EP3887656A1 - Mécanisme de distribution à course variable présentant au moins deux positions de travail - Google Patents

Mécanisme de distribution à course variable présentant au moins deux positions de travail

Info

Publication number
EP3887656A1
EP3887656A1 EP19800987.0A EP19800987A EP3887656A1 EP 3887656 A1 EP3887656 A1 EP 3887656A1 EP 19800987 A EP19800987 A EP 19800987A EP 3887656 A1 EP3887656 A1 EP 3887656A1
Authority
EP
European Patent Office
Prior art keywords
stroke
valve train
valve
working curve
working
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.)
Pending
Application number
EP19800987.0A
Other languages
German (de)
English (en)
Inventor
Giovanni Mincione
Steffen Lohde
Din Wabbals
Sebastian Sperrhacke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP3887656A1 publication Critical patent/EP3887656A1/fr
Pending legal-status Critical Current

Links

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
    • F01L13/0005—Deactivating valves
    • 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
    • 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
    • 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
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • 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
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F02D13/023—Variable control of the intake valves only changing valve lift or valve lift and timing the change of valve timing is caused by the change in valve lift, i.e. both valve lift and timing are functionally related
    • 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
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F01L2013/0068—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "BMW-Valvetronic" type
    • 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
    • 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

  • Variable valve train with at least two working positions
  • the invention relates to a variable stroke valve train for a gas exchange valve of an internal combustion engine and a method for operating a variable stroke valve drive for a gas exchange valve of an internal combustion engine. Due to the increasing requirements for low fuel consumption and low emissions, an increasingly non-greasy operation in the entire engine map is being sought. An application of the Miller combustion process makes an important contribution. The pressure and temperature of the mixture in the cylinder at the time of ignition can thus be reduced in a targeted manner. Due to the correspondingly reducing tendency to knock, an earlier center of gravity of the combustion can be set, for example by means of a variable camshaft control. The corresponding lowering of the exhaust gas temperature leads to a lower need for enrichment.
  • the Miller internal combustion engine is an internal combustion engine named after Miller, in which the fuel is introduced into the intake air during the intake process, which, like the gasoline engine, results in an ignitable mixture in the cylinder.
  • a Miller internal combustion engine In contrast to the gasoline engine, a Miller internal combustion engine is characterized by a fifth work step. For this reason, the Miller internal combustion engine is also referred to as the "five-stroke engine".
  • the inlet valve is already closed during the intake stroke, which leads to an expansion of the mixture until the end of the intake tract.
  • the subsequent compression phase results in lower pressure and temperature in the combustion chamber at the time of ignition, which reduces the so-called knock tendency.
  • the intake valve lift curve must not exceed a certain opening duration. This short opening duration is significantly less than that of internal combustion engines that are operated using the conventional Otto cycle process. This usually leads to a significantly increased boost pressure requirement, which in turn limits the maximum power output.
  • the valve drive device is characterized in that a circular path arranged on a housing part of the internal combustion engine serves as a backdrop with a radius around the axis of rotation of the role of the transmission element of the controlled position-changeable support of the pivot lever, the control path of the pivot lever in the transition region between idle stroke curve and stroke curve with a is formed on a valve clearance in the Ven tiltriebvorraum ramp.
  • a stroke-variable valve train in which the pivoting lever (there called intermediate lever) is pivoted by an eccentric cam which has a storage area, so that it is reliable maximum gas exchange valve acceleration results where it is functionally expedient.
  • control cross-section (area under the valve lift curve) must be maximized for a given maximum opening time.
  • valve accelerations are clearly limited in terms of their maximum, minimum and curve in known valve trains of the type described above.
  • a maximum representable control cross-section and valve lift result from both boundary conditions - valve opening duration and limited valve acceleration.
  • variable-stroke valve train for a gas exchange valve of an internal combustion engine.
  • a stroke-variable valve train for a gas exchange valve of an internal combustion engine is proposed.
  • the internal combustion engine can be, for example, a gasoline engine or a diesel engine.
  • the stroke-variable valve train has a stroke adjustment with a working curve, which can be arranged at least in a first working position to set a partial stroke and in a second working position to set a maximum stroke, where the working curve has a maximum curve curvature in one area.
  • variable valve train has a stroke actuator which has an actuating contour for deflecting the stroke adjustment.
  • variable valve train has a lifting lever which can be deflected by means of the working curve and can thereby set a stroke of the gas exchange valve, wherein in particular the working curve of the deflected stroke adjustment when moving via a contact surface of the lifting lever can set the gas exchange valve.
  • the valve train is set up in the first working position and in the second working position to set the gas exchange valve with at least substantially the same, maximum valve acceleration.
  • the person skilled in the art can use tools known per se for optimizing the topology of drive components.
  • This procedure has proven to be more effective than a trail-and-error procedure, such as would be used, for example, in the iterative adaptation of an adjusting contour of the stroke actuator (for example the cam contour of a cam of the camshaft).
  • the contour of the individual components involved in the movement of the valves is usually influenced indirectly via the movement specifications (e.g. valve lift via cam angle).
  • the approach according to the invention includes the solution to a multivariate problem: in order to design the valve train according to the invention, the valve train must allow at least substantially the same maximum valve acceleration in the two working positions. To do this, the contours of the stroke actuator (actuator contour), the stroke adjustment (including the working curve), and the stroke lever must be coordinated.
  • valves In particular - regardless of the positioning of the working curve in the first or in the second working position - at a certain speed of the stroke actuator (for example the camshaft), the valves must be issued with the same maximum acceleration.
  • the stroke adjustment is an intermediate lever (also called a pivot lever), which on the one hand is slidably mounted on a backdrop of a backdrop and on the other hand has the working curve, the intermediate lever with a second adjusting device being displaceable along the backdrop.
  • an intermediate lever also called a pivot lever
  • the lifting lever there is an intermediate element such as, for example, a roller rocker arm, via which the working curve is operatively connected to the gas exchange valve.
  • a first adjusting device in particular a cam of a camshaft, is used to pivot the intermediate lever about a point close to the link against a spring force of a spring element.
  • a method for operating a stroke-variable valve train for a gas exchange valve of an internal combustion engine which is designed in particular according to an embodiment of the invention.
  • the method has at least the following steps: (i) determining an exhaust gas temperature and / or an expression of at least one other temperature parameter of the internal combustion engine; (ii) determining an operating mode to be switched, in particular a conventional operating mode or a Miller operating mode, as a function of the determined temperature; and (iii) switching the stroke adjustment into the first working position or into the second working position of the working curve as a function of the determined operating mode.
  • the invention is based, among other things, on the following consideration: in conjunction with a variable valve train, the opening period necessary for mill operation should be set at any time.
  • a conventional (non-Miller) operation (Otto cycle) is set with, at least almost, the maximum opening duration, in particular by setting the second working position of the stroke adjustment of the valve train.
  • the exhaust gas temperature and / or other relevant operating temperatures can be determined, for example, by a physical model and / or by a sensor.
  • Valve drives used in the applicant's products make it possible to shorten the opening time required to represent mill operation under conditions close to full load, but this can result in a serious reduction in the valve lift and thus the control cross section.
  • a valve train designed specifically for Millerbe leads to an improved Miller stroke profile. With a comparable opening time, the control cross-section is larger than before.
  • One challenge now is to enable a fully variable valve train designed for mill operation, even for larger control cross sections.
  • the full-stroke profile is also intended to enable non-miller operation with a slight increase in the boost pressure requirement in comparison with the current valve train.
  • valve train in particular is designed so that, for example, clearances and / or other functional aspects enable a higher lift than the maximum lift that can be represented with the Miller opening time.
  • the mill valve lift is not designed as the maximum valve lift of the system, but rather as a partial lift. If the nominal valve stroke is now increased beyond the Miller stroke, the opening duration and the control cross section increase until the functionally maximum stroke is reached. It is crucial, among other things, that the desired stroke adjustment up to the absolute maximum valve lift does not lead to an increase in valve acceleration that exceeds the permissible limits with regard to the course and maximum. Accordingly, the fully variable valve train is designed in such a way that the accelerations in the Miller valve lift range and from there to the absolute valve lift maximum are almost constant at a maximum. This ensures that both a conventional valve lift and a mill valve lift can release the maximum possible control cross-section and are mechanically robust.
  • the person skilled in the art can use known tools for the topology optimization of drive components.
  • the cam contour, the contour of the intermediate lever in the contact area with the cam and on the working curve, and the contact area of the roller drag lever with the working curve must be coordinated.
  • it is advisable to adapt the cam contour so that the existing valve train assembly can continue to be used unchanged in the narrower sense.
  • a valve train adapted in this way has further advantages due to the possibility of setting strokes and opening times above the defined mill valve stroke course.
  • the optimal Miller target opening time can vary.
  • the optimal opening time can now always be set according to these boundary conditions and the resulting operating strategy and always releases the best possible control cross-section.
  • valve train is to be installed as a common part in different engines with different peripherals and / or general operating strategy, this is possible without making changes to the kinematics.
  • the optimal opening time which differs depending on the motor, can be set without hardware changes and always releases the best possible control cross-section.
  • the working curve of the stroke adaptation has a maximum curve curvature in one area, the adjusting contour of the lifting actuator being set up to move the working curve in the first working position and in the second working position at a constant speed, as long as the contact surface of the lifting lever is in contact with the area of the maximum curve curvature of the working curve.
  • the area of maximum curvature is arranged at an edge of the lifting area, in particular the edge of the lifting area is the one which a contact element of the lifting lever on the working curve at the beginning and the lifting process happens.
  • the stroke region has an at least less, in particular not, curved region, which is in particular arranged directly adjacent to the region of maximum curvature.
  • a contact position of the lifting lever with the working curve when reaching the maximum stroke and / or a contact position of the lifting lever with the working curve when reaching the Miller stroke is arranged on the less curved region.
  • the valve train is set up to adapt an actuating point in time of the lift actuator, in particular by means of a variable camshaft control.
  • the engine in particular the engine control, has a sensor-based and / or model-based temperature detection device for detecting an exhaust gas temperature and / or at least one other temperature parameter of the internal combustion engine.
  • the valve train has a control unit for operating the valve train, which is in particular set up to handle different working positions To set the working curve.
  • the control unit can, for example, be part of a superordinate engine control, drive control or vehicle control device.
  • an earlier actuating point in time of the stroke actuator is set, in particular by means of a variable camshaft control.
  • Fig. 1 shows a section through a variable stroke valve train according to a playful embodiment of the invention.
  • Fig. 2 shows diagrams in which for one revolution of the camshaft of the variable valve train according to FIG. 1, the stroke of the gas exchange valve or the speed of the valve deflection or the acceleration during the valve deflection is plotted against a crank angle of the crankshaft when the valve train 1 with a
  • FIG. 3 shows the working curve of the valve train according to FIG. 1.
  • variable stroke valve train 1 shows a section through a stroke-variable valve train 1 in the installed position in a cylinder head 15 for an internal combustion engine, not shown, with a view of a first gas exchange valve actuation unit 3.
  • the gas exchange valve actuation unit 3 is for the actuation of equivalent gas exchange valves 2 intended.
  • the internal combustion engine has four cylinders in series, each with two gas exchange valves 2 having the same effect.
  • the arranged in the cylinder head 15 variable stroke valve train 1 has a stroke adjustment 4, an intermediate lever, which is mounted on the one hand with a non-numbered roller sliding on a slide track 6 of a link 7 and on the other hand has a working curve 8. As can be seen from FIG.
  • the working curve is divided into a base circle area Bg and a stroke area Bh, the work curve 8 having an area BKmax with a constant maximum curvature Kmax at least in part of the stroke area Bh.
  • the stroke region Bh has no or at least a lesser curvature.
  • the working curve 8 is connected via a lifting lever 9, a roller finger follower, with egg nem gas exchange valve 2 in such a way that the gas exchange valve 2 can be deflected along the drawn axis into a certain stroke h with a speed v and an acceleration a.
  • the roller rocker arm 9 is supported on the one hand on a shaft of the gas exchange valve 2 and on the other hand on a play compensation element 5, a hydraulic play compensation element.
  • a stroke actuator 10 also referred to as first actuating device 10
  • the positioning contour NK is defined by a radius profile around the pivot point of the cam 10 along the circumferential direction U10.
  • the intermediate lever 4 can be displaced with a second adjusting device 13, an eccentric disk of an eccentric shaft, along the slide track 6 via the roller supporting the intermediate lever 4 on the slide track 6.
  • a first working position A 1 for one Miller operation as well as a second working position A 2 for normal operation.
  • the eccentric contour is defined by a radius profile around the pivot point of the eccentric along the circumferential direction U13.
  • the second adjusting device 13 thus has a zero setting point for a zero stroke, a second setting point for partial stroke and a third setting point for a full stroke of the gas exchange valve 2.
  • Each set point is represented by a curve point of a segment of a circle of the eccentric disc, d. H. when the second actuating device 13 is rotated, the position of the intermediate lever 4 is shifted along the slide path 6, as a result of which a gas exchange valve stroke, which is effected by a rotation of the stroke actuator 10, can be changed.
  • Zero stroke means that the gas exchange valve 2 is shut down, which corresponds to a cylinder shutdown.
  • Partial stroke means that the gas exchange valve 2 has a gas exchange valve stroke less than a full stroke, such as in a mill operation.
  • Full stroke means the maximum possible valve stroke.
  • the second adjusting device 13 can also be replaced instead of a cam disc by linear adjusting devices which have different stops or detent devices, corresponding to the zero stroke, the partial stroke and the full stroke of the gas exchange valve 2.
  • the actuation can be electrical and / or mechanically or hydraulically. In the present exemplary embodiment, the actuation is carried out by an electric motor.
  • Stroke adjustment 4 (incl. The working curve 8), and the lifting lever 9 are coordinated with each other.
  • a common software tool for topology optimization of drive components was used for a corresponding adaptation of the valve train.
  • the cam contour NK, the contour of the intermediate lever in the contact area with the cam 10 and on the working curve 8, and the contact area were rich the roller rocker arm 9 matched to the work curve 8.
  • cam contour NK was suitably adapted so that the existing valve train assembly, the gas exchange valve actuation unit 3, can continue to be used unchanged.
  • cam contour NK - i.e. the radius profile of the cam 10 along the circumferential direction U10 - has to be adjusted in order to achieve the corresponding maximum accelerations amax for the person skilled in the art results in the individual case from the application known per se Software tool for topology optimization and from the requirements known in individual cases from the operating strategy of the engine.
  • a conventional (non-Miller) operation is set with, at least almost, the maximum opening duration, in particular by the second working position of the stroke adjustment of the valve train is set. This operating case is shown with solid lines in the diagrams.
  • the upper diagram shows the lower required stroke height hmill during mill operation - compared to the maximum stroke hmax.
  • a variable camshaft control (not shown in FIG. 1) ensures that, based on the crank angle, the largest stroke hmill takes place earlier in miller operation than the largest stroke hmax in normal operation.
  • the middle diagram shows that a lower maximum speed vmill of valve 2 is sufficient for mill operation when compared to the maximum speed vmax during normal operation.
  • a roller of the rocker arm 9 touches the working curve at the point hmill or at the point hmax, depending on the operating mode, that is to say in the area Bn.

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)

Abstract

L'invention concerne un mécanisme de distribution à course variable (1) pour une soupape d'échange des gaz (2) d'un moteur à combustion interne. Le mécanisme présente une adaptation de course (4), en particulier un levier intermédiaire, pourvue d'une courbe de travail (2), qui peut être disposée au moins dans une première position de travail (A1) pour le réglage d'une course partielle (hmill) et dans une deuxième position de travail (A2) pour le réglage d'une course maximale (hmax), la courbe de travail présentant dans une deuxième zone (BKmax) une courbure maximale (Kmax), un actionneur (10) de course, en particulier une came d'un arbre à cames, qui présente un contour de réglage (NK) pour la déviation de l'adaptation de course, un levier de course (9), en particulier un levier de contact à galet, qui peut être dévié au moyen de la courbe de travail et peut ainsi régler une course (h) de la soupape d'échange des gaz, la courbe de travail du dispositif d'adaptation de course dévié, lors d'un déplacement au-dessus d'une surface de contact du levier de course, pouvant régler la soupape d'échange des gaz. L'invention concerne également un procédé pour le fonctionnement d'un mécanisme de distribution à course variable (1).
EP19800987.0A 2018-11-30 2019-11-06 Mécanisme de distribution à course variable présentant au moins deux positions de travail Pending EP3887656A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018130428.5A DE102018130428A1 (de) 2018-11-30 2018-11-30 Hubvariabler Ventiltrieb mit wenigstens zwei Arbeitslagen
PCT/EP2019/080347 WO2020108933A1 (fr) 2018-11-30 2019-11-06 Mécanisme de distribution à course variable présentant au moins deux positions de travail

Publications (1)

Publication Number Publication Date
EP3887656A1 true EP3887656A1 (fr) 2021-10-06

Family

ID=68501609

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19800987.0A Pending EP3887656A1 (fr) 2018-11-30 2019-11-06 Mécanisme de distribution à course variable présentant au moins deux positions de travail

Country Status (5)

Country Link
US (1) US20220090523A1 (fr)
EP (1) EP3887656A1 (fr)
CN (1) CN113039350B (fr)
DE (1) DE102018130428A1 (fr)
WO (1) WO2020108933A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102019133590A1 (de) * 2019-12-09 2021-06-10 Bayerische Motoren Werke Aktiengesellschaft Hubsteller für einen hubvariablen Ventiltrieb mit zwei Arbeitslagen

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DE102015219875A1 (de) * 2015-10-14 2017-04-20 Bayerische Motoren Werke Aktiengesellschaft Steuerwelle zur Einlassventilabschaltung
DE102015013794A1 (de) * 2015-10-22 2017-04-27 Man Truck & Bus Ag Verfahren zum Betreiben einer Brennkraftmaschine, insbesondere eines Dieselmotors
JP6587949B2 (ja) * 2016-01-29 2019-10-09 株式会社オティックス 内燃機関の可変動弁機構
DE102017004782A1 (de) * 2017-05-18 2018-11-22 Man Truck & Bus Ag Verfahren zum Betreiben eines Verbrennungsmotors und Vorrichtung hierzu
DE102017004819A1 (de) * 2017-05-18 2018-11-22 Man Truck & Bus Ag Betriebsverfahren für ein Fahrerassistenzsystem und Kraftfahrzeug

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WO2020108933A1 (fr) 2020-06-04
CN113039350A (zh) 2021-06-25
US20220090523A1 (en) 2022-03-24
CN113039350B (zh) 2023-02-28

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