connecting rod, wherein the guide element is pivotable about a guide axis 66.
  • the connecting rod 30 is articulated with its first connecting rod joint 34 on the first drive means 16.
  • the connecting rod 30 is articulated with its second Pleuelgelenk 36 on the guide member 60.
  • a second drive means 22 of the valve drive is provided for driving the first drive means 16.
  • the second drive means 22 is rotatable about a second rotation axis 24.
  • the second drive means 22 is a second drive gear.
  • the valve train includes a first drive gear 12 for driving the first drive means 16, wherein the first drive gear 12 is rotatable about the first rotation axis 14.
  • a pressing element 40 is attached to the guide element 60.
  • the push member 40 is a roller.
  • the valvetrain 1 includes a transfer member 50 in releasable mechanical contact with the pusher member 40.
  • the transfer member 50 is biased by a force member 58 toward the valve 70.
  • the internal combustion engine 1 comprises a fixed stop 57 for defining a maximum deflection of the transmission element 50.
  • the transmission element 50 is a lever which is pivotable about a lever axis 52.
  • the lever 50 is one armed.
  • movement of the push member 40 in the direction of the lever axis 52 causes the valve to open.
  • valve 70 is an inlet valve.
  • the internal combustion engine further includes a second intake valve 70 ', which is also preferably operated by the valve train.
  • a valve lift (a variable characterizing the valve lift curve) can be changed.
  • the variable characterizing the valve lift characteristic is a lift height and / or an opening duration of the valve.
  • the pressing element 40 is guided on a guide track 68, and the guide track 68 of the pressing element 40 is changeable by changing the position of the first rotational axis 14.
  • changing the position of the first rotational axis 14 is pivoting the first rotational axis 14 about a pivot axis 24.
  • the connecting rod 30 and the guide member 60 are members of a planar hinge chain.
  • valve 70 is an inlet valve
  • second drive means also actuates an outlet valve 78.
  • a maximum lift height of the valve 70 is at least 5mm.
  • the valve train 2 comprises a four-link planar coupling mechanism or a four-link rotary link chain.
  • the joints preferably comprise the drive axle 24, the guide axle 66, the first connecting rod joint 34, and the second connecting rod joint 36. All elements of the swivel joint chain described above are connected to one another in a form-fitting manner.
  • the valve train 2 is arranged in the region of the cylinder head of the internal combustion engine.
  • valve crank 16 basically (ie, in at least one possible position of the rotation axis 14 or in at least one pivot position of a swing frame 80, as shown for example in FIG. 3) on the cylinder head side the separation surface between the engine block and cylinder head is mounted.
  • a separation surface can be defined, for example, by an area defined by the piston crown of the reciprocating piston, with the reciprocating piston at the top of the piston.
  • valvetrain 2 corresponds to an overhead camshaft valvetrain, with the valve crankshaft 16 corresponding to the camshaft,
  • the valvetrain according to the present invention as a valvetrain with an upper camshaft Camshaft for an internal combustion engine, as well as proposed internal combustion engine with the valve drive according to the invention with overhead camshaft.
  • the valve train 2 can be divided according to one aspect into an active subsystem and a passive subsystem.
  • the active subsystem can be characterized by the fact that the state of motion of the active subsystem is essentially determined by the state of movement of the valve crank 16, i. is determined by a rotation angle of the valve crank 16 and by the position of the valve crank axle 14, or is connected by positive engagement with the valve crank 16.
  • the passive subsystem is connected by adhesion, in particular by means of the valve spring 72, with the active subsystem.
  • FIGS. 4a-5 A valve train according to a further embodiment of the invention will be described below with reference to FIGS. 4a-5. Therein, corresponding parts are designated by the same reference numerals as in FIGS. 1-3, even if some geometric details are changed.
  • valve drive shown in Fig. 4a, 4b, 5 has a pivot frame 80 in which the valve crank (first drive means) 16 is rotatably mounted about the rotation axis 14.
  • the position of the first axis of rotation 14 can be changed, whereby the valve lift, more precisely the lifting height, of the valve 70 is adjusted.
  • the valve drive shown in FIGS. 4a-5 comprises the swivel drive 90 described below.
  • the swivel drive 90 is equipped with the swivel frame 80 as needed to pivot about the pivot axis 24 or to hold in position, and thus to control the valve lift of the valve 70.
  • the swivel drive 90 includes an electric servomotor (swing actuator) 92 and a pivot gear 94.
  • the swing gear 94 transmits a rotational movement of the servomotor axis in a pivoting movement of the swing frame 80th
  • the pivoting gear 94 comprises the following elements from the drive to the output side: a worm gear 98a, a rotatable drive body 94a and a coupling rod 94b.
  • the axis of rotation 86 of the drive body 94a coincides with the lever axis of the finger lever 50 (see FIG. 2), which simplifies the structure, reduces costs, and increases the stability.
  • the worm gear 98a comprises an adjusting worm 98 and a toothed segment on the outer contour of the drive body 94a.
  • the adjusting screw 98 is rotatable about its axis and is driven by the servomotor 92.
  • the adjusting worm 98 is rotatable together with the shaft of the servomotor 92.
  • the outer contour of the drive body 94a is provided with teeth that engage and cooperate with the adjusting worm 98 to transmit rotation of the adjusting worm 98 about rotation of the drive body 94a about its axis 86.
  • the axes of the drive body 94a and the worm gear 98 are perpendicular to each other.
  • the coupling rod 94b is pivoted between the drive body 94a and the swing frame 80 to transmit rotation of the drive body 94a into pivotal movement of the swing frame 80.
  • the drive body 94a, the coupling rod 94b, and the swing frame 80 thus form a linkage (along with a stationary, i.e., non-rotatable, rack formed, for example, by the cylinder head), more particularly a four-bar linkage. More specifically, the four-bar linkage thus formed is a double rocker, wherein the drive body 94a a crank, the coupling rod 94b form a coupling and the swing frame 80 is a rocker of the double rocker.
  • Fig. 4a, 4b show the valve train at a swing frame deflection, which is associated with a low lifting height.
  • a swing frame deflection is shown in Fig. 5, which is associated with a larger lifting height.
  • the lifting height is expressed by the different pivot position of the swing frame 80:
  • the drive body 94a and the coupling rod 94b are coupled to one another in such a way that the lever arm 96 formed by the drive body 94a in relation to the coupling rod 94b is larger in FIGS. 4a, 4b (pivoting frame deflection with a low lifting height) than in FIG. Deflection with greater lift height), so that the lever arm 96 is larger at low lift height.
  • the lever arm 96 formed by the drive body 94a relative to the coupling rod 94b is defined as the distance r (in side view as in FIGS. 4a-5) of the axis of rotation 80 of the drive body 94a from the straight line formed by the coupling rod 94b (between its two articulation points) ,
  • the lever arm formed by the drive body with respect to the coupling rod at low lift height is greater than at high lift, so with increasing lift - preferably monotonically - drops.
  • the lever arm is larger at the first swing frame deflection than at the second swing frame deflection.
  • the lever arm is at least at the first swing frame deflection by a factor of 2, preferably at least by a factor of 4, greater than in the second swing frame deflection.
  • the transmission ratio of the pivoting gear with increasing lift - preferably monotonically - decreases.
  • the gear ratio at the first swing frame deflection (low lift, preferably less than 20% of the maximum lift height) is greater than the second swing frame deflection (higher lift, preferably more than 50% or even 80% of the maximum) lift height).
  • the transmission ratio in the first swing frame deflection is at least by a factor of 2, preferably at least by a factor of 4, greater than in the case of the second swing frame deflection.
  • variable transmission ratio has the advantage that at low lift height (first swing frame deflection, illustrated in FIGS. 4a, 4b), a throttle command can be rapidly implemented due to the large gear ratio since a given swing of the swing frame 80 is already limited Movement of the actuator actuator 92 can take place.
  • the swing frame can be stably held in its position at a high lifting height (second swing frame deflection, illustrated in FIG. 5): For the forces transmitted to the actuating actuator 92 by the vibrations are (or. the opposing forces to be applied to hold the swing frame 80 stably by the actuator actuator 92 are greatly reduced due to the small gear ratio.
  • the analogous effect is achieved by the above-described change of the lever arm 96.
  • the drive body 94a and the coupling rod 84b transmit the movement of the lever due to the large lever arm 96 Pivoting actuator 92 on the swing frame 80, so that a rapid implementation of a throttle command is possible.
  • the forces acting on the swing frame 80 forces are transmitted back to the swing actuator 92 to a high degree, but this is not a problem, since the corresponding forces are small at low lift height.
  • the drive body lever arm of the drive body 94a forms an angle of between 60 ° and 120 °, preferably between 80 ° and 90 °, with respect to the coupling rod 94b at the first swing frame deflection. More specifically, this angle is formed at the point of articulation between drive body 94a and coupling rod 94b, between the line to the axis of rotation of drive body 94a and the line to the articulation point between coupling rod 94b and swing frame 80.
  • the drive body lever arm is opposite the coupling rod 94b the second swing frame deflection an angle of between 0 ° and 45 °, preferably between 2 ° and 30 °. In another aspect, this angle does not pass through the zero angle, i. the pivot gear 94 does not go through dead center.
  • the swivel drive 94 comprises a drive body 94a which can be rotated about a third axis of rotation and which comprises a toothed segment which is curved about the third axis of rotation and engages with the adjusting screw 98.
  • the third rotation axis 86 simultaneously forms the lever axis 52 of the drag lever 50.
  • the pivot drive 94 permits an adjustment (pivoting) of the first rotation axis 14.
  • the length of the swing frame 80 (distance between the pivot axis of the swing frame 80 and its point of articulation on the coupling rod 94b) is at least a factor of 2, preferably even a factor of 3, larger than that Length of the coupling rod 94b (distance between its two articulation points).
  • the length of the coupling rod 94b is greater, preferably at least by a factor of 2, greater than the length of the drive body lever arm (distance between the axis of rotation of the drive body 94a and its point of articulation on the coupling rod 94b).
  • the length of the drive body lever arm is greater, preferably at least by a factor of 2 greater than the distance between the axis of rotation of the drive body 94a and its outer contour (radially to the middle of the teeth).
  • Fig. 6 shows diagrammatically the lift height of the valve 70 as a function of the actuator deflection of the swing actuator 92 (number of revolutions of the shaft of the servomotor).
  • the solid line shows the lifting height for the illustrated in Fig. 4a-5 fiction, contemporary valve train with variable transmission ratio.
  • the dashed line shows, for comparison, the lifting height for an otherwise analogue valve drive, which has a swivel gear with a constant gear ratio, as shown in Fig. 3 by way of example.
  • the dashed line shows a non-linearly increasing lifting height with initially low and then increasing slope.
  • This course is largely due to the design of the cam lever contour 54, but not on the (constant) ratio of the pivoting gear.
  • the initial slope is increased at a low valve lift, but is more limited at a larger valve lift.
  • the strong non-linearity (dashed curve) caused by the configuration of the finger follower contour 54 is at least partially compensated for, so that, as a result, fluctuations in the slope of this curve are reduced.
  • the pivot gear described herein thus leads to a more stable and balanced behavior of the valve train.
  • the (variable) translation of the pivot gear 94 is selected such that the pivot frame 80 is associated with 5 to 30 revolutions, preferably 7 to 20 revolutions of the pivot actuator (shaft of the servo motor) 92 of the minimum lifting height Swing frame deflection to the maximum lift height associated swing frame deflection is feasible.
  • the worm gear ratio of the worm gear 98a can be between 1:10 and 1: 100, preferably between 1:20 and 1:80, and particularly preferably between 1:30 and 1:70.
  • the valve train includes an actuation system for periodically opening and closing a (ie, at least one) valve.
  • the actuating system comprises a pivotable about a pivot axis (eg in the cylinder head) mounted (in particular rigid) swing frame; a first drive means rotatably mounted in the swing frame about a first rotation axis; a valve actuating gear for transmitting the rotational movement of the first drive means in a lifting movement for actuating the valve such that when the pivoting of the pivot frame, the position of the first axis of rotation changes, a lift height (optionally also one or more other aspects of the valve lift, so more the valve lift characteristic variables, such as a phase of Ventilhubsverlaufs) is adjusted for the valve.
  • the valvetrain further includes a pivot drive for pivoting the pivot frame about the pivot axis with a pivot actuator and a pivot gear (between the pivot actuator and the pivot frame).
  • the swivel gear includes a worm gear, a rotatable drive body driven by the worm gear by the swing actuator, and a coupling rod disposed between the drive body and the swing frame.
  • the swing gear has a non-constant gear ratio.
  • the gear ratio is defined as the ratio of the differential swing frame deflection of the swing frame to the differential actuator displacement of the swing actuator;
  • Non-constant means that the transmission ratio varies in particular as a function of the actuator deflection of the pivoting actuator.
  • the gear ratio depends in such a way on the actuator deflection (eg total rotation angle from minimum position) of the pivoting actuator that the transmission ratio at a first, a lower lifting height associated swing frame deflection (eg pivot angle of the swing frame from minimum position) is greater as the transmission ratio at a second, a larger lifting height associated swing frame deflection.
  • the slew drive is preferably operatively coupled to a gas command generator to effect pivoting of the swing frame, and thus altering the position of the first axis of rotation, in response to a throttle command given by the gas command generator (and possibly other influencing variables).
  • Embodiments of a valve train according to the invention may, for example, have one or more of the following advantages:
  • the non-constant transmission ratio of the swivel transmission allows an adapted to the respective operating conditions control of the valve train.
  • a lower lifting height for example, set a larger gear ratio be, so that even with a small actuator deflection of the swing actuator, the swing frame can be adjusted quickly.
  • a reduced gear ratio helps to ensure that such vibrations and forces are less strongly transmitted back to the pivoting actuator or can be better absorbed by the pivoting actuator.
  • the worm gear also helps to ensure good transmission of the movement from the swing actuator to the swing frame and, on the other hand, to ensure sufficient stability against vibration and recoil forces. In this way, allow both the variable transmission ratio and the worm gear to produce a sufficient and above all sufficiently stable drive of the swing frame, at the same time reasonable demands on the swing actuator.
  • the storage of the first drive means despite the forces acting thereon can be kept stable relative to the cylinder head even at high lift height.
  • the coupling rod arranged between the drive body and the swing frame enables the variable transmission ratio. In addition, it allows efficient and low-friction motion transmission and thus also helps to minimize the requirements of the swing actuator, while maintaining the flexibility in the arrangement and movement of the swing frame.
  • the swing actuator 92 is constituted by a rotary shaft positioning motor 99.
  • the adjusting screw 98 has an axially extending opening into which the shaft 99 of the servomotor 92 is inserted. In this case, the shaft 99 engages in such a way in the inside of the opening that a rotational movement of the shaft 99 is transmitted to the adjusting screw 98.
  • FIGS. 13a and 13b show a rotationally positive coupling with respect to rotation.
  • Fig. 13b shows a section through the plane A-a of Fig. 13a.
  • An axial (end) portion of the shaft 99 has a non-rotationally symmetrical recess, and a driving element 99a fastened to the adjusting worm 98 extends into this recess in such a way and thereby establishes a rotationally positive coupling to the shaft 99.
  • the shaft 99 has a flat side surface at the recess, and the driving element 99a is configured as a driving pin.
  • the driving pin 99a is inserted (and preferably inserted through) into the opening of the adjusting worm 98 such that the driving pin 99a establishes the positive connection by contacting the flat side surface.
  • the adjusting screw 98 is axially displaceable with respect to the shaft 99, so that an axial play (with respect to axial forces or axial movement) between the adjusting screw 98 and shaft 99 is possible.
  • the adjusting worm is coupled to the cylinder head 6 by a rotary bearing 95 (see FIGS. 5, 13 a, 13 b). The coupling can be done either directly or indirectly via a rigid intermediate link.
  • the pivot bearing 95 allows rotation between the adjusting screw 98 and the cylinder head 6, but the adjusting screw 98 is fixedly coupled to the cylinder head 6 with respect to axial movement.
  • the axial securing body 95a is designed as a ring in FIG. 13a.
  • the Axial Klissuper 95 a engages on one side (outside of the ring) in the cylinder head 6, and engages on another side (inside of the ring) in the adjusting screw 98 a.
  • the engagement is in each case form-fitting with respect to axial movements, so that the axial securing body 95a transmits axial forces acting on the adjusting worm 98 to the cylinder head 6.
  • At least one of these interventions - preferably between Axialtechnischs stresses 95a and Verstellschnecke 98 - but allows relative rotational movement about the axis, so that the Verstellschnecke 98 is rotatable relative to the cylinder head 6.
  • the decoupling of axial forces between the adjusting screw to the shaft of the servomotor and the derivation of the axial forces on the cylinder head allow to keep axial loads away from the servomotor.
  • the axial loads are instead absorbed by the cylinder head. Only a rotational movement can be transmitted between the adjusting screw and the shaft of the servomotor.
  • Another advantage of the coupling described herein is that the slew drive is less sensitive to thermal expansion as it can be absorbed due to axial play. This is a relevant advantage for a valve drive arranged in the region of the cylinder head.
  • the heat transfer from the cylinder head to the servomotor is reduced, so that the servomotor is better protected against overheating.
  • This advantage can be further enhanced by disposing the servomotor 92 in a thermally insulating housing (e.g., plastic housing).
  • a variable valve train 2 for operating a valve 70 of an internal combustion engine includes: an actuation system for periodically opening and closing the valve 70.
  • the actuation system includes a pivotable about a pivot axis 24 (eg in the cylinder head or an element rigidly connected to the cylinder head) mounted pivot frame 80; a first drive means 16 rotatably mounted in the swing frame 80 about a first rotation axis 14; a valve operating gear 4 for transmitting the rotational movement of the first drive means 16 in a lifting movement for actuating the valve 70 such that when the position of the first rotation axis 14 is changed by the pivoting of the swing frame 80, a valve lift for the valve 70 is adjusted.
  • the valve train further includes a pivot drive 90 for pivoting the swing frame 80 about the pivot axis 24 with a servo motor 92 and a pivot gear 94, which pivot gear 94 is driven by the servo motor 92 for adjusting the swing frame 80.
  • the pivoting gear 94 comprises a worm gear 98a with an adjusting worm 98, wherein the adjusting worm 98 is driven via a shaft 99 of the adjusting motor 92 for adjusting the pivoting frame 80.
  • the shaft 99 of the servomotor 92 is so coupled to the adjusting screw 98 to a rotational movement of the shaft 99 for To transfer adjusting screw 98, however, to allow a game between shaft 99 and adjusting screw 98 with respect to axial forces.
  • the adjusting screw 98 is thus coupled to a stationary (i.e., non-rotatable) member to discharge axial forces acting on the adjusting screw 98 to the stationary member (in particular, substantially without striking the shaft 99 of the servomotor).
  • the adjusting screw 98 is rotatable but fixedly mounted on the stationary member with respect to axial movement.
  • adjusting screw 98 is mounted by means of a pivot bearing.
  • the stationary member is a part of the cylinder head or a member rigidly connected to the cylinder head.
  • the valvetrain may include an axial securing body 95a for coupling, with respect to axial movement, the adjusting worm 98 to the stationary element 6.
  • the Axialtechnischsève 95 a can engage with respect to axial movement positively manner in the adjusting screw 98 and the stationary member 6.
  • the Axialtechnischs stresses 95 a may be designed as a ring and / or engage on the outside in the stationary part 6, and engage on its inside in the adjusting screw 98.
  • the shaft 99 of the servomotor 92 is axially displaceable and positively coupled with respect to the adjustment screw 98 for rotation.
  • the shaft 99 of the servomotor 92 engages an inside of an opening axially extending in the adjusting worm 98 to couple a rotational movement and allow axial play and an outside of the adjusting worm 98 is coupled to receive the axial forces to the stationary element.
  • the valvetrain may further comprise a non-rotationally symmetrical driver element 95 a for the coupling of the rotational movement.
  • the driver element 95a may be attached to an inner wall of the opening of the adjusting screw 98.
  • the driver element 95a may be positively coupled with respect to rotation to a non-rotationally symmetrical recess of the shaft 99.
  • the worm gear 98a has a sector gear driven by the adjusting worm 98 and coupled to the swing frame 80 for adjusting the swing frame 80.
  • the axial securing body 95a on the side coupled to the adjusting worm 98 (here: inner side) is configured substantially rotationally symmetrical about the axis.
  • the engagement described herein is preferably engagement of the axial securing body 95a in a recess on a surface of the adjusting screw 98 or cylinder head 6 contacting the axial securing body 95a.
  • an intermediate member rigidly connected to the cylinder head is also considered to belong to the cylinder head 6.
  • the shaft 99 extends into an opening (in particular a blind hole) of the adjusting worm 98, and in this opening is positively coupled to the adjusting worm 98 with respect to rotational movements.
  • the coupling can be effected by a non-rotationally symmetrical inner wall of the opening and / or a non-rotationally symmetrical driver element 95a.
  • the adjusting screw 98 is mounted on one side on its side facing the drive (servomotor) 92, and the other side of the adjusting screw 98 is free (unsupported).
  • the pivot bearing 95 is designed to stabilize the adjusting screw 98 against tilting of its central axis.
  • the adjusting screw is mounted stabilized against tilting of its central axis.
  • the valvetrain includes a damping element for generating stiction with respect to the rotational motion of the adjustment screw 98.
  • valvetrain 2 for a V2 engine according to the invention will now be described.
  • this valve gear is shown at high lift; in Fig. 9 at low lift height.
  • the valvetrain 2 comprises two partial drives 2-1 and 2-2 for one inlet valve 70-1 and 70-2 and one outlet valve 78-1 and 78-2, respectively.
  • Each of these partial drives is assigned its own cylinder bank (with its own combustion chambers), so that the inlet valves 70-1 and 70-2 are assigned to different combustion chambers.
  • each of the partial drives 2-1 and 2-2 has a swing frame 80-1 or 80-2, and by pivoting the swing frame 80-1 or 80-2, the position of the respective (first) rotation axis 14-1 and 14-2 are changed, whereby the valve lift, more precisely the lifting height, of the respective valve 70-1 or 70-2 is adjusted.
  • a common swivel drive 90 is provided for the swivel frames 80-1 and 80-2 of both partial drives 2-1 and 2-2.
  • the pivot drive 90 is equipped to pivot both swivel frames 80-1 and 80-2 together about their respective pivot axes 24-1 and 24-2 respectively to hold them in position, and thus the valve lift of the valves 70-1 and 70-2 jointly and in the same way.
  • pivoting of both swing frames 80-1 and 80-2 is performed in the same manner (mirror image by the same angle) to control the valve lift of the valves 70-1 and 70-2 together and in the same manner (see 7 and 9 for two different pan states of the swing frames 80-1 and 80-2).
  • the common pivot drive 90 includes a common pivot actuator 92 and pivot gears 94-1 and 94-2.
  • the swing gear 94-1 transmits a movement of the swing actuator 92 to a swinging motion of the swing frame 80-1
  • the swing gear 94-2 transmits the movement of the swing actuator 92 to a swinging motion of the swing frame 80-2.
  • the pivoting actuator 92 has a servomotor 91 and two shaft ends 99-1, 99-2 on opposite sides of the servomotor 91.
  • the first pivot gear 94-1 couples the first shaft end 99-1 to the first swing frame 80-1 for pivoting
  • the second pivot gear 94-2 couples the second shaft end 99-2 to the second swing frame 80-2 for pivoting.
  • the two shaft ends 99-1, 99-2 preferably belong to a common (single or multi-piece) continuous, ie as a whole rotating, shaft of the servomotor 92.
  • the pivot gear 94-1 and 94-2 are beyond each such 4a-5, and the above description of this pivoting gear and related thereto general aspects also applies to the pivoting gear 94-1 and 94-2 accordingly.
  • the pivot gears 94-1 and 94-2 have the following elements from the drive to the output side: a first worm gear with a first adjusting worm 98-1 or driven by the first and second shaft ends 99-1, 99-2, respectively 98-2, a rotatable drive body 94a-1 or 94a-2 and a coupling rod 94b-1 or 94b-2.
  • the first and second adjusting screws 98-1, 98-2 are in opposite directions, i. one is on the left and the other on the right. This arrangement makes it possible to transmit an opposite rotational movement of the shaft ends 99-1, 99-2 (as in a continuous shaft) in a similar pivotal movement of the pivot frames 80-1 and 80-2.
  • the respective shaft end 99-1 (99-2) is positively coupled with respect to rotation (possibly via intermediate links) to the adjusting worm 98-1 (98-2), so that a rotational movement is transmitted; and on the other hand, an axial clearance between the adjusting screw 98-1 (98-2) and shaft end 99-1 (99-2) is possible.
  • This arrangement offers in combination with a common swivel actuator for several partial drives particular advantages, since it allows a change in length between two Verstellschnecken 98-1 and 98-2 or between the two camps 95-1 and 95-2. Such a change in length can take place, for example, due to thermal expansion of the motor section connecting the two valve drives.
  • the adjusting screw 98-1 (98-2) is coupled to the cylinder head (not shown) by a pivot bearing 95-1 (95-2).
  • the pivot bearing 95-1 (95-2) allows rotation between the variable speed screw 98-1 (98-2) and the cylinder head, but firmly couples it to the cylinder head with respect to axial movement.
  • the pivot bearing 95-1 (95-2) is analogous to the pivot bearing 95 shown in FIG. 5, with the difference that the pivot bearing 95-1 (95-2), however, at a distal relative to the servomotor 92 position of the adjusting screw 98- 1 (98-2). This arrangement makes it possible to arrange the two partial drives 2-1 and 2-2 closer to one another and thus contributes to a more compact geometry of the V2 motor.
  • Fig. 8b which is an enlargement of a detail of Fig. 8a, shows in detail the coupling between the first shaft end 99-1 and the adjusting worm 98-1.
  • the coupling is effected by a hollow intermediate piece 99b, which on its inner side (drive side) to a shaft portion of the shaft 99 and on its outer side (output side) is inserted into an opening of the adjusting screw 98-1.
  • the intermediate piece 99b may be considered part of the shaft end 99-1.
  • the intermediate piece 99b is chamfered on its inner side such that the inner side opens on the drive side, and bevelled on its outer side such that the outer side tapers on the output side.
  • the second shaft end 99-2 of the servomotor 92 is formed by a separate section 99a of the shaft 99 (FIG. 8a).
  • This separate portion 99a is positively coupled mitcardbar coupled to the rest of the shaft 99, yet unlocked and laterally removable after unlocking.
  • the actuator 92 can be removed by tilting away from its axis.
  • the portion 99a is also the basic setting of the valve train, as it can be locked after assembly of the valve train only when both swing frames 80-1 and 80-2 have been brought into the same pivot state (same deflection).
  • FIGS. 7-9 represents a V2 engine
  • an analog valve train is also possible with other engines.
  • Such a valve train is advantageous in particular in the case of an engine having at least two cylinder banks, so that the first and second partial drive 2-1, 2-2 are each assigned to one of the cylinder banks.
  • a Cylinder bank can in this case comprise a single cylinder or more cylinders lined up in the cylinder bank.
  • the valve train can be used for a motor with any bank angle between 0 ° and 180 °, whereby a bank angle of 50 ° - 180 ° is particularly advantageous.
  • the valve train for a V or W motor is used.
  • a shaft 99 connects the two shaft ends 99-1, 99-2.
  • the connection can produce a rotationally positive connection between both shaft ends 99-1, 99-2.
  • the shaft 99 is designed to ensure the rotational fit even at an angle error of at least up to 3 °.
  • the intermediate piece may be used on its inside to a first shaft portion of the shaft and on its outer side to another shaft portion of the shaft or to the adjusting screw. The inner side may open towards the first shaft piece, and the outer side may taper towards the further shaft piece or the adjusting screw.
  • the shaft 99 has an unlocking mechanism 99a (which, for example, connects two shaft sections or a shaft end with an adjusting worm driven by this shaft end), the shaft having a rotationally locking fit between the two shaft ends 99-1, 99 when the unlocking mechanism 99a is locked -2 (more precisely between the driven by the shaft ends Verstellschnecken) manufactures, and unlocked unlocking mechanism 99a, the rotationally positive locking is released.
  • the unlocking mechanism 99a can be made, for example, by a screw which selectively produces or releases a frictional engagement.
  • the first and second adjusting screws 98-1, 98-2 are in opposite directions, ie one left-handed and the other right-handed.
  • first and second pivot gears 94-1, 94-2 are mirror images and / or constructed on opposite sides of the servomotor 92.
  • These aspects may also be combined with other aspects described herein, such as coupling the variable displacement worm to the swing actuator and / or the variable ratio pivoting transmission, for one or both of the pivoting transmissions.
  • At least one of the first and second shaft ends 99-1, 99-2 is coupled to the corresponding one of the first and second adjusting screws 98-1, 98-2 in such a way as to rotate from the shaft end 99-1, 99-2 to the adjusting screw 98-1, 98-2, however, with respect to axial forces to allow clearance between the shaft end 99-1, 99-2 and the adjusting screw 98-1, 98-2.
  • any other aspect described herein relating to such rotational coupling or axial decoupling is applicable to either or both of the shaft ends 99-1, 99-2.
  • FIGS. 10-12b a further valve drive according to the invention will now be described.
  • this valve train has a mechanical drive system 100 for the swing frame 80.
  • Fig. Ia shows a section through the plane A-A in Fig. 10;
  • FIG. 11b and 11c show enlarged details of FIG. 11a.
  • the drive system 100 is used for activation via a cable, which transmits a rotational movement to a cable pull receptacle 102.
  • the cable retainer 102 is frictionally connected via an intermediate spring 104 with an adjusting element 105 (via other elements such as a driver).
  • the adjusting element 105 is rotatable together with an adjusting shaft 105a and an adjusting crank 105b.
  • the adjusting crank 105b drives the pivoting frame 80 via a coupling rod 87.
  • the adjusting element 105 (in particular the adjusting shaft 105a) is coupled by means of the releasable backstop mechanism 112 to a (stationary with respect to the rotation) stationary element, wherein a locking direction of the backstop mechanism is directed to a movement of the adjusting element 105 in a lifting height to disable decreasing direction.
  • the backstop mechanism 112 comprises a backstop element 112a which is rotatable with the adjusting shaft 105a and a counter-element (not shown) which is stationary with respect to rotation, for example fixedly mounted on the cylinder head. Further, a release mechanism 117 for releasing the backstop mechanism 112 is provided.
  • This drive system 100 is analogous to the drive system shown in FIGS.
  • the variable valve train 2 includes an actuation system for periodically opening and closing the valve (70) as described herein and a drive system 100.
  • the drive system 100 includes a throttle position control 102 whose position is variable in response to a throttle command; a movable adjusting element 105, which is coupled to the bearing body 80 such that the position of the first rotational axis 14 is changed by a movement of the adjusting element and thus the valve lift is adjusted; and a traction element 104, which connects the throttle position control element 102 frictionally with the adjustment element 105.
  • the adjusting element 105 may be biased by means of a return spring 106 in a direction decreasing the lifting direction.
  • the adjustment element 105 may be coupled by means of a releasable backstop mechanism 112a to a stationary element 112b, wherein a locking direction of the backstop mechanism is directed to lock a movement of the adjusting element in a lifting height decreasing direction.
  • the backstop mechanism 112a may include a backstop member 112a rotatable with the adjustment member 105.
  • the backstop mechanism may include a one-way clutch 113b defining the freewheeling direction and the reverse direction, the one-way clutch 113b coupling the adjustment member 105 to a lockable or fixed return-block body 113a.
  • the one-way clutch 113 b may be formed as a sleeve coupling, which surrounds an adjusting shaft 105 a of the adjusting element 105.
  • the coupling rod 87 is connected at its first end 87a (drive side) to a drive body such as the adjustment crank 105b, and is connected to the swing frame 80 at its second end 87b (driven side).
  • the connection is in each case via hinges 210, 220.
  • At least one of the pivots 210, 220 includes a static friction mechanism for controllably increasing the static friction of the respective pivot 210, 220.
  • a possible embodiment of the rotary joint 210 at the first end 87a of the coupling rod 87 with static friction mechanism 214 is shown for example in FIG. 11c.
  • the pivot 210 comprises a bearing pin 212.
  • the bearing pin 212 is inserted through openings of the adjusting crank 105b and the coupling rod 87, so that a relative rotation about the pin axis of the bearing pin 212 is possible.
  • the static friction mechanism 214 is formed by a biasing element 215, which biases the adjustment crank 105b and the coupling rod 87 against each other to generate static friction.
  • a biasing element 2115 which biases the adjustment crank 105b and the coupling rod 87 against each other to generate static friction.
  • Fig. 11c about the biasing element 215 presses a bearing pin 212 surrounding surface of the adjusting crank 105b against a corresponding surface of the coupling rod 87 with such a dimensioned bias that on the one hand, a relevant and reproducible stiction is generated, on the other hand, a rotation of the hinge 210 through the drive system 100 remains possible.
  • the biasing element 215 may comprise, for example, a plate spring 215, which is arranged concentrically to the bearing pin 212 between two shoulder surfaces of the bearing pin in order to achieve a bias of arranged between the shoulder surfaces elements against each other.
  • the left shoulder surface is formed by the bolt head 213 of the bearing pin and the right shoulder surface by the axial snap ring 218.
  • the static friction mechanism 214 may comprise a thrust washer 216, such as directly adjacent to the shoulder surface or to the axial locking ring 218.
  • the plate spring 215 adjacent to the thrust washer 216 and between the thrust washer 216 and the adjusting crank 105b or the coupling rod 87 arranged.
  • Fig. I Ib shows an analogous design for the second pivot 220 between the second end 87b of the coupling rod 87 and the pivot frame 80.
  • the Swing frame fork-like with two end pieces 80a, 80b performed and the second end 87b of the coupling rod 87 is disposed between the end pieces 80a, 80b of the swing frame.
  • the hinge 220 includes a bearing pin 222; the bearing pin 222 is inserted through openings of both end pieces 80a, 80b of the swing frame and the second end 87b of the coupling rod 87.
  • the static friction mechanism 224 is formed by a biasing member 225 which biases at least one end portion 80a of the swing frame and the coupling rod 87 against each other to generate stiction.
  • the biasing element 225 comprises a plate spring 225, which is arranged concentrically to the bearing pin 222 between two shoulder surfaces of the bearing pin in order to achieve a bias of the arranged between the shoulder surfaces elements against each other.
  • the left shoulder surface is formed by a bolt shoulder 223 of the bearing pin and the right shoulder surface by the axial locking ring 228, which is held by a holding element 229.
  • the static friction mechanism 224 may include a thrust washer 226, such as directly adjacent the bolt shoulder 223.
  • first pivot 210 (FIG. 11c) applies correspondingly to the second pivot 220 (FIG. 1b).
  • the static friction mechanism 224 may be mounted anywhere between the two pin shoulders.
  • valve train drive system 100 may also include a stiction mechanism 108.
  • the stiction mechanism 108 includes a biasing member 108 which biases a movable portion 113a of the drive system against a stationary portion 109 to generate stiction.
  • the movable part 113a is preferably arranged on the drive side of the coupling rod 87.
  • the movable part 113a is mitrotierbar at least in one direction of rotation with the adjusting element 105 or forcibly carried.
  • the movable part 113a may be part of the backstop mechanism 112 described in WO'321, in particular the backstop body 113a or the backstop element 112a.
  • the stationary part 109 is rigidly attached to the cylinder head, here a housing wall of a housing.
  • the biasing member 108 is designed as an axial spring.
  • a diaphragm spring or similar element can also be used.
  • a biasing element with a greater travel than 0.5 mm or as 1 mm, preferably greater than 5 mm, is advantageous due to the existing tolerances; such a travel is not achieved by typical disc springs.
  • the axial spring 108 is arranged between the part 113 a and a shoulder surface of the adjusting element 105.
  • the static friction mechanisms 108, 214, 224 contribute by increasing the static friction to the fact that the swing frame 80 is kept stable even under high load, in particular vibration in non-locking direction of rotation of the freewheel.
  • these static friction mechanisms 108, 214, 224 have been shown together and in the embodiment of FIGS. 10 to 12b, they may also be provided independently of each other and in any other embodiments, including those with electric drive and / or worm gear for the swivel drive , There, for example, a static friction mechanism can bias an adjusting worm 98 (FIG. 5) against a stationary part.
  • the stiction mechanism 108, 214, 224 acts due to synergy effects in the variable ratio pivoting transmission described herein.
  • the partial drive 2-1 comprises a stop element 93a-1 fastened to the drive body 94a-1 and a counter-stop element 93b-1 fastened to the cylinder head.
  • the stop element 93a-1 and counter-stop element 93b- 1 form a stop with each other, which limits the deflection of the swing frame 80-1 in the direction of small valve opening.
  • the counter-abutment element 93b-1 can be fixedly attached to the cylinder head (directly or indirectly).
  • the counter-abutment element 93b-1 eg, mechanical, hydraulic, or electronic
  • the stop element 93a-1 may also be attached to the pivot frame 80-1 or to another part of the pivot gear 94-1.
  • An analog stop and counterstop element can also be provided in the embodiment of FIGS. 4a-5. Such a stop may be provided only on one cylinder head or on several (two) cylinder heads.
  • a further or alternative pair of stop and counter-stop element provide a stop, which limits the deflection of the swing frame 80-1 in the direction of large valve opening and thus defines a maximum stroke.
  • a variable valve train for actuating a valve of an internal combustion engine comprises: an actuation system having a valve actuation gearbox for actuating the valve and having a swing frame pivotally mounted about a pivot axis (in the cylinder head), pivoting the swing frame to provide valve lift for the valve Valve is adjusted; a pivot drive for pivoting the swing frame about the pivot axis with a servomotor and a pivot gear, which pivot gear is driven by the servo motor for adjusting the swing frame.
  • the servomotor is mounted on a plastic motor mount.
  • the plastic motor mount is arranged to produce a thermal insulation of the servo motor relative to the combustion chamber or the valve train, and for example, can surround the servo motor housing-like.
  • the plastic preferably has a thermal conductivity of less than 20 W / km, more preferably less than 10 W / km, and most preferably less than 2 W / km or even less than 1 W / km, and / or an E-modulus less than 20 GPa, preferably less than 10 GPa or even less than 5 GPa.
  • one or more stopper member (s) and counterstop member (s) are provided as described above.
  • a method for controlling the valve train or an internal combustion engine according to the invention includes moving a throttle position control element based on a throttle command; (at least in part) transmission of the movement of the Gas joss- operating element by the traction element on the adjusting element, so that the adjusting element is moved; Transmission of the movement of the adjusting element by coupling to the bearing body, so that the position of the first axis of rotation is changed and thus the valve lift is adjusted.
  • the method preferably operates according to any one of the optional aspects described herein, for example, preferably the positioning drive of the stopper pin arranged actuator is driven in response to an engine speed of the internal combustion engine.
  • valvetrain is configured for a motorcycle engine, or the engine is a motorcycle engine. In another aspect, a motorcycle is provided with such an internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un mécanisme de distribution variable (2) comprenant : un premier système d'actionnement qui comporte une première transmission d'actionnement de soupape (4-1) conçue pour actionner une première soupape (70-1) ainsi qu'un premier cadre pivotant (80-1) monté de manière à pouvoir pivoter autour d'un premier axe de pivotement (24-1) ; un deuxième système d'actionnement qui comporte une deuxième transmission d'actionnement de soupape (4-2) conçue pour actionner une deuxième soupape (70-2) ainsi qu'un deuxième cadre pivotant (80-2) monté de manière à pouvoir pivoter autour d'un deuxième axe de pivotement (24-2), le pivotement du premier ou du deuxième cadre pivotant (80-2) entraînant l'ajustement d'une levée de soupape pour la première (70-1) ou la deuxième soupape (70-2) ; et un mécanisme de pivotement (90) conçu pour faire pivoter conjointement le premier et le deuxième cadre pivotant (80-1, 80-2) au moyen d'un actionneur de pivotement (92). Cet actionneur de pivotement (92) comprend un moteur de commande (91) ainsi que deux bouts d'arbre d'entraînement (99-1, 99-2) au niveau de côtés opposés du moteur de commande (91), le premier des deux bouts d'arbre d'entraînement (99-1) étant accouplé au premier cadre pivotant (80-1) à des fins de pivotement et le deuxième des deux bouts d'arbre d'entraînement (99-2) étant accouplé au deuxième cadre pivotant (80-2) à des fins de pivotement.
EP17701887.6A 2016-01-29 2017-01-30 Mécanisme de distribution variable présentant un ajustement de levée de soupape commun pour plusieurs mécanismes de distribution partiels Active EP3408507B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016101657.8A DE102016101657A1 (de) 2016-01-29 2016-01-29 Variabler Ventiltrieb mit gemeinsamer Verstellung des Ventilhubs für mehrere Teiltriebe
PCT/EP2017/051936 WO2017129821A1 (fr) 2016-01-29 2017-01-30 Mécanisme de distribution variable présentant un ajustement de levée de soupape commun pour plusieurs mécanismes de distribution partiels

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EP3408507A1 true EP3408507A1 (fr) 2018-12-05
EP3408507B1 EP3408507B1 (fr) 2020-08-05

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Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2851023A (en) * 1956-04-26 1958-09-09 Leroy A Durkan Variable valve timing
DE1017262B (de) * 1956-10-20 1957-10-10 Georgii Elektro Motoren Appbau Elektromotor mit nachstellbarer Reibungskupplung
DE1538926A1 (de) * 1966-11-16 1970-04-09 Licentia Gmbh Lageranordnung fuer Elektromotoren
GB1303080A (fr) * 1970-06-25 1973-01-17
DE10256328A1 (de) * 2002-11-27 2004-06-17 Alcatel Elektrischer Motor
EP1712747A1 (fr) 2005-04-17 2006-10-18 Uwe Eisenbeis Distribution de moteur à combustion avec course et calage variable pour moteurs à haut régime
DE102005047040A1 (de) * 2005-09-30 2007-04-05 Mtu Friedrichshafen Gmbh Variable Ventilsteuerung für V-Motor
US20100242872A1 (en) * 2009-03-27 2010-09-30 Huntsman Advanced Materials Americas Llc Fuel feeding device of a v-shaped engine for motorcycle
DE102011001126A1 (de) * 2010-07-30 2012-02-02 Hydraulik-Ring Gmbh Verbrennungsmotor
EP2568146A1 (fr) * 2011-09-08 2013-03-13 MZ Motor Co. Ltd. Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion
DE102013102231B4 (de) 2013-03-06 2016-02-25 Uwe Eisenbeis Variabler Ventiltrieb zur Betätigung eines Ventils eines Verbrennungsmotors

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WO2017129821A1 (fr) 2017-08-03
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