EP3408507B1 - 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 Download PDF

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Publication number
EP3408507B1
EP3408507B1 EP17701887.6A EP17701887A EP3408507B1 EP 3408507 B1 EP3408507 B1 EP 3408507B1 EP 17701887 A EP17701887 A EP 17701887A EP 3408507 B1 EP3408507 B1 EP 3408507B1
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EP
European Patent Office
Prior art keywords
valve
pivot
swivel
shaft
valve train
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EP17701887.6A
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German (de)
English (en)
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EP3408507A1 (fr
Inventor
Uwe Eisenbeis
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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 allow the setting (change) of a valve lift, i.e. a variable characterizing the course of the valve stroke, e.g. the lifting height (maximum height of the valve opening within an engine cycle), duration and / or phase of the valve opening relative to the engine cycle.
  • a variable valve train allows the lifting height to be set depending on a number of driving parameters (e.g. speed) and a gas command (e.g. position of a throttle or pedal).
  • a particularly advantageous variable valve train is from the DE 10 2005 057 127 A1 (hereinafter: DE'127), in which further valve trains are also cited.
  • DE'127 shows the in Fig. 1-3 valve train shown.
  • a position of the valve crank axis 14 can be changed therein by pivoting a pivot frame 80 in order to adjust the valve stroke. This is done using the in Fig. 2 and 3rd shown swivel drive 84 or 84a-84d.
  • DE 10 2011 001126 A1 describes an internal combustion engine with a camshaft that is assigned to intake valves of two cylinders arranged in a VR arrangement. Furthermore, a valve lift adjuster adjustable by means of two eccentric shafts is provided, the first eccentric shaft being assigned to the inlet valve of the first cylinder and the second eccentric shaft to the inlet valve of the second cylinder, the two eccentric shafts being adjustable by means of a common actuator.
  • the object of the present invention is to provide a valve train and an internal combustion engine with at least some of the advantages of the solution shown in DE'127, which furthermore has an advantageous control system for adjusting the valve lift.
  • the control system is intended in particular to enable 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 comprises a first actuation system with a first valve actuation gear for actuating the first Valve and with a first pivot frame mounted pivotably about a first pivot axis (for example in the cylinder head), a valve stroke for the first valve being adjusted by the pivoting of the first pivot frame; a second actuation system with a second valve actuation gear for actuating the second valve and with a second pivot frame mounted pivotably about a second pivot axis (for example in the cylinder head), a valve stroke for the second valve being adjusted by pivoting the second pivot frame.
  • Other actuation systems for example for other valves, are not excluded.
  • valve drive contains a swivel drive for jointly swiveling the first and second swivel frame, with a (common) swivel actuator, the swivel actuator having an actuator and two (for example rotationally rigidly coupled to one another) shaft ends on opposite sides of the actuator, the first of the two shaft ends for pivoting is coupled to the first pivot frame, and the second of the two shaft ends for pivoting is coupled to the second pivot frame.
  • This valve drive has the advantage, among other things, that the structure is simple, inexpensive and space-saving and yet reliable.
  • the swivel drive according to the invention in particular contributes to this advantage for jointly swiveling the first and second swivel frame with a common servomotor.
  • the joint swiveling not only saves components, it also ensures an even and coordinated adjustment of the respective actuation systems.
  • 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 e.g. are used in passenger cars, trucks, aircraft or watercraft.
  • Fig. 1-3 a valve train 2 described.
  • the Fig. 1-3 are identical in DE'127 and the parts shown are also described there.
  • the valve train 2 can, as described below, with a swivel drive according to the present invention (in Fig. 1-3 not shown).
  • the in Fig. 1-3 The valve train 2 shown 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 an entire engine cycle, and it is particularly preferably driven by the crankshaft of the internal combustion engine 1.
  • the transmission 4 transmits the rotational movement of the drive system into a stroke movement for actuating the valve 70.
  • An actuation of the valve is to be understood here as a stroke movement of the valve 70 that opens or closes the valve 70, preferably in synchronism with the engine cycle.
  • the drive system 10 comprises a drive gear 22, a valve crank gear 12, and a valve crank 16 (also referred to as the first drive means).
  • the drive gear 22 is fixed in the cylinder head so as to be rotatable 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 mounted about a valve crank axis 14 (also referred to as the first axis of rotation).
  • axis is to be understood as a geometric axis or an axis of rotation.
  • the storage of the valve crank 16 is in Fig. 1 not shown.
  • the drive gear 22 is driven by a crankshaft of the internal combustion engine 1.
  • the drive is synchronous to the motor cycle, i.e. one full revolution of the drive gear 22 corresponds to one engine cycle. This is the case with a four-stroke engine if the ratio between the crankshaft and drive gear is 2: 1.
  • the drive gear 22 is engaged with the valve crank gear 12.
  • the transmission ratio between drive gear 22 and valve crank gear 12 is 1: 1.
  • the valve crank gear is driven synchronously with the engine cycle.
  • a swivel frame 80 (also referred to as a storage body) visible.
  • the swivel frame 80 is rigid, in this example consists of several rigidly connected parts. It is pivotally mounted on the cylinder head 3 about the pivot axis, which is identical to that in Fig. 1 drive shaft 24 shown.
  • valve crank 16 is mounted in the pivot frame 80, so that pivoting the pivot frame 80 causes the valve crank axis 14 to pivot, that is to say a change in the position of the valve crank axis 14 along a circular path about the pivot axis 24.
  • pivot axis 24 and the drive axis are identical ensures that the position of the valve crank axis 14 remains in a pivot segment of the pivot frame 80 on a circle segment around the drive axis 24. This ensures that the valve crank gear 12, which is rotatably mounted about the valve crank axis 14, and the drive gear 22 remain in engagement in any pivot position of the pivot frame 80.
  • the swivel frame 80 can be held or swiveled in a fixed position by means of a swivel drive.
  • An exemplary swivel drive 84 which is not part of the invention, is shown in FIG Fig. 2-3 shown and described in DE'127.
  • the swivel drive 84 comprises a toothed segment 84a rigidly connected to the swivel frame 80, into which a toothed wheel 84b engages.
  • a further detail of the swivel drive 84 is shown in FIG Fig. 3
  • a worm gear 84c is in engagement with the gear 84b and serves to rotate it. This creates a transmission from worm gear 84c to the swivel frame with a constant transmission ratio.
  • valve drives shown and described in this connection or their aspects can also be combined with any swivel drive according to the present invention, and / or also combined with any aspect according to the present invention. This also applies to other aspects like the one in Fig. 7-9 illustrated arrangement for several cylinder banks.
  • the swivel drive including its drive and the swivel frame 80 are also referred to herein as a control system. More generally, the control system is understood to be all parts which serve to set and hold the position of the first valve crank axis 14. Other parts of the valve train that are used to periodically open and close the valve are also referred to as the actuation system.
  • the valve train is arranged in the region of the cylinder head of the internal combustion engine.
  • the valve train (in particular the 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, the guide element being 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 on the guide element 60 with its second connecting rod joint 36.
  • 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 axis of rotation 24.
  • the second drive means 22 is a second drive gear.
  • the valve train comprises a first drive gear 12 for driving the first drive means 16, the first drive gear 12 being rotatable about the first axis of rotation 14.
  • a pressing element 40 is attached to the guide element 60.
  • the pressing element 40 is a roller.
  • the valve train 1 comprises a transmission element 50 in releasable mechanical contact with the pressing element 40.
  • the transmission element 50 is biased in the direction of the valve 70 by a force element 58.
  • 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 that is pivotable about a lever axis 52.
  • the lever 50 is one-armed.
  • a movement of the pressing element 40 in the direction of the lever axis 52 causes the valve to open.
  • valve 70 is an intake valve.
  • the internal combustion engine further comprises a second intake valve 70 ′, which is preferably also operated by the valve train.
  • a valve lift (a variable characterizing the course of the valve lift) can be changed.
  • the variable characterizing the course of the valve lift is a lift height and / or an opening duration of the valve. According to another Aspect can be changed by changing the position of the first axis of rotation 14, a phase relationship between the angle of rotation of the first drive means 16 and the engine cycle.
  • the pressing element 40 is guided on a guideway 68, and the guideway 68 of the pressing element 40 can be changed by changing the position of the first axis of rotation 14.
  • the change in the position of the first axis of rotation 14 is a pivoting of the first axis of rotation 14 about a pivot axis 24.
  • the connecting rod 30 and the guide element 60 are links of a flat swivel chain.
  • valve 70 is an intake valve and the second drive means also actuates an exhaust valve 78.
  • a maximum lifting height of the valve 70 is at least 5 mm.
  • valve train 2 comprises a flat coupling gear with four links or a four-link swivel chain.
  • the joints here preferably include 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 above-described swivel joint chain are positively connected to one another.
  • valve train 2 is arranged in the region of the cylinder head of the internal combustion engine.
  • An arrangement in the area of the cylinder head is to be understood to mean that the valve crank 16 is fundamentally (ie in at least one possible position of the axis of rotation 14 or in at least one pivoting position of a pivoting frame 80, as is shown, for example, in FIG Fig. 3 is shown) is mounted on the cylinder head side with respect to the separating surface between the engine block and the cylinder head.
  • valve train 2 corresponds to a valve train with an overhead camshaft ("overhead camshaft"), the valve crank 16 corresponding to the camshaft.
  • overhead camshaft overhead camshaft
  • This arrangement also enables an encapsulated construction of the valve train in which the parts of the valve train are arranged within an encapsulation.
  • the valve train 2 can be divided into an active subsystem and a passive subsystem.
  • the active subsystem can be characterized in that the state of motion of the active subsystem is essentially determined by the state of motion of the valve crank 16, i.e. is determined by an angle of rotation of the valve crank 16 and by the position of the valve crank axis 14, or is connected to the valve crank 16 by positive locking.
  • the passive subsystem is connected to the active subsystem by frictional engagement, in particular by means of the valve spring 72.
  • first drive means 16 By pivoting the swing frame 80 can, as in Fig. 1-3 , The position of the first axis of rotation 14 are changed, whereby the valve lift, more precisely the lift height, of the valve 70 is adjusted.
  • the swivel drive 84 or 84a-84d shown for swiveling the swivel frame 80 comprises the swivel drive 84 shown in FIG Figures 4a-5 shown valve drive the swivel drive 90 described below.
  • the swivel drive 90 is equipped, as required, to pivot the swivel frame 80 about the swivel axis 24 or to hold it in position, and thus to control the valve lift of the valve 70.
  • the swivel drive 90 comprises an electric servomotor (swivel actuator) 92 and a swivel gear 94.
  • the swivel gear 94 transmits a rotational movement of the servomotor axis into a swivel movement of the swivel frame 80.
  • the swivel gear 94 comprises the following elements from the drive side 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 rocker arm 50 (see Fig. 2 ) together, which both simplifies construction, lowers costs and increases stability.
  • the worm gear 98a comprises an adjusting worm 98 and a tooth 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 screw 98 is rotatable together with the shaft of the servomotor 92.
  • the outer contour of the drive body 94a is provided with teeth which engage in and interact with the adjusting screw 98 to transmit a rotation of the adjusting screw 98 into a 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 one another.
  • the coupling rod 94b is articulated between the drive body 94a and the swivel frame 80 in order to transmit rotation of the drive body 94a into a swivel movement of the swivel frame 80.
  • the drive body 94a, the coupling rod 94b and the swivel frame 80 thus form a coupling gear (together with a stationary, i.e. not rotatable frame, which is formed for example by the cylinder head), more precisely an articulated square. More precisely, the quadrilateral joint formed in this way is a double rocker, the drive body 94a forming a crank, the coupling rod 94b a coupling and the swivel frame 80 forming a rocker of the double rocker.
  • FIG. 4a, 4b show the valve train with a swing frame deflection, which is assigned a low lifting height.
  • a swing frame deflection is shown, which is associated with a larger lifting height.
  • the lifting height is expressed by the different swivel position of the swivel frame 80: in the view from Fig. 5 is the end of the swivel frame 80 articulated on the coupling rod 94b 4a, 4b panned more clockwise.
  • 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 4a, 4b (Swing frame deflection with low lifting height) is greater than in Fig. 5 (Swing frame deflection with a larger lifting height), so that the lever arm 96 is larger with a lower lifting height.
  • the lever arm 96 formed by the drive body 94a with respect to the coupling rod 94b is defined as the distance r (in side view as in FIG Figures 4a-5 ) 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 in relation to the coupling rod is larger at a low lifting height than at a large lifting height, that is to say - preferably monotonously - as the lifting height increases.
  • the lever arm is larger in the first swivel frame deflection than in the second swivel frame deflection.
  • the lever arm is at least at the first swivel frame deflection is greater by a factor of 2, preferably at least by a factor of 4, than in the second swing frame deflection.
  • the transmission ratio of the swivel gearbox decreases - preferably monotonously - with increasing lifting height.
  • the transmission ratio is greater in the first swivel frame deflection (low lift height, preferably less than 20% of the maximum lift height) than in the second swivel frame deflection (larger lift height, preferably more than 50% or even 80% of the maximum) Lifting height).
  • the transmission ratio in the first swivel frame deflection is at least by a factor of 2, preferably at least by a factor of 4, greater than in the second swivel frame deflection.
  • variable transmission ratio has the advantage that with a low lifting height (first swivel frame deflection, in 4a, 4b illustrated), a gas command can be implemented quickly due to the large transmission ratio, since a predetermined pivoting of the swivel frame 80 can already take place with a limited movement of the actuating actuator 92.
  • first swivel frame deflection in 4a, 4b illustrated
  • second swing frame deflection in Fig. 5 illustrated
  • the pivoting frame is held stable in its position despite the then considerable vibrations of the valve 70: because the forces transmitted to the actuating actuator 92 by the vibrations (or the opposing forces to be used to hold the pivoting frame 80 stable by the actuating actuator 92) ) are greatly reduced due to the small gear ratio.
  • the analog effect is achieved by changing the lever arm 96 described above: According to this aspect, transfer at a low lifting height (first swivel frame deflection, in 4a, 4b illustrates) the drive body 94a and the coupling rod 84b due to the large lever arm 96, the movement of the pivot actuator 92 on the pivot frame 80, so that a rapid implementation of a gas command is possible. Although the forces acting on the swivel frame 80 are also transferred back to the swivel actuator 92 to a high degree, this is not a problem since the corresponding forces are small at a low lifting height. Conversely, with a large lifting height (second swivel frame deflection, in Fig.
  • the drive body lever arm of the drive body 94a forms an angle of between 60 ° and 120 °, preferably between 80 ° and 90 °, in relation to the coupling rod 94b during the first swivel frame deflection. More specifically, this angle is formed at the articulation point between drive body 94a and coupling rod 94b, between the straight line to the axis of rotation of drive body 94a and the straight line to the articulation point between coupling rod 94b and swivel frame 80.
  • the drive body lever arm forms opposite coupling element 94b the second swivel frame deflection has 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.e. the swivel gear 94 does not pass through a 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 worm 98.
  • the third axis of rotation 86 simultaneously forms the lever axis 52 of the finger lever 50.
  • the swivel drive 94 allows the first rotation axis 14 to be adjusted (swiveled) by swiveling or holding the swivel frame 80.
  • the length of the swivel frame 80 (distance between the swivel axis of the swivel 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, greater than that Length of coupling rod 94b (distance between its two points of articulation).
  • the length of the coupling rod 94b is greater, preferably at least by a factor of 2, 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 a factor 2 greater, than the distance between the axis of rotation of the drive body 94a and its outer contour (radially to the center of the teeth).
  • Fig. 6 shows diagrammatically the stroke height of the valve 70 as a function of the actuator deflection of the swivel actuator 92 (number of revolutions of the shaft of the servomotor).
  • the solid line shows the lifting height for the in Figures 4a-5 shown valve train according to the invention with variable transmission ratio.
  • the dashed line shows the lifting height for an otherwise analog valve train, which has a slew gear with a constant transmission ratio, as in Fig. 3 is shown as an example.
  • the dashed line also shows a non-linearly increasing lifting height with initially low and then increasing gradient. This course is essentially due to the design of the rocker arm contour 54, but not to the (constant) transmission ratio of the swivel gear. Comparing the two in Fig. 6 The curves shown can clearly be seen that in the valve train according to the invention (solid line) the initial slope is increased with a small valve lift, but is more limited with a larger valve lift. This at least partially compensates for the strong non-linearity (dashed curve) caused by the design of the rocker arm contour 54, so that fluctuations in the slope of this curve are reduced as a result. As a result, the swivel gear described herein leads to a more stable and balanced behavior of the valve train.
  • the (variable) transmission ratio of the swivel gear 94 is selected such that the swivel frame 80 with 5 to 30 revolutions, preferably with 7 to 20 revolutions of the swivel actuator (shaft of the servomotor) 92, is assigned a minimum lifting height Swivel frame deflection can be guided to the swivel frame deflection associated with a maximum lifting height.
  • the worm 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 has an actuation system for periodically opening and closing a (ie, at least one) valve.
  • the actuation system comprises a (in particular rigid) pivot frame which is pivotably mounted about a pivot axis (for example in the cylinder head); a first drive means rotatably mounted in the pivot frame about a first axis of rotation; a valve actuation gear for transmitting the rotational movement of the first drive means into a stroke movement for actuating the valve such that if the position of the first axis of rotation changes due to the pivoting of the pivot frame, a stroke height (optionally also one or more other aspects of the valve stroke, i.e.
  • the valve drive further comprises a swivel drive for swiveling the swivel frame around the swivel axis with a swivel actuator and a swivel gear (between the swivel actuator and the swivel frame).
  • the swivel gear comprises a worm gear, a rotatable drive body driven by the swivel actuator by means of the worm gear, and a coupling rod arranged between the drive body and the swivel frame.
  • the slew gear has a non-constant gear ratio.
  • the transmission ratio is defined as the ratio of the differential swivel frame deflection of the swivel frame to the differential actuator deflection of the swivel actuator; non-constant means that the transmission ratio varies in particular as a function of the actuator deflection of the swivel actuator.
  • the transmission ratio preferably depends in such a way on the actuator deflection (e.g.
  • the transmission ratio is greater at a first swivel frame deflection associated with a lower lifting height (e.g. swivel angle of the swivel frame from the minimum position) than the transmission ratio in the case of a second swivel frame deflection associated with a larger lifting height.
  • the swivel drive is preferably operatively coupled to a gas command transmitter in order to pivot the swivel frame, and thus change the position of the first axis of rotation, as a function of a gas command (and possibly other influencing variables) given by the gas command transmitter.
  • Embodiments of a valve train according to the invention can have, for example, one or more of the following advantages:
  • the non-constant transmission ratio of the swivel gear allows the valve train to be adjusted to the respective operating conditions.
  • a lower lifting height for example, a larger transmission ratio can be set be so that the swivel frame can be quickly adjusted even with a slight actuator deflection of the swivel actuator.
  • a larger lifting height however, the problem arises that the valve train is exposed to stronger vibrations due to the greater deflection and acceleration of the valves and has to exert higher counterforces.
  • a reduced transmission ratio contributes to the fact that such vibrations and forces are less transmitted back to the swivel actuator or can be better absorbed by the swivel actuator.
  • the worm gear also helps to ensure good transmission of the movement from the swivel actuator to the swivel frame and, on the other hand, to ensure sufficient stability against vibrations and return forces.
  • both the variable transmission ratio and the worm gear allow an adequate and, above all, sufficiently stable drive of the swivel frame to be produced, with at the same time justifiable requirements for the swivel actuator.
  • the bearing of the first drive means can be held in a stable manner relative to the cylinder head despite the forces acting thereon even with a large lifting height.
  • the coupling rod arranged between the drive body and the swivel frame enables the variable transmission ratio. In addition, it allows efficient and low-friction movement transmission and thus also helps to keep the requirements on the swivel actuator low, while at the same time maintaining the flexibility in the arrangement and movement of the swivel frame.
  • the coupling of the adjustment screw 98 to the swivel actuator 92 is described in more detail below.
  • the swivel actuator 92 is formed by a servomotor with a rotating shaft 99.
  • the adjusting screw 98 has an axially extending opening, into which the shaft 99 of the servomotor 92 is inserted.
  • the shaft 99 engages in the inside of the opening in such a way that a rotational movement of the shaft 99 is transmitted to the adjustment screw 98.
  • FIG 13a and 13b A possible embodiment of such a coupling that is form-locking with respect to rotation is shown in FIG 13a and 13b shown. It shows Fig. 13b a section through the plane Aa of 13a .
  • An axial (end) section of the shaft 99 has a non-rotationally symmetrical recess, and a driver element 99a fastened to the adjusting screw 98 extends into this recess in this way and thereby produces a rotationally positive coupling to the shaft 99.
  • the shaft 99 has a flat side surface at the recess, and the driver element 99a is designed as a driver pin.
  • the driver pin 99a is inserted (and preferably inserted) into the opening of the adjusting screw 98 in such a way that the driver 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 (in relation to axial forces or axial movement) between the adjusting screw 98 and the shaft 99 is possible.
  • the adjusting screw is further connected by a rotary bearing 95 (see Fig. 5 , 13a, 13b ) coupled to the cylinder head 6.
  • the coupling can take place either directly or indirectly via a rigid intermediate link.
  • the rotary 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.
  • This coupling in the axial direction is achieved by an axial securing body 95a.
  • the axial securing body 95a is in 13a designed as a ring.
  • the axial securing body 95a engages in the cylinder head 6 on one side (outside of the ring) and engages in the adjusting screw 98 on another side (inside of the ring).
  • the engagement is in each case positive in relation 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 axial securing body 95a and adjusting screw 98 - permits relative rotational movement about the axis, so that the adjusting screw 98 can be rotated relative to the cylinder head 6.
  • Another advantage of the coupling described here is that the swivel drive is less sensitive to thermal expansions, since these can be absorbed due to the axial play. This is a relevant advantage especially for a valve train arranged in the area of the cylinder head.
  • the heat transfer from the cylinder head to the servomotor is reduced in the coupling described here, so that the servomotor is better protected against overheating.
  • This advantage can be increased by arranging the servomotor 92 in a thermally insulating housing (e.g. plastic housing).
  • a variable valve drive 2 for actuating a valve 70 of an internal combustion engine comprises: an actuation system for periodically opening and closing the valve 70.
  • the actuation system comprises a pivotable about a pivot axis 24 (for example in the cylinder head or an element rigidly connected to the cylinder head) mounted swivel frame 80; a first drive means 16 mounted rotatably about a first axis of rotation 14 in the swivel frame 80; a valve actuation gear 4 for transmitting the rotational movement of the first drive means 16 into a stroke movement for actuating the valve 70 such that when the position of the first axis of rotation 14 changes due to the pivoting of the swivel frame 80, a valve lift for the valve 70 is adjusted.
  • the valve drive further comprises a swivel drive 90 for swiveling the swivel frame 80 about the swivel axis 24 with a servomotor 92 and a swivel gear 94, which swivel gear 94 is driven by the servomotor 92 for adjusting the swivel frame 80.
  • the swivel gear 94 comprises a worm gear 98a with an adjusting screw 98, the adjusting screw 98 being driven via a shaft 99 of the servomotor 92 to adjust the swivel frame 80.
  • the shaft 99 of the servomotor 92 is coupled to the adjusting screw 98 in such a way that a rotational movement from the shaft 99 to the Transfer worm 98 to transmit, but allow a play between shaft 99 and worm 98 in relation to axial forces.
  • the adjusting worm 98 is coupled to a stationary (i.e. not co-rotatable) element in order to derive axial forces acting on the adjusting worm 98 to the stationary element (in particular essentially without knocking onto the shaft 99 of the servomotor).
  • the scroll auger 98 is rotatable but is fixedly supported on the stationary member with respect to axial movement. Adjusting screw 98 is preferably mounted in this way by means of a rotary bearing.
  • the stationary element is part of the cylinder head or an element rigidly connected to the cylinder head.
  • the valve train can comprise an axial securing body 95 a for coupling, with respect to axial movement, the adjusting worm 98 to the stationary element 6.
  • the axial securing body 95a can engage in the adjusting worm 98 and in the stationary element 6 in a form-fitting manner with respect to axial movement.
  • the axial securing body 95a can be designed as a ring and / or engage on the outside in the stationary part 6 and engage on the inside in the adjusting screw 98.
  • the shaft 99 of the servomotor 92 is axially displaceable and is positively coupled to the adjusting screw 98 with respect to rotation.
  • the shaft 99 of the actuator 92 thus engages an inside of an opening axially in the adjusting screw 98 to couple rotational movement and to allow axial play, and an outside of the adjusting screw 98 is coupled to the stationary element to absorb the axial forces.
  • the valve train can further comprise a non-rotationally symmetrical driver element 95a for coupling the rotational movement.
  • the driver element 95a can be attached to an inner wall of the opening of the adjusting screw 98.
  • the driver element 95a can be positively coupled with respect to rotation to a non-rotationally symmetrical recess in the shaft 99.
  • the worm gear 98a has a toothed segment which is driven by the adjusting worm 98 and which is coupled to the pivoting frame 80 for adjusting the pivoting frame 80.
  • the axial securing body 95a is designed to be essentially rotationally symmetrical about the axis on the side coupled to the adjusting screw 98 (here: inner side).
  • the engagement described here is preferably an engagement of the axial securing body 95a in a recess on a surface of the adjusting screw 98 or the cylinder head 6 contacting the axial securing body 95a.
  • an intermediate member rigidly connected to the cylinder head is also regarded as belonging to the cylinder head 6.
  • the shaft 99 extends into an opening (in particular a blind hole) of the adjusting screw 98 and is positively coupled to the adjusting screw 98 in this opening with respect to rotational movements.
  • the coupling can take place through a non-rotationally symmetrical inner wall of the opening and / or a non-rotationally symmetrical driver element 95a.
  • the adjusting screw 98 is supported 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 preferably designed in order to stabilize the adjusting screw 98 against tilting of its central axis.
  • the adjusting worm is supported in a stabilized manner against tilting of its central axis.
  • the valve train includes a damping element for generating static friction with respect to the rotational movement of the adjustment screw 98.
  • FIG. 7 Another valve train 2 according to the invention for a V2 engine will now be described.
  • Fig. 7 8th this valve train is shown at a high lifting height; in Fig. 9 at low lifting heights.
  • the valve train 2 comprises two partial drives 2-1 and 2-2, each for an inlet valve 70-1 and 70-2 and an outlet valve 78-1 and 78-2.
  • Each of these partial drives is assigned its own cylinder bank (with its own combustion chambers), so that the intake valves 70-1 and 70-2 are assigned to different combustion chambers.
  • each of the partial drives 2-1 and 2-2 has a swivel frame 80-1 or 80-2, and by swiveling the swivel frame 80-1 or 80-2 the position of the respective (first) axis of rotation 14-1 or 14-2 are changed, whereby the valve stroke, more precisely the lifting height, of the respective valve 70-1 or 70-2 is adjusted.
  • a common swivel drive 90 is provided in the valve train 2 for the swivel frames 80-1 and 80-2 of both sub-drives 2-1 and 2-2.
  • the swivel drive 90 is equipped to jointly swivel or hold both swivel frames 80-1 and 80-2 about their respective swivel axes 24-1 and 24-2, and thus the valve lift of the valves 70-1 and 70-2 to control together and in the same way.
  • the swiveling or holding of both swivel frames 80-1 and 80-2 takes place in the same way (mirror image by the same angle) in order to control the valve lift of the valves 70-1 and 70-2 together and in the same way (see Fig. 7 and Fig. 9 for two different swivel states of swivel frames 80-1 and 80-2).
  • the common swivel drive 90 comprises a common swivel actuator 92 and swivel gear 94-1 and 94-2.
  • the swing gear 94-1 transmits movement of the swing actuator 92 into a swing movement of the swing frame 80-1
  • the swing gear 94-2 transmits the movement of the swing actuator 92 into a swing movement of the swing frame 80-2.
  • the swivel actuator 92 has a servomotor 91 and two shaft ends 99-1, 99-2 on opposite sides of the servomotor 91.
  • the first swivel gear 94-1 couples the first shaft end 99-1 to the first swivel frame 80-1 for swiveling
  • the second swing gear 94-2 couples the second shaft end 99-2 to the second swing frame 80-2 for swinging.
  • the two shaft ends 99-1, 99-2 preferably belong to a common (one or more pieces) continuous shaft, that is to say rotating as a whole, of the servomotor 92.
  • the swivel gear 94-1 and 94-2 are also like that in each Figures 4a-5 shown swivel gear 94, and the above description of this swivel gear and related general aspects also apply to the swivel gear 94-1 and 94-2 accordingly.
  • the swivel gears 94-1 and 94-2 have the following elements from the drive side to the output side: a first worm gear with a first adjusting screw 98-1 or driven by the first or second shaft end 99-1, 99-2 98-2, a rotatable drive body 94a-1 or 94a-2 and a coupling rod 94b-1 or 94b-2.
  • the first and second adjustment screws 98-1, 98-2 are opposed, i.e. one is left-handed and the other right-handed. This arrangement makes it possible to transmit a counter-rotating movement of the shaft ends 99-1, 99-2 (such as in the case of a continuous shaft) into a similar pivoting 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 screw 98-1 (98-2), so that a rotational movement is transmitted; and on the other hand, an axial play between the adjusting screw 98-1 (98-2) and shaft end 99-1 (99-2) is possible.
  • this arrangement offers particular advantages since it allows a change in length between the two adjusting screws 98-1 and 98-2 or between the two bearings 95-1 and 95-2. Such a change in length can take place, for example, due to the thermal expansion of the motor section connecting the two valve drives.
  • the axial play allows such and other thermal fluctuations in the area of the swivel actuator to be alleviated particularly efficiently.
  • the adjusting screw 98-1 (98-2) is coupled to the cylinder head (not shown) by a rotary bearing 95-1 (95-2).
  • the pivot bearing 95-1 (95-2) allows rotation between the adjusting screw 98-1 (98-2) and the cylinder head, but couples them firmly to the cylinder head with respect to axial movement.
  • the pivot bearing 95-1 (95-2) is analogous to that in Fig. 5 shown pivot bearing 95, with the difference that the pivot bearing 95-1 (95-2), however, at a position of the adjusting screw 98-1 (98-2) distal with respect to the servomotor 92. This arrangement allows the two sub-drives 2-1 and 2-2 to be arranged closer to one another and thus contributes to a more compact geometry of the V2 engine.
  • Fig. 8b showing an enlargement of a detail Fig. 8a shows in detail the coupling between the first shaft end 99-1 and the adjusting screw 98-1.
  • the coupling takes place through a hollow intermediate piece 99b, which is inserted on its inside (on the drive side) onto a shaft piece of the shaft 99 and on its outside (on the drive side) into an opening of the adjusting worm 98-1.
  • the intermediate piece 99b can be regarded as part of the shaft end 99-1.
  • the intermediate piece 99b is chamfered on its inside such that the inside opens on the drive side, and chamfered on its outside such that the outside tapers on the driven side. This ensures the rotational form fit even with a slight angular error (relative inclination of the axis of rotation on the input and output side relative to the intermediate piece 99b, e.g. by up to 3 °).
  • 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 section 99a is positively coupled to the rest of the shaft 99, but can still be unlocked and laterally removed after unlocking.
  • the servomotor 92 can be removed by tilting it away from its axis.
  • the servomotor 92 can be removed in a simple manner, for example for maintenance purposes, without removing further parts.
  • section 99a also serves for the basic setting of the valve drive, since after the valve drive has been assembled, it can only be locked if both swivel frames 80-1 and 80-2 have been brought into the same swivel state (same deflection).
  • valve train is particularly advantageous in an engine with at least two cylinder banks, so that the first and second sub-trains 2-1, 2-2 are each assigned to one of the cylinder banks.
  • the cylinder bank can comprise a single cylinder or several cylinders lined up in the cylinder bank.
  • the valve train can be used for an engine with any bank angle between 0 ° and 180 °, a bank angle of 50 ° -180 ° being particularly advantageous.
  • the valve train can be used particularly advantageously for a V or W engine.
  • a shaft 99 connects the two shaft ends 99-1, 99-2.
  • the connection can establish a rotational form fit between the two shaft ends 99-1, 99-2.
  • the shaft 99 is designed to ensure the rotational form fit even with an angular error of at least up to 3 °.
  • the intermediate piece can be inserted on the inside of a first shaft piece of the shaft and on the outside of it on another shaft piece of the shaft or on the adjusting worm. The inside can open towards the first shaft piece and the outside can 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 to one another or a shaft end with an adjusting worm driven by this shaft end), the shaft having a rotationally positive connection between the two shaft ends 99-1, 99 when the unlocking mechanism 99a is locked -2 (more precisely between the adjusting screws driven by the shaft ends), and when the unlocking mechanism 99a is unlocked, the rotational form fit is released.
  • the unlocking mechanism 99a can be produced, for example, by a screw that either creates or releases a frictional connection.
  • the first and the second adjusting screws 98-1, 98-2 are opposed, that is to say one is left-handed and the other is right-handed.
  • first and the second swivel gear 94-1, 94-2 are mirror images and / or built on opposite sides of the actuator 92.
  • At least one of the first and second shaft ends 99-1, 99-2 can be coupled to the corresponding one of the first and second adjusting screws 98-1, 98-2 in such a way that a rotational movement from the shaft end 99-1, 99-2 to the adjusting screw 98-1, 98-2 to transmit, but to allow a play between the shaft end 99-1, 99-2 and the adjusting screw 98-1, 98-2 in terms of axial forces.
  • Every further aspect described here with respect to such a rotational coupling or axial decoupling can also be used for one or both of the shaft ends 99-1, 99-2.
  • valve drive has a mechanical control system 100 for the swivel frame 80.
  • Fig. 11a shows a section through the plane AA in Fig. 10 ; 11b and 11c show enlarged sections of Fig. 11a .
  • the control system 100 is used for control via a cable pull, which transmits a rotary movement to a cable pull holder 102.
  • the cable pull receptacle 102 is non-positively connected to an adjusting element 105 via an intermediate spring 104 (via further elements such as a driver).
  • the adjusting element 105 can be rotated together with an adjusting shaft 105a and an adjusting crank 105b.
  • the adjusting crank 105b drives the swivel 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 element (with respect to the rotation), wherein a locking direction of the backstop mechanism is directed to a movement of the adjusting element 105 into a lifting height lock decreasing direction.
  • the backstop mechanism 112 comprises a backstop element 112a, which can also be rotated with the adjusting shaft 105a, and a counter element (not shown) which is fixed with respect to rotation, for example fixedly attached to the cylinder head.
  • a release mechanism 117 is also provided for releasing the backstop mechanism 112.
  • control system 100 of the 10 to 12b serves to illustrate some further general aspects described below, which can also be combined accordingly with further aspects and embodiments.
  • variable valve train 2 includes an actuation system for periodically opening and closing the valve (70) as described herein, and a control system 100.
  • the control system 100 comprises a gas position control element 102, the position of which can be changed as a function of a gas command; a movable adjustment element 105 which is coupled to the bearing body 80 in such a way that the position of the first axis of rotation 14 is changed by a movement of the adjustment element and the valve stroke is thus adjusted; and a non-positive element 104, which non-positively connects the gas position control element 102 to the adjusting element 105.
  • the adjusting element 105 can be biased in a direction reducing the lifting height by means of a return spring 106.
  • the adjustment element 105 can be coupled to a fixed element 112b by means of a releasable backstop mechanism 112a, wherein a locking direction of the backstop mechanism is directed in order to block a movement of the adjustment element in a direction reducing the lifting height.
  • the backstop mechanism 112a may include a backstop element 112a rotatable with the adjustment member 105.
  • the backstop mechanism can include a one-way clutch 113b defining the freewheeling direction and the locking direction, the one-way clutch 113b coupling the adjusting element 105 to a lockable or stationary backstop body 113a.
  • the one-way clutch 113b can be designed as a sleeve clutch, which surrounds an adjusting shaft 105a of the adjusting element 105.
  • the coupling rod 87 is connected at its first end 87a (on the drive side) to a drive body, such as the adjusting crank 105b, and is connected at its second end 87b (on the drive side) to the swivel frame 80.
  • the connection is made via swivel joints 210, 220.
  • At least one of the rotary joints 210, 220 has a static friction mechanism for the controlled increase in static friction of the respective rotary joint 210, 220.
  • a possible configuration of the swivel joint 210 at the first end 87a of the coupling rod 87 with static friction mechanism 214 is shown, for example, in FIG Fig. 11c shown.
  • the swivel joint 210 comprises a bearing pin 212.
  • the bearing pin 212 is inserted through openings in 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 adjusting crank 105b and the coupling rod 87 against one another in order to generate static friction.
  • the preload element 215 presses a surface of the adjusting crank 105b surrounding the bearing pin 212 against a corresponding surface of the coupling rod 87 with a preload dimensioned in such a way that on the one hand a relevant and reproducible static friction is generated, and on the other hand a rotation of the swivel joint 210 is possible by the control system 100 remains.
  • the prestressing element 215 can 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 prestressing of the elements arranged between the shoulder surfaces.
  • the left shoulder surface is formed by the bolt head 213 of the bearing pin and the right shoulder surface by the axial locking ring 218.
  • the static friction mechanism 214 can comprise a thrust washer 216, approximately directly adjacent to the shoulder surface or to the axial locking ring 218.
  • Fig. 11b shows an analog design for the second pivot joint 220 between the second end 87b of the coupling rod 87 and the swivel frame 80.
  • the Swivel frame designed fork-like with two end pieces 80a, 80b, and the second end 87b of the coupling rod 87 is arranged between the end pieces 80a, 80b of the swivel frame.
  • the swivel joint 220 comprises a bearing pin 222; the bearing pin 222 is inserted through openings in both end pieces 80a, 80b of the swivel frame and the second end 87b of the coupling rod 87.
  • the static friction mechanism 224 is formed by a biasing element 225, which biases at least one end piece 80a of the swivel frame and the coupling rod 87 to produce static friction against one another.
  • the prestressing 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 prestressing of the elements arranged between the shoulder surfaces.
  • the left shoulder surface is formed by a pin shoulder 223 of the bearing bolt and the right shoulder surface by the axial locking ring 228, which is held in place by a holding element 229.
  • the static friction mechanism 224 can comprise a thrust washer 226, approximately directly adjacent to the pin shoulder 223.
  • first swivel 210 Fig. 11c
  • second swivel joint 220 Fig. 11b
  • the static friction mechanism 224 can be attached anywhere between the two pin shoulders.
  • the control system 100 of the valve train can also include a static friction mechanism 108.
  • the static friction mechanism 108 comprises a biasing element 108, which biases a movable part 113a of the control system against a stationary part 109 for generating static friction.
  • the movable part 113a is preferably arranged on the drive side of the coupling rod 87.
  • the movable part 113a can be rotated at least in one direction of rotation with the adjusting element 105 or forcibly carried along.
  • the movable part 113a can 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 element 108 is designed as an axial spring.
  • a plate spring or a comparable element can also be used.
  • the axial spring 108 is arranged between the part 113a and a shoulder surface of the adjusting element 105.
  • the static friction mechanisms 108, 214, 224 contribute to the fact that the swivel frame 80 is kept stable even under high loads, in particular vibrations in the non-blocking direction of rotation of the freewheel. Even if these static friction mechanisms 108, 214, 224 are common and in the embodiment of 10 to 12b have been shown, they can also be provided independently of one another and in any other embodiment, including those with an electric drive and / or worm gear for the swivel drive. There, a static friction mechanism, an adjusting screw 98 ( Fig. 5 ) preload against a stationary part.
  • the static friction mechanism 108, 214, 224 has a particularly advantageous effect due to synergy effects in the swivel transmission with variable transmission ratio described here.
  • the detail shown includes the partial drive 2-1, 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 together form a stop which limits the deflection of the swivel frame 80-1 in the direction of the small valve opening.
  • the counter stop element 93b-1 can be fixed in place (directly or indirectly) on the cylinder head.
  • the counter stop element 93b-1 (for example mechanically, hydraulically or electronically) can be adjustable, for example in order to define a variable minimum (idle) valve opening and thus a basic idle speed of the engine.
  • stop element 93a-1 can also be attached to the swivel frame 80-1 or to another part of the swivel gear 94-1.
  • An analog stop and counter stop element can also be used in the embodiment of Figures 4a-5 be provided.
  • Such a stop can only be provided on one cylinder head or on several (two) cylinder heads.
  • a further or alternative pair of stop and counter-stop element can also provide a stop which limits the deflection of the swivel frame 80-1 in the direction of the large valve opening and thus defines a maximum stroke.
  • a variable valve drive for actuating a valve of an internal combustion engine comprises: an actuation system with a valve actuation gear for actuating the valve and with a pivot frame pivotally mounted about a pivot axis (in the cylinder head), with a valve lift for the valve due to the pivoting of the pivot frame is adjusted; a swivel drive for swiveling the swivel frame around the swivel axis with an actuator and a swivel gear, which swivel gear is driven by the servomotor for adjusting the swivel frame.
  • the servomotor is mounted on a plastic motor mount.
  • the plastic motor mount is arranged in order to provide thermal insulation of the servomotor from the combustion chamber or the valve train, and can, for example, surround the servomotor like a housing.
  • the plastic preferably has a thermal conductivity of less than 20 W / k ⁇ m, more preferably less than 10 W / k ⁇ m, and particularly preferably less than 2 W / k ⁇ m or even less than 1 W / k ⁇ m , and / or a modulus of elasticity of less than 20 GPa, preferably of less than 10 GPa or even less than 5 GPa.
  • one or more stop element (s) and counter-stop element (s) are provided as described above.
  • a method for controlling the valve train according to the invention or an internal combustion engine includes moving a throttle control based on a gas command; (at least partially) transfer of the movement of the gas position control element through the force-locking element to the adjustment element, so that the adjustment element is moved; Transmission of the movement of the adjustment element by coupling to the bearing body, so that the position of the first axis of rotation is changed and the valve stroke is thus adjusted.
  • the method preferably operates according to any of the optional aspects described herein, for example the actuator that is set up for adjusting the position of the stop pin is preferably actuated as a function of an engine speed of the internal combustion engine.
  • valve train is configured for a motorcycle engine or the internal combustion engine is a motorcycle engine. According to a further aspect, a motorcycle with such an internal combustion engine is provided.

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  • General Engineering & Computer Science (AREA)
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Claims (12)

  1. Mécanisme de distribution (2) variable pour actionner une première et une deuxième soupape (70-1, 70-2) d'un moteur à combustion interne, le mécanisme de distribution comprenant :
    - un premier système d'actionnement pourvu d'une première transmission (4-1) d'actionnement de soupape pour actionner la première soupape (70-1) et d'un premier cadre pivotant (80-1) logé de manière pivotante autour d'un premier axe de pivotement (24-1), le pivotement du premier cadre pivotant (80-1) réglant une levée de soupape pour la première soupape (70-1), caractérisé par
    - un deuxième système d'actionnement pourvu d'une deuxième transmission (4-2) d'actionnement de soupape pour actionner la deuxième soupape (70-2) et d'un deuxième cadre pivotant (80-2) logé de manière pivotante autour d'un deuxième axe de pivotement (24-2), le pivotement du deuxième cadre pivotant (80-2) réglant une levée de soupape pour la deuxième soupape (70-2) et par
    - un mécanisme de pivotement (90) pour le pivotement commun du premier et du deuxième cadre pivotant (80-1, 80-2) pourvu d'un actionneur de pivotement (92), l'actionneur de pivotement (92) présentant un moteur de réglage (91) et deux extrémités d'arbre (99-1, 99-2) en des côtés opposés du moteur de réglage (91), la première des deux extrémités d'arbre (99-1) étant accouplée au premier cadre pivotant (80-1) en vue du pivotement et la seconde des deux extrémités d'arbre (99-2) étant accouplée au deuxième cadre pivotant (80-2) en vue du pivotement.
  2. Mécanisme de distribution variable selon la revendication précédente, la première et la deuxième soupape (70-1, 70-2) étant affectées à deux rangées différentes de cylindres du moteur à combustion interne.
  3. Mécanisme de distribution variable selon la revendication 2, les soupapes étant agencées pour un moteur en V.
  4. Mécanisme de distribution variable selon l'une quelconque des revendications précédentes, les soupapes (70-1, 70-2) étant des soupapes d'admission et le mécanisme de distribution comprenant en outre deux soupapes de sortie (78-1, 78-2) à chaque fois associées, les soupapes d'admission et de sortie (70-1, 78-1 ; 70-2, 78-2) associées l'une à l'autre étant entraînées ensemble.
  5. Mécanisme de distribution variable selon l'une quelconque des revendications précédentes, les deux extrémités d'arbre (99-1, 99-2) étant des extrémités opposées, reliées de manière solidaire en rotation l'une à l'autre, d'un arbre en une ou plusieurs parties.
  6. Mécanisme de distribution variable selon l'une quelconque des revendications précédentes, le mécanisme de pivotement (90) étant conçu pour faire pivoter le premier et le deuxième cadre pivotant (80-1, 80-2) conjointement et de la même manière autour de leur axe de pivotement respectif (24-1, 24-2) ou pour les maintenir en leur position.
  7. Mécanisme de distribution variable selon l'une quelconque des revendications précédentes, le mécanisme de pivotement (90) présentant une première transmission de pivotement (94-1) pour la transmission d'un mouvement du moteur de réglage (92) en un mouvement pivotant du premier cadre pivotant (80-1) et une deuxième transmission de pivotement (94-2) pour la transmission d'un mouvement du moteur de réglage (92) en un mouvement pivotant du deuxième cadre pivotant (80-2).
  8. Mécanisme de distribution variable selon la revendication précédente, la première transmission de pivotement (94-1) présentant un premier engrenage à vis sans fin pourvu d'une première vis sans fin de réglage (98-1) entraînée par la première extrémité d'arbre (99-1) et la deuxième transmission de pivotement (94-2) présentant un deuxième engrenage à vis sans fin pourvu d'une deuxième vis sans fin de réglage (98-2) entraînée par la deuxième extrémité d'arbre (99-2), la première et la deuxième vis sans fin de réglage (98-1, 98-2) tournant en des sens opposés.
  9. Mécanisme de distribution variable selon l'une quelconque des revendications précédentes, un arbre (99) reliant les deux extrémités d'arbre (99-1, 99-2) de manière telle qu'il existe une coopération de forme en rotation entre les deux extrémités d'arbre (99-1, 99-2), l'arbre (99) étant de préférence conçu pour assurer la coopération de forme en rotation même lors d'une erreur d'angle d'au moins jusqu'à 3°.
  10. Mécanisme de distribution variable selon l'une quelconque des revendications précédentes, un arbre (99) reliant les deux extrémités d'arbre (99-1, 99-2) et l'arbre (99) présentant un mécanisme de déverrouillage (99a), l'arbre réalisant, lorsque le mécanisme de déverrouillage (99a) est verrouillé, une coopération de forme en rotation entre les deux extrémités d'arbre (99-1, 99-2) et, lorsque le mécanisme de déverrouillage (99a) est déverrouillé, la coopération de forme en rotation étant défaite.
  11. Mécanisme de distribution variable selon l'une quelconque des revendications précédentes, au moins l'un des éléments (a) et (b) étant assuré :
    (a) la première transmission de pivotement (94-1) est un premier engrenage à vis sans fin pourvu d'une première vis sans fin de réglage (98-1) entraînée par la première extrémité d'arbre (99-1),
    (b) la deuxième transmission de pivotement (94-2) est un deuxième engrenage à vis sans fin pourvu d'une deuxième vis sans fin de réglage (98-2) entraînée par la deuxième extrémité d'arbre (99-2) et
    au moins l'une parmi la première et la deuxième extrémité d'arbre (99-1, 99-2) étant accouplée à la première et à la deuxième vis sans fin de réglage (98-1, 98-2) correspondante de manière à transmettre un mouvement de rotation de l'extrémité d'arbre (99-1, 99-2) à la vis sans fin de réglage (98-1, 98-2), tout en permettant cependant, pour ce qui est des forces axiales, un jeu entre l'extrémité d'arbre (99-1, 99-2) et la vis sans fin de réglage (98-1, 98-2).
  12. Moteur à combustion interne pourvu d'un mécanisme de distribution variable selon l'une quelconque des revendications précédentes.
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)

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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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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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