EP3440322A1 - Ventiltrieb sowie motorbaugruppe - Google Patents
Ventiltrieb sowie motorbaugruppeInfo
- Publication number
- EP3440322A1 EP3440322A1 EP17712765.1A EP17712765A EP3440322A1 EP 3440322 A1 EP3440322 A1 EP 3440322A1 EP 17712765 A EP17712765 A EP 17712765A EP 3440322 A1 EP3440322 A1 EP 3440322A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- valves
- inlet
- actuating
- drive
- 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.)
- Withdrawn
Links
- 230000007246 mechanism Effects 0.000 claims description 7
- 230000007480 spreading Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 9
- 230000008878 coupling Effects 0.000 description 7
- 238000010168 coupling process Methods 0.000 description 7
- 238000005859 coupling reaction Methods 0.000 description 7
- 230000000873 masking effect Effects 0.000 description 7
- 238000002485 combustion reaction Methods 0.000 description 6
- 238000005457 optimization Methods 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- 238000010276 construction Methods 0.000 description 2
- WJOHZNCJWYWUJD-IUGZLZTKSA-N Fluocinonide Chemical compound C1([C@@H](F)C2)=CC(=O)C=C[C@]1(C)[C@]1(F)[C@@H]2[C@@H]2C[C@H]3OC(C)(C)O[C@@]3(C(=O)COC(=O)C)[C@@]2(C)C[C@@H]1O WJOHZNCJWYWUJD-IUGZLZTKSA-N 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 229940052996 vanos Drugs 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
-
- 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
- F01L2013/0078—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 axially displacing the camshaft
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the invention relates to a valve train for an engine of a motor vehicle and an engine assembly.
- Valve trains for an engine of a motor vehicle are known from the prior art, in which a maximum valve lift of at least two valves of a cylinder is adjusted by a common motor setting unit, which has a Versteilwelle with at least one adjusting cam.
- the valves are typically intake valves.
- the valve lift curves of the two valves have a fixed relative coupling due to the common setting unit, so that a valve lift value of the first valve corresponds to a predefined valve lift value of the second valve. Due to the fixed coupling must be made for all operating points necessary compromise.
- a masking is provided on the valve seats of the valves is to produce a targeted directed charge movement.
- This masking is typically done via a one-sided gap that arises due to a certain contour in the area of the valve seats when the valve opens.
- Such masking is shown schematically in FIG. The masking creates a swirl and / or tumble motion of the mass flow.
- valve strokes of the valves are therefore not freely selectable and interdependent.
- valve trains and motor assemblies are known from the prior art, which have no valve lift variability.
- the amount of air supplied to the cylinder is controlled only via a throttling.
- this results in greater charge exchange losses than in the known from the prior art valve trains with valve lift variability. This is apparent from the diagram of Figure 9.
- the object of the invention is to provide a valvetrain and an engine assembly with which optimum combustion with low gas exchange losses can be achieved.
- a valve train for an engine of a motor vehicle with at least two valves as intake valves or at least two independent motor actuators, wherein a first actuator of the at least two actuators is associated with a first valve of the at least two valves and a second actuator of the at least two actuators is associated with a second valve of the at least two valves; Actuators set the maximum valve lift of each valve independently.
- the basic idea of the invention is to decouple the valve lifts of the at least two valves from one another, so that the cycle-specific maximum strokes of the at least two valves can be adjusted independently of one another.
- the valves can be specifically controlled operating point, so that the charge movements of the valves can be optimized.
- the compromise required in the prior art with regard to the operating points in the coupling of the inlet valves of a cylinder is eliminated.
- One aspect provides that the actuators adjust the maximum valve lift of each associated valve continuously and very precisely in order to achieve optimum combustion in the engine.
- the actuators each comprise a motorized actuator and at least one adjusting mechanism which changes the position of the associated valve, in particular the position of a valve element of the valve to its valve seat.
- the mechanical design provides a simple and trouble-free way to set the maximum valve strokes of the valves.
- the adjusting mechanism has at least one adjusting shaft with at least one adjusting cam, which is rotated by the actuator.
- About the adjusting and the adjusting cam rotational movement can be implemented in a simple manner in a translational movement for the displacement of an intermediate lever.
- a change in the stroke can be achieved by the shape of the adjusting cam.
- At the adjusting shaft it may be an eccentric shaft having an eccentric as adjusting cam accordingly.
- the adjusting cam can engage a roller lever driving intermediate lever whose pivot point is displaced by moving the Verstellnockens.
- the displacement of the roller drag lever in the region of its pivot bearing ensures in a simple manner that the maximum valve lift of the associated valve is changed.
- Adjusting the adjusting cam changes the area of the intermediate lever that engages the roller cam follower so that the maximum valve lift is adjusted.
- an actuating unit adjusts the maximum valve lift of a plurality of valves, in particular the maximum valve lift of one valve per cylinder of the engine.
- a single actuator sets the maximum valve lifts of all the first intake valves of all cylinders of the engine.
- the first intake valves of all cylinders are group-wise associated with an actuator so that the actuator adjusts, for example, the maximum valve lift of the first and third cylinders of a four-cylinder engine.
- each individual valve in the engine has an associated therewith actuator that adjusts the maximum valve lift of the valve.
- the maximum valve strokes of the exhaust valves can be adjusted in such a way, for example, to optimize an exhaust gas recirculation, by which an additional charge movement can likewise be generated.
- At least one control-timing setting unit can be provided which adjusts the control times of the valves independently of one another. This allows an operating point-specific variation of the respective opening time and / or opening duration of the valves.
- the control of the valves then includes a further degree of freedom in order to achieve optimum combustion in the engine.
- the timing adjustment unit thus defines, inter alia, the phase position of the maximum valve lift.
- At least one camshaft is provided, with which cooperates the at least one timing adjustment unit, wherein the timing adjustment unit adjusts the relative position of the camshaft, in particular relative to a crankshaft of the engine.
- the valves are coupled modifiable in a simple manner with the crankshaft, whereby the respective control times of the valves can be adjusted, so their phase position.
- control timing adjustment unit comprises at least one variable camshaft spreading adjusting drive.
- an adjusting drive is, for example, a VANOS actuator.
- the one-piece drive can be arranged between the camshaft and a chain drive, wherein it adjusts the relative angular position of the camshaft to the crankshaft in dependence on operating point and environmental boundary conditions.
- two camshafts and two independent timing adjusting units are provided, each having a variable camshaft spreading actuator, wherein a first timing adjusting unit and a first camshaft are associated with the first valve and a second timing adjusting unit and a second camshaft are associated with the second valve in particular, wherein the timing adjustment units are each assigned to one of the two actuators.
- the aspects of a single valvetrain relate to a valvetrain provided on the inlet side or on the outlet side.
- the camshaft has at least one, in particular stepped, switching cam. It can therefore implement a stepped switching solution that allows in particular a valve-individual control.
- the actuators and the timing adjustment units can be controlled in particular relative to each other, wherein the control is decoupled or coupled.
- an engine assembly according to the invention with an engine, at least one cylinder and at least one valve gear according to the invention.
- the aforementioned advantages with respect to the valve train are analogous to the motor assembly.
- the engine assembly comprises a plurality of cylinders, each having at least two intake and / or exhaust valves, each cylinder having a first intake and / or first exhaust valve and a second intake and / or second exhaust valve, and wherein all the first intake or exhaust valves are respectively associated with a first actuator of the at least two actuators and all second intake and exhaust valves are each associated with a second actuator of the at least two actuators such that the at least two actuators adjust the maximum valve strokes of the intake and / or exhaust valves of all the cylinders. It is thus provided an engine assembly, with which the respective intake valves and exhaust valves of the cylinder are each decoupled from each other. The intake valves and exhaust valves and their maximum stroke can therefore be independently controlled or set. This results, as already mentioned, in a high degree of flexibility with regard to the control of the valves, which results in an optimized charge movement or a valve control with a high degree of freedom.
- a plurality of cylinders each having at least two inlet and / or two exhaust valves, each cylinder having a first inlet and / or first exhaust valve and a first exhaust valve second intake and / or second exhaust valve, and wherein the first intake valves or exhaust valves of the cylinder are divided into at least two groups and each group is assigned its own valve train. For example, it is thus possible to form a pairwise activation. In general, a more individual adjustment of the valve strokes is possible, as this happens in groups.
- the degree of individualization can be further increased if a separate valve drive is assigned to each intake valve and / or each exhaust valve of a cylinder. As a result, even a cylinder-individual adjustment is possible.
- both valve trains of the aforementioned type may be provided, wherein the first valve train is an intake valve train having intake valves, and the second valve train is an exhaust valve train having exhaust valves. Accordingly, both the intake valves and the exhaust valves can be controlled independently of each other in a cylinder, in particular their timing and their maximum valve lifts.
- the control unit can be the control of the valves or a charge movement control with which optimum combustion in the engine is to be achieved.
- the control unit uses vehicle-specific data to determine the current operating point of the motor vehicle. Depending on the operating point, the control unit then activates the actuating units and / or the control-time setting units in order to set the maximum valve lifts and control times of the associated valves operating point-specifically.
- the at least one cylinder has, in particular, a cylinder head which has a contour, so that a one-sided gap arises in the region of at least one valve seat of one of the valves when the valve is opened.
- a valve mask which is a predefined support for optimizing the charge movement of the valves.
- a "phasing" can be provided, ie a fixed offset of the valve strokes of the intake or exhaust valves associated with a cylinder.
- FIG. 1 shows a schematic representation of a valve drive according to the invention
- FIG. 2 shows a part of the valve drive from FIG. 1 with a minimum valve lift of the valve.
- FIG. 3 shows the valve drive from FIG. 2 with maximum valve lift of the valve
- FIG. 4 shows a diagram for clarifying the settings of the maximum valve lift
- FIG. 5 shows a diagram for clarifying the shift of the control times and the valve lift
- FIG. 6 shows a schematic representation of a motor assembly according to the invention
- FIG. 7 shows a diagram for clarifying the phasing in the prior art
- FIG. 8 is a schematic representation of the valve masking
- FIG. 9 shows a diagram with two charge curves of two valve drives known from the prior art.
- FIG. 1 shows a valve drive 10 for an engine of a motor vehicle and its valves.
- the Valve train 10 two motorized actuators 12, which are not coupled together.
- Each of the actuators 12 has its own electromotive actuator 14 and an adjusting mechanism 16 which includes an adjusting shaft 18 with an adjusting cam 20 mounted thereon and an intermediate lever 22 engaging on the outside of the adjusting cam 20.
- the intermediate lever 22 is biased by a return spring 24 against a camshaft 44.
- the intermediate lever 22 is driven by the camshaft 44.
- the adjusting shaft 18 may be an eccentric shaft, so that the at least one adjusting cam 20 is an eccentric.
- the intermediate lever 22 also drives a Rollenschlepphebel 26 which actuates a valve 28 having a valve seat 30 and a valve member 32.
- the valve member 32 is coupled to the roller rocker arm 26 via a valve lifter 34.
- the valve member 32 and the valve stem 34 may be integrally formed together. In addition, they are also referred to as valve plate and valve stem.
- a hydraulic valve clearance compensation element is designated.
- the two valves 28, which are each assigned to one of the two actuating units 12, are two inlet valves of a common cylinder.
- the valves 28 are usually arranged one behind the other in the view shown, but shown side by side here for a better overview.
- valves 28 are each part of a valve assembly, wherein the first valve assembly comprises the first valves of each cylinder of the engine and the second valve assembly comprises the second valves of each cylinder of the engine (see also Figure 6 and related description).
- both shown valves 28 may be exhaust valves of the common cylinder of the engine.
- FIGS. 2 and 3 show how one of the two steep units 12 adjusts the maximum valve lift of the respectively associated valve 28 via the adjusting mechanism 16 and the actuator 14. The principle can be transferred to the other actuator 12 in an analogous manner.
- the actuator 14 has a worm shaft 36 which meshes with a worm wheel 38, which is coupled to the adjusting shaft 18, so that the adjusting shaft 18 is thereby driven to rotate.
- the worm wheel 38 is also part of the adjusting mechanism 16.
- one valve timing adjustment unit 40 is provided per valve assembly, which comprises a one-part drive 42, which interacts with a camshaft 44 in each case.
- the one-piece drive 42 is in particular a single-part drive with which a variable camshaft spread is possible, so that a modification of the coupling of the camshaft 44 can take place from a crankshaft, not shown here. As a result, other control times of the associated valve 28 can be adjusted.
- the respective camshaft 44 when adjusted by the corresponding timing adjustment unit 40, engages the intermediate lever 22 in a modified manner since the coupling with the crankshaft is modified.
- the camshaft 44 has at least one stepped switching cam, via which a stepped switching solution can be implemented. With this alternative, it is also possible to form a valve-individual control.
- the position shown in Figure 2 can be used in the idling of the engine, wherein the maximum valve lift is between 0.1 mm and 1 mm.
- the position shown in Figure 3 can be provided at full load, the maximum valve lift is between 5 mm and 15 mm, in particular at 10 mm.
- the two valves 28 each have their own control unit 12 and their own control timing adjustment unit 40, so that the maximum valve lift of the two valves 28 and their control times can be set independently of each other.
- control unit 12 associated with a valve 28 is coupled to the corresponding control timing setting unit 40, so that the adjustment of the corresponding valve 28 takes place in a coupled manner.
- valves 28 shown in FIGS. 1 to 3 are intake or exhaust valves of a common cylinder, which are each part of a valve assembly.
- FIGS. 4 and 5 show how the lift curves of two intake valves 28 can be changed when the respective control unit 12 and / or the respective control timing setting unit 40 is activated.
- the lift curve of a valve 28 designates the stroke that the valve element 32 makes with the valve tappet 34 arranged thereon with respect to the associated valve seat 30. For the sake of simplicity, it is spoken of the valve lift of the valve 28.
- FIG. 4 shows that the actuating unit 12 assigned to a first inlet valve 28 has increased the maximum valve lift of the first inlet valve 28, whereas the control unit 12 assigned to a second inlet valve 28 has reduced its maximum valve lift.
- the stroke curves of the two inlet valves 28, which are changed by the actuating units 12, are each shown by dashed lines in relation to the unchanged stroke curves, which are shown in solid lines. In this way, an operating point-specific adjustment of the two intake valves 28 take place, whereby an optimal combustion in the engine is possible.
- the stroke shown on the left of the outlet is for information only.
- FIG. 5 shows an enlargement of FIG. 4, in which the control valve timing unit 40 assigned to the second inlet valve 28 has additionally been activated. This results in a changed control time of the second intake valve 28.
- the comparison of FIGS. 4 and 5 clarifies that the second intake valve 28 has been actuated earlier than in FIG. 4.
- the control-times setting unit 40 generally results in a further degree of freedom for the operating-point-specific control of the valves 28.
- an engine assembly 46 having a motor 48 having four cylinders 50 in the illustrated embodiment.
- Each of the four cylinders 50 has four valves 28 each, of which two valves are 128 intake valves and two valves 228 are exhaust valves.
- the engine assembly 46 further includes two valve trains 10 each having two actuators 12.
- valves 28 and the valve trains 10 and their parts are provided with special reference numerals for better discrimination in order to allow a better distinction between the inlet side and the outlet side of the motor assembly 46.
- the first valve drive 10 is, for example, an intake valve drive 110, which interacts with the inlet valves 128 of the respective four cylinders 50 via the two actuation units 12.
- the second valve drive 10 is then an exhaust valve drive 210 which cooperates with the respective exhaust valves 228 of the four cylinders 50.
- the engine assembly 46 includes a control unit 52 which is coupled to the two valve trains 10 to control these, in particular the corresponding actuators 12.
- the control unit 52 may be further coupled to other sensors of the motor vehicle, in particular information about the current operating state of To obtain motor vehicle.
- the maximum lift paths of all the first intake valves 128 are adjusted by the first of the two actuators 12 of the first valve train 110, whereas the maximum lift paths of the second intake valves 128 of the respective cylinders 50 are set by the second of the two actuators 12 of the first valvetrain 110 are set. This is evident from the corresponding lines in FIG. 6, with only the connections of the first intake valves 128 to the first control unit 12 of the intake valve drive 110 being shown for reasons of clarity.
- the valve trains 10 may further each have timing adjustment units 40, which are likewise not shown for reasons of clarity in FIG.
- the properties described above with regard to the valve drive 10 according to FIGS. 1 to 3 and the diagrams of FIGS. 4 and 5 can be transferred to the motor assembly 46 in an analogous manner.
- the first intake valves 128 of the four cylinders 50 may each be assigned in pairs to an actuating unit 12 of a first intake valve drive 110, so that a total of two intake valve trains 110 would be provided.
- the setting of the maximum valve lift of the intake valves 128 can be set in pairs and thus even more individually.
- first intake valves 128 of the first and third cylinders 50 are associated with an actuator 12 of a first intake valve train 110, whereas the first intake valves 128 of the second and fourth cylinders 50 of an actuator 12 of FIG associated with the second intake valve drive 110.
- first intake valves 128 of the second and fourth cylinders 50 of an actuator 12 of FIG associated with the second intake valve drive 110.
- each individual inlet valve 128 of the cylinder 50 is assigned to its own control unit 12, resulting in a cylinder-specific adjustment of the respective inlet valves 128.
- FIGS. 7 and 8 show measures known from the prior art for the predefined optimization of the charge movement.
- FIG. 7 shows a diagram of the so-called "phasing" mentioned at the beginning, in which a construction-related and fixed relative offset of the valve lift curves of two valves 28 is provided.
- FIG. 8 shows a masking of two valves 28, by means of which the orientation of the mass flow can be adjusted.
- the corresponding valve seat 30 has a contour 54, via which a predefined gap is formed when the corresponding valve 28 is opened, which has an influence on the flow conditions at the valves 28.
- Both the "phasing" and the masking can be provided with the valve drives 10 in order to additionally or alternatively provide building-related optimizations, which is particularly advantageous if a compromise between construction-related optimization and control engineering optimization of the inflow conditions to the valves 28 is to be achieved.
- FIG. 9 shows a diagram of two charge exchange loops which are achieved by valve drives A, B known from the prior art.
- the charge cycle curve (pressure-volume (PV) curve A is the PV curve of a valve train known in the prior art without valve lift variability
- the charge cycle curve B shows a charge cycle curve of a valve train with valve lift variability known in the prior art
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016205805.3A DE102016205805A1 (de) | 2016-04-07 | 2016-04-07 | Ventiltrieb sowie Motorbaugruppe |
PCT/EP2017/056763 WO2017174353A1 (de) | 2016-04-07 | 2017-03-22 | Ventiltrieb sowie motorbaugruppe |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3440322A1 true EP3440322A1 (de) | 2019-02-13 |
Family
ID=58398182
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17712765.1A Withdrawn EP3440322A1 (de) | 2016-04-07 | 2017-03-22 | Ventiltrieb sowie motorbaugruppe |
Country Status (5)
Country | Link |
---|---|
US (1) | US20190024593A1 (de) |
EP (1) | EP3440322A1 (de) |
CN (1) | CN108699925A (de) |
DE (1) | DE102016205805A1 (de) |
WO (1) | WO2017174353A1 (de) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102017129025A1 (de) * | 2017-12-06 | 2019-06-06 | Pierburg Gmbh | Antriebsvorrichtung zur Verstellung einer Steuerwelle eines vollvariablen Ventiltriebs einer Verbrennungskraftmaschine |
DE102018105359A1 (de) | 2018-03-08 | 2019-09-12 | Man Truck & Bus Ag | Variabler Ventiltrieb mit Schiebenockensystem für eine Brennkraftmaschine |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
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JP3903657B2 (ja) * | 1998-12-02 | 2007-04-11 | トヨタ自動車株式会社 | 筒内噴射式火花点火内燃機関 |
DE10312959B4 (de) * | 2003-03-24 | 2006-10-05 | Thyssenkrupp Automotive Ag | Vorrichtung zur variablen Betätigung der Gaswechselventile von Verbrennungsmotoren |
DE10312958B4 (de) * | 2003-03-24 | 2005-03-10 | Thyssen Krupp Automotive Ag | Vorrichtung zur vairablen Betätigung der Gaswechselventile von Verbrennungsmotoren und Verfahren zum Betreiben einer derartigen Vorrichtung |
US7308872B2 (en) * | 2004-12-30 | 2007-12-18 | Delphi Technologies, Inc. | Method and apparatus for optimized combustion in an internal combustion engine utilizing homogeneous charge compression ignition and variable valve actuation |
WO2006092312A1 (de) * | 2005-03-03 | 2006-09-08 | Hydraulik-Ring Gmbh | Variable mechanische ventilsteuerung einer brennkraftmaschine |
DE112006002254B4 (de) * | 2005-09-27 | 2013-01-31 | Toyota Jidosha K.K. | Verstellbare Ventilbetätigungsvorrichtung und Verfahren zum Einstellen eines Ventilöffnungsbetrags |
CN100363597C (zh) * | 2006-01-19 | 2008-01-23 | 清华大学 | 一种实现汽油机配气相位快速切换的装置及其方法 |
DE102006033559A1 (de) * | 2006-07-20 | 2008-01-24 | Bayerische Motoren Werke Ag | Hubvariabler Ventiltrieb für eine Brennkraftmaschine |
DE102007018917A1 (de) * | 2007-04-19 | 2008-10-23 | Mahle International Gmbh | Brennkraftmaschine |
JP4907416B2 (ja) * | 2007-04-23 | 2012-03-28 | 日立オートモティブシステムズ株式会社 | 内燃機関の可変動弁装置 |
US8061318B2 (en) * | 2007-09-27 | 2011-11-22 | GM Global Technology Operations LLC | Method and apparatus for continuously variable differential phasing of engine valve operation |
EP2157292A1 (de) * | 2008-08-20 | 2010-02-24 | Delphi Technologies, Inc. | Ventilgetriebeanordnung für einen Verbrennungsmotor |
DE102009015639A1 (de) * | 2009-03-23 | 2010-09-30 | Dr.Ing.H.C.F.Porsche Aktiengesellschaft | Brennkraftmaschine und zugehöriges Betriebsverfahren |
DE102010007023B4 (de) * | 2010-01-29 | 2022-11-10 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Brennkraftmaschine |
US8371257B2 (en) * | 2010-03-10 | 2013-02-12 | GM Global Technology Operations LLC | Engine with dual cam phaser for concentric camshaft |
US8347857B2 (en) * | 2010-06-24 | 2013-01-08 | GM Global Technology Operations LLC | Method and device for improving charged engines |
WO2015175286A1 (en) * | 2014-05-12 | 2015-11-19 | Tula Technology, Inc. | Internal combustion engine using variable valve lift and skip fire control |
-
2016
- 2016-04-07 DE DE102016205805.3A patent/DE102016205805A1/de not_active Withdrawn
-
2017
- 2017-03-22 WO PCT/EP2017/056763 patent/WO2017174353A1/de active Application Filing
- 2017-03-22 EP EP17712765.1A patent/EP3440322A1/de not_active Withdrawn
- 2017-03-22 CN CN201780011249.4A patent/CN108699925A/zh active Pending
-
2018
- 2018-09-27 US US16/143,661 patent/US20190024593A1/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
WO2017174353A1 (de) | 2017-10-12 |
US20190024593A1 (en) | 2019-01-24 |
CN108699925A (zh) | 2018-10-23 |
DE102016205805A1 (de) | 2017-10-12 |
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