WO2007085246A1 - Fully variable valve controller for internal combustion engines - Google Patents

Abstract

The invention relates to a device for the continuously variable adjustment and/or regulation of the lift magnitude and of the control times of a gas exchange valve of an internal combustion engine, preferably having a pivotable camshaft. The invention is characterized in that an arrangement of a reference plane/face (2) in a space is determined such that an entire spectrum of a variable lift magnitude of the gas exchange valve (2) can be defined by means of a variably configurable spacing of a rotational axis (31) of the camshaft (12) to the reference plane/face (26), and here, the device (1) is equipped with an intermediate gearing (13) which is compatible with the camshaft arrangement variability, which is capable of control time adjustment and/or regulation and which connects the camshaft (12), which is arranged/mounted in a correspondingly adjustable camshaft support (22), to a rotatably mounted, fixedly arranged intermediate/drive shaft (4) which is drive-connected to a crankshaft of the internal combustion engine.

Description

Fully variable valve control for internal combustion engines

description

It is well known that in the operation of internal combustion engines in addition to ignition and fuel supply concepts also gas exchange organs and including the most widely used in engine Hubventilsteuerungen play the key role. At the beginning of the 1980s, by transferring modern electronics and computer technology into the production of high-volume engines, the engine builders succeeded in drastically reducing exhaust gas emissions initially in petrol engines and later also in diesel engines and continuously improving their efficiency and transient behavior. Initially, however, only the ignition and fuel systems, along with modern intake systems, exhaust systems and other components benefited from the new developmental wave.

Interlinked with each other and monitored and controlled by processors, the components together formed tailor-made, complex and performance-enhancing drive concepts.

The valvetrain with its elements and their arrangement could be continuously and timely communicated with representatives, e.g. Further development of multi-valve technology, overhead camshafts or toothed belt drive.

By contrast, the control principle with fixed valve lift and timing times, which is well over 100 years old, was still valid a few years ago, despite the fact that the first considerations on variable valve timing date back to the turn of the twentieth century, with few exceptions Default.

Regardless, the idea of being able to overcome the old control principle gained more and more importance and many years ago, the developers began to search intensively for a viable alternative.

High participation in the development resulted in large numbers and variety of proposals.

In order to achieve control variability of the stroke and / or the timing, one did not shy away from ideas whose realization effort was often considerable with often limited possibilities. In various ways, the further development was consistently pushed forward. In order to achieve control variability of the stroke and / or the timing, one did not shy away from ideas whose realization effort was often considerable with often limited possibilities.

In various ways, the further development was consistently pushed forward. Solutions with Electrohydraulic and Electromagnetic Action, s.g. free valve controls, which until today could not achieve series maturity for various reasons, have nevertheless made an important contribution to understanding the complex processes during operation of an internal combustion engine with variable lifting and / or timing.

With the help of modern investigation methods it was possible to extensively explore the versatile possibilities of active intervention in the combustion process of an internal combustion engine by changing the valve function and to evaluate their effects in detail.

It was clear that above all the gasoline engines could profit from the existing potential.

With ever-increasing popularity and proliferation of multi-valve technology and the resulting use of two overhead camshafts, the opportunities for variable valve timing applications have also increased significantly.

By such a link it was possible on the one hand to separate the inlet and outlet functions of the valve train from each other, which was essential for the effective implementation of the variable measures, on the other hand could be increased by flow cross-sectional enlargement efficiency again.

All of these important factors together have led some manufacturers, such as Mercedes or Honda, with their solutions went into series and thus initiated a turn. Mercedes implemented a simple solution that was designed only as a timing adjustment of the intake valves.

Between the camshaft and the chain drive gear, a s.g. Phase converters with helical teeth used.

An oil pressure controlled by an electromagnet caused an axial displacement of one of the helical elements and thus also a relative rotation of the intake camshaft to the exhaust camshaft.

Despite its relatively simple construction and simple operation, adapting the system to changing operating conditions was problematic. Because the opening and closing times of the intake valves could only be adjusted together by equal angles in the end positions to early or late, the consequences were sometimes positive, sometimes negative, depending on the engine speed and load.

With the change of the opening times, there were e.g. Forced to change the overlapping / rinsing phase, which led in part to negative effects on the internal exhaust gas recirculation and thus also on the combustion process. In order to keep the negative side effects as low as possible, the intake camshaft had to be moved back and forth several times within the entire speed range and load-dependent.

Despite all the difficulties and modest possibilities of this system Mercedes achieved with a V8 engine significant power and torque increase while improving the exhaust emissions.

With a solution from Honda, the stroke size and the timing of the intake and exhaust valves could be adjusted at the same time, depending on load and speed, with the aid of switchable drag levers.

A change in the control functions was carried out by the change of the available frictional connection between the valve and one of the available cams whose height and arrangement angle was different on the camshaft. With four valves, six cams and correspondingly six rocker arms with two integrated oil pressure-controlled switching mechanisms per cylinder, the cylinder head construction with two overhead camshafts of a four-cylinder in-line engine has been very expensive.

Despite this, Honda achieved the very high specific power of around 100 hp / l in 1989 with the solution known as the 1.6i VTEC engine. Examples such as these have proven the suitability for the series and some advantages of the variable valve controls could be applied and confirmed in everyday practice. But by no means all possibilities had been exhausted and the search for a solution with as many variable valve functions as possible and without any compromises continued.

A practical implementation of a meanwhile clearly defined goal, with which a gasoline engine with valve functions and without throttle valve should be regulated efficiently, was still not possible at this time.

Although the developers were able to foresee in detail the expected benefits, unresolved issues such as stepless adjustment of the stroke size or opening time of the valves set the limits of feasibility and it was at this time not foreseen when and with what means the breakthrough could succeed (book "Mehrventilmotoren" by Gert Hack and Fritz Indra, Motorbuch-Verlag Stuttgart, 1st edition 1991, pages 179-191 and 206-211).

In the following years, nothing fundamental has changed in mass production and the engine manufacturers have relied on proven technology, in particular using the simple principle of timing adjustment. ,

This technology, initially used by Mercedes, has been adopted by other companies and developed in various ways.

Represented by several variants and designs, this camshaft adjustment technology was able to spread dynamically and assume the leading position on the market. Only after the turn of the millennium did Porsche, with a modern boxer engine, refresh the development of variable valve control systems in a new quality. Implemented for the first time with water cooling and four-valve technology, the new Porsche 911 Turbo achieved high performance and high everyday traffic with significantly lower fuel consumption and low exhaust emissions.

The low fuel consumption or the greater torque increase in the lower speed range could be mainly by using a s.g. VarioCam Plus Systems can be achieved on the inlet side, with a switchable bucket tappets, known from DE 199 13 290A1 played a central role.

In contrast to Honda's VTEC engine, the timing and the stroke size could be adjusted independently of each other, which made it possible to implement several tax laws.

The conversion of the camshaft by a phase converter and switching of the stroke by the switchable bucket tappet was operated with oil pressure and there were two timing with early and late position and two stroke sizes with a 3mm small and a 10mm-sized stroke available.

The compensation of the abrupt flow cross-section changes in the switching of the stroke has been taken over by the electrically adjustable throttle as an additional task.

Various switching combinations of the variable functions enabled the development of different control strategies adapted to the respective situation and targeted implementation during operation.

With this variant of the variable valve control, it was possible to intervene much more efficiently in the combustion process and one step closer to the goal of being able to control a gasoline engine throttle-valve-free. However, this extended objective could only be realized with considerable effort. The complicated design of the composite of several parts and responsible for a single valve switchable bucket tappet required a likewise complex and special construction of the cooperating, three-piece inlet cam. In both cases it was necessary to apply increased precision and a special surface treatment.

In addition, in order to integrate the VarioCam Plus technology into the overall control concept, additional oil channels and the expansion of sensors and actuators were necessary. All measures had to be taken into account the rapid processing and utilization of the enlarged, complex amount of data with a new expansion stage of the control unit finally (magazine "MTZ engine technology magazine" year 61 in issue 11/2000 on pages 730-745).

In 2001 BMW managed with the s.g. VALVETRONIC System made a breakthrough in the development of variable valve control technology and for the first time converted a throttle valve-free controlled gasoline engine into series production.

The implementation of this principle was mainly thanks to one known from DE 199 13 742 A1, arranged in the cylinder head of an internal combustion engine device for Hubverstellung a gas exchange valve possible, the fact that the size of the stroke could be adjusted from zero to a maximum of infinitely variable, ^{b a} key role played. This device consists of an intake valve arranged Hubübertragungselement / cam follower / which is in line contact with a valve control track whose profile is composed of a Leerhub- and lift curve, and wherein the two curves form a lower pivotal end of a pivot lever.

Also in line contact is the upper end of the swing lever on the Leerhubkur- venseite with a / a cam / eccentric, a rotatable and fixierbareir control shaft / eccentric shaft and on the Hubkurvenseite between the two lever ends in the upper region of the lower half with a cam parallel to Control shaft arranged camshaft.

The pivot lever hangs on two mutually parallel articulation levers. The two upper bow-shaped Anlenkhebelenden are coaxial and rotatably mounted on the control shaft / eccentric shaft, while the two lower ends are connected by a hinge pin with the pivot lever.

The arrangement of the hinge pin in the pivot lever is defined by a pivot point, which is located in the lower region of the upper half on the Leerhubkurvenseite. A preloaded return spring acts from the Leerhubkurvenseite on the lower end of the pivot lever and ensures its permanent contact with the cam of the camshaft and at the same time by Hebelarmwirkung with the / the cam / eccentric of the control shaft / eccentric shaft.

In order to optimize the interaction and to minimize the frictional forces, the pivot lever is equipped with control shaft / eccentric shaft and camshaft pulley. The valve control track also acts on an integrated in Hubübertragungselement / cam follower roller, which projects upwards and between the two ends of the element, which are formed on one side as a valve operating surface and on the other side as a support surface for a lash adjuster on the other side. The periodic swinging amount of the valve control path of the swing lever is related to the fixed size of the cam elevation curve, and is substantially always the same.

The adjustment of the stroke size is effected by rotation of the control shaft / eccentric shaft with the / the cam / eccentric, which causes a lateral displacement of the upper end and the entire pivoting range of the lower pivot lever end. It can thus specifically a cooperative mode of the control track curve with the role of the Hubübertragungselementes be determined, for a minimum to maximum valve lift a corresponding combination of Leerhubkurve the lift curve, and for a zero stroke, a selective use of Leerhubkurve is adjustable. Upon closer inspection of this device, in particular its mode of operation characterized by a special design, it is noticeable that each stroke quantity is assigned a specific valve duration window and the two values can only be increased or reduced jointly together. It is understandable that the timing of a stroke adjustment process is also affected.

However, since the cam spread can not be adjusted along with this, this is initially to be assessed as a "negative side effect".

For example, comparing a maximum lift period with a minimum lift period of the same valve at a fixed cam spread value, it is inevitable that the valve will open much earlier at the largest stroke and close much later than at the smallest stroke.

Consequently, the difference values between the two opening times and between the two closing times are also expressed in crankshaft angles - so large that it would be possible to guarantee the necessary conditions for an optimal gas exchange process, only a very small range of lifting sizes. At Hubgrößenwerten that are outside of this optimum, the shift of the opening time of the intake valve or possibly also the closing time of the exhaust valve would be too large to be able to form a functional overlapping / purging. The extent of the possible Fehlfunktidnen in this area, for example, when executing a Kleinsthubperiode with a full load / Maximalhub tuned cam spread particularly clear.

This parameter combination represents an extreme situation in which the possibility of forming an overlapping / rinsing phase is completely excluded. Under these circumstances, it will be apparent that the practical implementation of lift variable variability, whether on the intake or exhaust side, is only possible in conjunction with a variably configurable cam spread.

Consequently, by upgrading the valve train with a camshaft adjustment, it is possible to compensate for the functional deficits / "negative side effects" of the stroke adjustment device.

With this necessary extension measure, however, not only the desired correctability of the control times that are so important for the overlapping / flushing phase design are possible, but at the same time also a considerable influence on the partner control time of the inlet or outlet valve considered in each case in this combination. This particular partner timing behavior offers extremely useful features that can be effectively utilized, in particular, as a basis for implementing the "early intake deadline." Following the example, the intake side tuned to full load can be considered an initial state when switching to partial load tuning , which represent changes in the parameters in two separately considered steps.

In the first step, first of all the valve lift size is reduced to meet the requirements, which automatically results in a corresponding reduction in the valve opening duration window size, which in turn consequently leads to an opposite movement of the control times.

In fact, for the first time the opening time is changed to late and the closing time to early.

In the second step, on the other hand, the control times including the cam spread are shifted directly and in the same direction by the camshaft adjuster, whereby in order to restore the optimum for the overlapping / flushing phase design, the opening time is reduced by one talking back correction value is adjusted back to early and because the partner control times are permanently related to a hold constant valve lift, make the closing time adjustment parameters are identical.

This example embodiment clearly shows a special parallel behavior of the closing time shift to the Hubgrößenveränderung, which helps the principle of throttle-free load control to function.

The decisive factor is that a simple reduction of the stroke size follows a double closing time adjustment, which is aligned in the first and second step to early.

Due to this circumstance, the inlet valve can close much earlier and thus also significantly increase the controllability and efficiency of the gas exchange process. Furthermore, in order to avoid the malfunction in a real operating mode with constantly fluctuating load component, it seems particularly appropriate to achieve also transient transition phases, perform the adjustment steps virtually simultaneously and as continuously as possible.

The order of the steps would lose their significance here, but the correction / adaptation logic would remain binding in the entire variability spectrum of the two adjustment systems and be a superordinate control strategy. An application of such a strategy requires a clear pattern of control valve timing and stroke size.

Thus, an intake valve would substantially close later / earlier the greater / lesser its adjusted stroke value is.

The opening time, on the other hand, would tend to keep its position constant in each stroke regardless of the stroke size.

The Hubgrößenverstellvorrichtung and the camshaft adjuster must be classified here as a control actuators, between which there is no direct connection and its settings must be virtually continuously re-coordinated in operation. In addition, this also increases the demands on the adjustment and actuation technology, with more precise speed and flexibility playing a particularly important role.

In order to achieve the required functionality of valve timing variability on the intake side of the new BMW engine in terms of camshaft timing and to ensure residual gas control, the exhaust camshaft must also be adjusted as needed. A so-called double VANOS system is used, in which the rotation of the two camshafts is regulated by a respective vane-cell adjuster loaded with engine oil.

This system allows stepless variation of the intake and exhaust cam spreading in an adjustment range of 60 ° CA ^' and thus also timing adjustment of the intake and exhaust valves according to the selected intake stroke size. On the one hand, the combination of BMW's lift and camshaft adjustment offers unprecedented functionality in the variable valve control technology sector, but on the other hand, it increases the complexity of the overall concept enormously.

In order to realize the control of the two camshaft adjuster and, by an electric motor with worm gear, operable control / eccentric shaft, as well as a still existing, but limited only to auxiliary or emergency functions and excluded in normal operation of the load control throttle, should already in the Development methods completely new paths are taken and worked out. Increasing the number of actuators to four, which governs the gas exchange process, and their specific mode of operation has resulted in a dramatic increase in possible setting combinations, greatly increasing the demands on the engine management system.

For these reasons, it was also necessary to significantly expand the sensors and actuators, as well as the hardware and software, and in view of the new challenges, the engineers had only limited use of the tried and tested and many components had to be redeveloped.

In order to be able to permanently record the very large amount of data from the many network systems / components in question and then evaluate them quickly, and finally to be able to convert them into precise and logically coordinated control commands, also some newly developed data processing methods and calculation models, such as the "inverse sensing model" or the "adaptive physical-neuronal correction model" are applied to the system.

These highly complex structures represent some of the most important functional capabilities of motor control, the ultimate effect of which is the effective mastery of increasing system complexity and the maximum exploitation of the great potential of VALVTRONIC.

In addition, the real implementation of system mechanics must also be seen as a major technical challenge. The structural and design effort is spezieil for the realization of the variable valve lift particularly large.

In the 4-cylinder variant, each of the eight intake valves of the BMW engine needs its own stroke adjustment device whose mode of action and design structure is characterized by complex, geometric relationships.

And to ensure the necessary executability of the smallest and dimensionally accurate valve gates, consequently, the precision standard for the production and assembly of some components would have to be drastically increased.

For example, tolerances must be maintained for the processing of the valve control track of the pivot lever, which are otherwise usual only in a diesel injection plant production.

It should also be noted that it was only possible for the engineers to reliably solve the tasks and problems associated with the implementation of the throttle valve-free load control of a gasoline engine through design-intensive integration of the mechanical engineering, control and regulation technology, as well as the electrical / electronic know-how ,

Thus, by equipping its in-house engine family with VALVETRONIC technology, BMW set new standards for the development and production of new internal combustion engines. In spite of the complexity and complexity of the construction, the pursued optimization goals could be achieved.

For example, With the first 4-cylinder version for the BMW 3 Series Compact model, a significant increase in power and torque is achieved, with two-digit fuel savings at the same time.

In addition, it was also possible to achieve environmentally important peak values for reducing exhaust emissions, as well as other consumer-relevant advantages, such as unusual spontaneity, robust operating behavior, smooth running or excellent cold start behavior.

After the successful introduction of the VALVETRON IC technology in the four-cylinder engines soon followed by eight and twelve-cylinder engines and consequently also the last of the BMW Otto engine family, namely the straight-six engines in 2004, but already with a newly revised stage of development of the VALVETRONIC (magazine "MTZ Motortechnische Zeitschrift" especially year 62 in the booklets: 6/2001 on pages 450 to 463 and 482 to 489; 7-8 / 2001 on pages 516 to 527 and 570 to 579; 9 / 2001 on pages 630 to 640, 10/2001 on pages 826 to 835 and in the year 65 in the booklets: 11/2004 on pages 868 to 880; 12/2004 on pages 1008 to 1017 and in year 66 in issue 9/2005 on pages 650 to 658).

Among the otherwise very large number of publications, which deal with the variable control of the functions of a lift valve during operation of an internal combustion engine, a solution for adjusting the timing has been proposed in DE 32 13 565 A1, was provided in this, first by special design design, as well as arrangement and the resulting interaction of a arranged over a valve "bucket tappet" with a camshaft lifting force-transmitting and adjustable lever to achieve.

Furthermore, as an alternative solution to the adjustable lever, in order to likewise achieve only the adjustment of the valve timing, a relative rotation of the camshaft to the crankshaft has been proposed.

Accordingly, the practical implementation of this variable function is to be controlled by adjusting a pivoting "rocker" in which the camshaft is mounted.

After an evaluation of this proposal, however, it becomes obvious that there is practically no feasibility under the real conditions, nevertheless starting from the idea appearing simple in this context, which consequently uses a camshaft arrangement variability in order to achieve the control timing adjustment makes and in particular if this is still to be achieved by their pivoting, can be in conjunction with targeted application of additional design measures and / or under certain conditions, a versatile combination of action principle, with significantly expanded valve control function potential, deduce and define.

The invention had the object of providing a device for variable valve timing, whose properties would allow the particular associated with the throttle-free load control of a gasoline engine problems to save space, with the least possible effort and simple means safely. This object is achieved by the features listed in claim 1. According to the invention, this solution provides that an arrangement of a reference plane / surface in a space is determined such that a variable designable distance of a rotation axis of a camshaft to the reference plane / surface an entire spectrum of a variable stroke size of a gas exchange valve is definable, and thereby the device with one too the camshaft arrangement variability compatible as well as Steuerzeitenverstellungs- and / or controllable, the camshaft, which is arranged / stored in a correspondingly adjustable cam carrier, with a rotatably mounted, fixed and force-connected to a crankshaft of the internal combustion engine, intermediate / drive shaft, connecting intermediate gear is equipped, a Hubübertraguηgselement, or when using several, all Hubübertragungselemente with each other or distributed, on a profile of a cam and / or on the gas exchange valve, forcibly guided and / or held by one / more spring force / s and / or by means of one / more compound / s is / are.

The advantages achieved by the invention are, in particular, that allow the targeted applied and assembled in a separate way to a mechanical control unit device components with their old and redefined functional properties, by means of an initiated as needed change the variable camshaft assembly alone and thus in a single control step , At the same time a continuous adjustment of the stroke size, opening duration and, to perform by the generated effect of the intermediate gear, an adjustment of the opening and closing time of a gas exchange valve.

Furthermore, as already indicated, in order to come closer to a desired control full variability of a gas exchange valve and to make the multifunctionality of the proposed solution more efficient and to optimize the effect of various advantages, the invention, in conjunction with a specially defined and structurally implemented pivoting ability of the camshaft , to be extended.

Consequently, it is useful to define such a configuration as a standard solution for the subsequent implementation of this description, which is also to be considered as such.

These capabilities combined in a particular way then allow e.g. in designing a four-cylinder in-line engine, to dispense with the use of a VALVETRO N IC system, which is elaborate, for example, in every respect and equipped with four actuators, to fully meet the stringent requirements of obstructing a relatively compact and simple valve actuator equipped with only one actuator.

It can be practically saved, thanks to the purely mechanical principle of action of the device to the highly complex engine control and regulation technology. The classic throttle cross-section control task is also solved here with the help of Hubgrößenvariabilität, but exactly like the other valve control functions obtained by changing the position of a pivotable cam carrier, which is adjustable and fixable with the aid of a suitable adjustment. The required for a safe operation of the internal combustion engine valve control logic with suitable control parameters results automatically thanks to the mechanical relationships between the components used in a position adjustment of the cam carrier.

In contrast to other solutions, the adjustment and coordination measures of the variable control parameters, which are also present here, must be taken into account and defined de facto once and only during the development / design phase.

Consequently, highly complex expenditures, which are indispensable for safe operation, for example, in VALVTRONIC, and which are usually indispensable for the permanent re-coordination and / or realignment of several independent actuators, can be efficiently avoided.

The bottom line is a fully variable valve control with a simple control procedure, which is paired with a mainly common mechanical engineering, is able to effectively provide the necessary for a throttle valve-free control of an internal combustion engine functionalities, without involvement of the exhaust side available. Consequently, it is obvious that the scope of the invention, in spite of the extensive possibilities, can in principle be limited to the inlet or outlet side, which in turn allows a further functional upgrade of the entire valve control system. In practical terms, it means that, for example, in addition to the full variability of the intake valve and an independent or coupled application of another Wirkprinzipgleichen or other suitable device / control measure for the exhaust valve can be realized.

Furthermore, in order to counteract the possible negative effects of the essence of the invention circumstance in which the conventional valve clearance in the classical sense no longer exists and is practically replaced by the variable distance whose value may exceed the maximum stroke size of the valve, are in the In general, relatively only relatively modest means are needed. Furthermore, irrespective of how long the concept-linked and possibly also deflected valve lift transmission path should be and consequently whether the device in the engine block area or in the cylinder head is arranged directly above the valve or offset, it is sufficient if a, or, depending on the variant and design, several Hubkraftübertragungselement / e with such measures, such as the effect of a spring force and / or a fixed and / or movable connection is in principle prevented /, during operation in the space between the cam and move the valve uncontrolled. Secondarily, the application of such Hubübertragungselementstabilisierungs- measures but also allows extensive changes in the design of the camshaft and thus helps, for example, to reduce the dimensions and thus the rotating mass and / or to achieve advantages in the production. Due to the above-mentioned contexts, as well as the fact that practically the opening and closing of a valve, apart from the spring force effect, is controlled exclusively by the action of the rounded profile of the elevation curve of a cam, the otherwise essential cam surface may be used in its design be completely dispensed with.

In practical terms, it means that a conventional camshaft could be replaced by, for example, a simple shaft, possibly ball and / or roller bearing, or a smaller diameter tube equipped with a valve actuating arm.

The end of the valve actuating arm, which would replace the profile of the survey curve of a conventional cam, would then also, according to the requirements, rounded or even preferably, to minimize the frictional forces during operation, equipped with a rotatably mounted roller. The other, opposite end, e.g. firmly connected to the shaft by a suitable screw connection would make the valve actuating arm an independent and thus also exchangeable component, which can also be regarded as potential with positive utility value.

As indicated above, another important simplification, compared to the other solutions, is that all inlet or possibly exhaust valves that belong to the same row of cylinders of an internal combustion engine, in principle with a combined in preferably a pivotable cam carrier in a block assembly, the Basically only from a camshaft, an intermediate / drive shaft and an intermediate gear that connects the two shafts, put together, can be controlled fully variable.

Alternatively, the essence of the invention allows optionally, albeit under considerably increased effort and increased system complexity, to constructively separate the functions of the individual valves or valve groups from one another, which is especially the case with larger ones It may be desirable for units to perform such tasks as valve / cylinder deactivation or precise balancing of conditions in different cylinders.

Probably about such a valve control variant, in which, for example, was preferred to be able to control each cylinder of a multi-cylinder independently of the other inlet or outlet side, it would be necessary to assign each cylinder in the same row a separate proposed here, independently adjustable and fixable device , Consequently, as a solution results in a parallel connection of a plurality of juxtaposed devices, which are driven by an intermediate / drive shaft, of appropriate length, uniformly and one, responsible for each cylinder, part of one, usually made in one piece however, in this case necessarily split, camshaft control.

In addition, despite achieving a high, defined by the clear objective functionality, in the proposed solution here, a reliability can be offered, which is basically a conventional and non-variable valve control. Consequently, it means that in a parallel inlet and outlet side implementation also, due to the special principle of action and the special mode of action of the device, in such arrangements an otherwise quite conceivable scenario of a control malfunction, the mechanical engine damage due to accidental collision of the moving components how pistons and valves could lead and in the development phase as a potential risk, especially at high system complexity and / or number of actuators at least must be considered, practically be excluded with a simple measure / additional device for limiting the camshaft carrier pivot range from the outset.

Finally, even an implementation of the invention into a real project appears in view of the above mentioned. Features and advantages, as well as the fact that this device is not dependent on the electronics in principle and still offers a fairly universal complete solution of a fully variable valve control, as a relatively relatively low-cost task.

Accordingly, the resource consumption and the time in the development and design phase of a new engine can be saved.

An embodiment of the invention is illustrated in the drawing and will be described in more detail below. Show it: 1 is a preferred because of the shortest Hubkraftübertragungsweges variant of a device according to the invention for variable lifting and timing adjustment of a gas exchange valve of an internal combustion engine in a cross-sectional view of a cylinder head and Fig. 2 is a functional example diagram of a variably controlled valve of FIG .. 1

In the construction discussed in FIG. 1, details have been purposely simplified and / or designed for the benefit of understanding this description, thereby clearly recognizing important structural features and the meaning of the individual components that provide the device with the desired function are.

As a result, this embodiment of the solution proposed here, despite full functionality, rather has a character of a visual object with basic status.

Also in the illustration itself, details which do not affect the very essence of the invention, e.g. Schwenkbereichbegrenzungs- and adjustment device for the camshaft carrier or a bucket tappet guide and partially complete position markings of the moving components, in order to achieve a better resolution and clarity of extremely important and complex geometric dynamic relationships, omitted.

1 shows a device 1 for infinitely variable and fully variable control of the timing and the lift size of an intake valve 2 in a cross-sectional view of a cylinder head 3 of a 4-stroke engine not shown here in a precisely determined state.

Accordingly, there is a valve train with a fixed on an intermediate / drive shaft 4 drive wheel 5, which is connected by a toothed belt 6 with a crankshaft of the internal combustion engine, just before entering a phase in which the opening of the intake valve 2 can be initiated , which is outlined below. From the arrangement, it can be clearly understood that in a situation where one of the three mobile marks on the drive wheel 5, namely the TDC (top dead center) mark 7 with a TDC mark 9 fastened to the cylinder head 3 by a screw 8, the sharing the same position, it would be equivalent to an active cylinder / combustor phase with respect to conventional valve control.

In fact, however, a directional arrow pointing through the counterclockwise direction! 10, clarified positional order that the OT mark 7 is a step is in front to leave instead the space opposite the TDC marking 9 a EÖ (inlet opens) mark 11, for now considering the term "inlet opens" only the so defined position of the intermediate / drive shaft 4 alone can be clearly assigned.

According to the requirements, as with any other variable valve control, too, and despite the fact that unlike the intermediate / drive shaft 4, a camshaft 12 in the cylinder head 3 does not have a fixed arrangement but is pivotable, the " Inlet opens "phase through the Hubkraftübertragungsstrang, regardless of the set Ventilhubgröße, constant or possibly at most deviating from this within reasonable limits, held to be transmitted according to demand on the intake valve 2, the valve control logic, final, to the otherwise complex To solve this problem and to provide this fundamental function to each intended stroke size, an intermediate gear 13 designed as a spur gear transmission with a gear ratio of 1: 1 has been used a driving gear 14, on a driven tooth wheel 15, to the camshaft 12 and finally transferred to a modified cam 16 in turn. The camshaft 12 with the cam 16 and the driven gear 15 is exactly like the intermediate / drive shaft 4 with the driving gear 14 each, Drehlagergleitfläche included, made in one piece.

On the cylinder head 3 a bearing block 17 is arranged / mounted with a construction structure of a thick-walled, inwardly projecting tube and fastened by a half-shell element 18 and in each case with a screw 19 on each of the two sides. / Drive shaft 4 uses the tube opening, which is shown as an intermediate / drive shaft pivot bearing 20.

An uncovered part of the outer tube shell of the bearing block 17, however, defines a pivot bearing 21 of a cam carrier 22 whose position is indicated by the course of its own center line and SP6 (positioning position marking 6 of the cam carrier 22) is designated.

The construction of the intermediate gear 13 accordingly results in an arrangement co-axiality of the pivot bearing 21 and intermediate / drive shaft pivot bearing 20, and consequently a matching to the intermediate / drive shaft 4 parallel arrangement of the camshaft 12, in a second, smaller and dimensioned as a Nockenwellendrehla - ger 23 marked opening is mounted on the pivotable end of the camshaft carrier 22. It should be noted at this point that in this case the camshaft carrier 22 is designed only as a simple link, which in particular, in order to ensure a necessary stability, a sufficient dimensioning of not shown in Fig. 1 depth of each and only simply existing NockenweHendrehlager 23, pivot bearing 21 and intermediate / Antriebwe) ledreh! Ager 20, and the strength of the camshaft carrier 22 requires.

The cam carrier 22, whose contours are similar to those of a conventional cam, practically holds the o.g. Components together to form a compact and variable valve gear unit, which is in combination with a suitable adjustment directly capable of changing the driving parameters as needed and / or to fix. Consistent Werwer, the constructive arrangement of the camshaft 12 in the pivotable cam carrier 22 after, camshaft assembly coordinates, which are variable here, initially not be defined.

In order to remedy this situation, it is proposed at this point to name a new constant, which should help to define the structural design of the device 1 and to clearly determine their laws of action. It is assumed that in advance important cylinder head design features such as e.g. Valve angle, combustion chamber shape, course and configuration of the intake port or the arrangement of the guide, suspension and accessory components for the intake valve 2 are defined.

Consequently, although in this case the o.g. However, as with any other practical implementation of a lift valve control, factors such as those that do not have a principal meaning to the operation of the device 1, which need not be discussed in more detail herein, determine the orientation and overall height of the intake valve 2. After a constructive utilization of these data, the arrangement coordinates of a valve axis 24 can then be determined and a current valve function status, which is referenced in FIG. 1 to a position of the upwardly projecting end of the inlet valve 2, determined.

Assumed as a universal example and shown diagrammatically in FIG. 1, these quantities are to be considered as a logical starting point as well as a structural foundation for the design of the device 1.

Since in this case it is a valve timing variant in which the lifting force acting in parallel with the valve axis 24 from the camshaft 12 with the modified cam 16 directly via a Hubübertragungselement, in this case a bucket tappet 25, on the intake valve 2, similar to a large part of modern combustion It is advantageous to determine a virtual reference plane 26 whose orientation and level at which a contact surface 27 of the cup tappet 25 defined by a diameter value d (diameter of the engagement surface 27 of the tappet 25) is the same.

In order to obtain a clear result value, however, it must be ensured for this purpose that the intake valve 2 is closed and is in a play-free contact with the tappet 25, in particular in the direction of action of the lifting forces. This state and the positional level of the reference plane 26 and the engagement surface 27 are represented and defined by means of a lift amount mark line H0 / 5 (SP6) [valve lift value = zero (0/5) at the parking position SP6 of the cam carrier 22]. The selected arrangement of the reference plane 26 with a direct access to the arrangement coordinates of the valve axis 24 ultimately provides a firm and accurate reference platform for the structural design of the device 1 and also helps, in terms of the control logic of the intake valve 2, in a determination and connection of the related functional properties the components shown in Fig. 1. Furthermore, it can be seen from FIG. 1 that the tappet 25 with an integrated valve stem receptacle 28 is not only in contact with the inlet valve 2, but is bolted to it directly by means of a threaded connection 29 and secured with a lock nut 30.

On the one hand uncontrolled movements of the bucket tappet 25 between the modified cam 16 and the inlet valve 2, which would inevitably lead to jamming and mechanical damage of the components during operation and especially with smaller valve lift settings, can be prevented on the one hand with this solution variant, on the other hand offers the ideal possibility of Niveaufeinanpassung the engagement surface 27 on the reference plane 26 ^' at.

It should be noted at this point that a concentricity of the guide surfaces of the inlet valve 2 and the tappet 25 required after assembly must already be taken into account and ensured during production.

Only now, with the aid of the reference plane 26, a relationship of the position of the camshaft 12 to the lift size of the intake valve 2 can be clearly defined and so a missing link in a logical function chain of the valve lift is submitted. In view of this, it is then obvious that in the device 1, the variable valve lift value results directly from a calculation of a distance value of a camshaft axis 31 to the reference plane 26 with the height of the cam 16. Accordingly, as a result of the cam 16 being modified and having virtually no cam base circle active in the control process, the cam height naturally loses its stroke size determining significance in the conventional sense and will be replaced by a new quantity, viz in Fig. 1 as a ^■ cam rotation radius / 2 designated distance value of a tip of the modified - cam 16 to the camshaft axis 31, replaced.

Generally speaking, depending on the setting of the swing position of the camshaft carrier 22, it may be determined whether the intake valve 2 should remain closed or be opened within a work cycle of the engine.

In order to be able to initiate the opening of the inlet valve 2, the only requirement is that the distance between the camshaft axis 31 and the reference plane 26 must be smaller than the cam rotation radius 12.

In the event that the inlet valve 2 should remain closed, however, there are two possibilities in which the o.g. Distance either, by value, must be identical or greater than the cam rotation radius A2.

In order to be able to represent the relationships in the variable valve lift power train more clearly and unambiguously, a distance of the camshaft axis 31 was selected to the reference plane 26, which is identical to the Nockenrotationsradius / 2 in Fig. 1. As a result, although in the configuration shown as the initial state, it is not possible to open the intake valve 2, contact would inevitably be made between the tip of the cam 16 and the engagement surface 27 of the bucket tappet 25 in each cycle of operation of a rotating engine.

Based on this, it can be concluded that any change action of the SP6 that would result in a reduction in distance, by any amount within the provided, between the camshaft axis 31 and the reference plane 26, will automatically be analogous in size and directly converted into lift size Opening reaction of the intake valve 2 would entail.

In order to show this direct effect of the swing position change of the camshaft carrier 22 on the effective lift amount of the intake valve 2, in addition to the illustrated home position SP6, which is associated with a lift amount mark line H0 / 5 (SP6), an additional five positions are marked in FIG.

Thus, in addition to the "zero stroke" starting position, for example, increasing the stroke value can be selected SP5 to SP1 and thus, the Hubgrößenmarkierungslinien H1 / 5 (SP5) bis.H5 / 5 (SP1) accordingly, a Ventilhubgröße of one-fifth to five-fifths are controlled where appropriate, the SP1 at the same time defines a maximum lift size of the intake valve 2. According to the previously presented insights, which by the description of the constructive features with functional _^ , Anordnungs-, and manufacturing hints expanded, the individual and / or to various construction / functional groups combined components of the device 1 or explanation to that for Figs. 1 specifically selected situation with the specified position of the intermediate / drive shaft 4 and the status of the intake valve 2 and up to here in particular on the Ventilhubvariabilitätsbildung, with a change in the Stellkonfiguration, related impact assessment have been explained, can now next a complex behavior of the modified Cam 16, with regard to the variable timing control, be defined explicitly.

1, the representation of FIG. 1 also shows that whenever the intermediate / drive shaft 4 is in the "inlet open" position, a different arrangement position of the modified cam occurs correspondingly for each marked position of the camshaft carrier 22 16 results, but in any case, except SP6, ensures that in each case another part of its rounded and defined by a radius A3 (cam tip radius) working surface, while still remaining inlet valve 2, in contact with the engagement surface 27 of the tappet 25 is. With a reservation of minimal deviations within the entire valve lift range, which however are negligible with regard to the principle of constancy, it can be seen clearly from FIG. 1 that the so-called "intake opens" phase for each selected lift quantity of the intake valve 2 with a real value, as a universal and without additional additional expense of reproducible product is available. By contrast, exceptionally, the arrangement position of the modified cam 16 at SP6 defines a purely virtual variant of the "inlet opens" phase, which explicitly meets the requirements and thus the facts that in this position, the inlet valve 2 always remains closed and, accordingly, the contact time of the modified Cam 16 with the attack surface 27 plays no role, comes opposite.

How then the complete control timing of the intake valve 2 during operation by the device 1 is finally realized, clearly shows a functional diagram in FIG. 2.

Consequently, all stroke sizes from H0 / 5 (SP6) to H5 / 5 (SP1), taken from FIG. 1, are marked on a vertical stroke axis of the function diagram again, as well as on a horizontally arranged and rotational rotation process of the crankshaft working engine related time axis, as a EÖ (inlet opens) and ES (inlet closes) marked point, all opening and closing times of the intake valve 2 are fixed to see. A clear, differentiated by Hubgrößeneinstellung, diagram resolution show five so-called survey curves, the one individually, by the time / Hubachsenkoordinaten, successively selected in sufficiently small increments crankshaft rotational positions [time standard in degrees crank angle ( ⁰ KW)] and the case, respectively the effect of the modified cam -16 resulting stroke dimensions [stroke standard in millimeters (mm)],. following a predetermined line, a graphic illustration of a control course. Sprofils the inlet valve 2, between the EÖ and ES mark points of the time axis represent.

A direct comparison of the o.g. Survey curves in the diagram of FIG. 2 indicate, in view of the relatively low technical complexity for the implementation of the system variability, an overall very high efficiency of the device 1, in particular the adaptive capabilities of the control timing must be taken into account and shows on the one hand that the time of Opening of the intake valve 2 is the same for all five lift sizes and therefore exists only once on the time axis as EÖ marked crank angle value, on the other hand, however, that the valve closing time, for'each of the five lift sizes, is always different and its on the time Each axis as ES marked crank angle value, when changing the setting position of the cam carrier 22, with the stroke value as a pair together one, in terms of size, same direction behavior, which always positively leads to simultaneous increase or decrease of the two values.

In accordance with the objectives, therefore, the device 1 is not only able to ensure the constancy of the "inlet opening" phase required for the cylinder flushing by a timing shift process acting parallel to an adjustment of the lift quantity, but also the already mentioned, to the load change controllability to have a positive effect, to fully implement the "previous entry deadline" procedure.

In addition, as a function comparison supplementary parameter in the diagram δfach an opening duration value of the intake valve 2, each resulting from an angular difference of the, caused by the Hubgrößeneinstellung, ES and EÖ control time results shown and as VÖZF (SP5) to VOZF (SPI) (valve opening time window at SP5 to SP1).

Consequently, an opening duration of the intake valve 2 corresponding to SP6 is equal to "zero" and therefore represented on the time axis only by a single EK (inlet contact) marking point defining a crank angle position at which the tip of the modified cam 16 is in the above-mentioned contact state with the Attack surface 27 of the tappet 25 is located and her while it is exactly perpendicular. As an example of a functional logical connection of the device 1 to the outlet side, to show above all the here also variable design of the valve overlap phase, provides a part of another survey curve, the end of the time axis coincides with the EC marking and as a closing angle value AS (outlet closes ) is shown in Fig. 1, not shown and controlled with a fixed stroke size and a fixed opening and closing time exhaust valve.

One of the most important tasks of Figure 1 is to show the "inlet open" phase, which remains constant independent of the choice of the lift size setting of the inlet valve 2, and to show the required positional change of the modified cam 16. Further, considering the given end position, it is clear recognizable that the cam tip has already passed the center line SP6 of the cam carrier 22 at the setting H0 / 5 (SP6), the rotational direction mark arrow 10, while comparatively at H5 / 5 (SP1) the tip of the cam contour mark thereof, the marked center line SP1 is still pretty far away.

This behavior is further characterized by the conflicting value symbol assignment for two cam position angles respectively corresponding to the configuration, namely + (SP6) [positive position angle (beta) of the center line of the modified cam 16 to the center line of the cam carrier 22 at SP6] and - (SP1) (negative position angle of the center line of the modified cam 16 to the center line of the cam carrier 22 at SP1) of the modified cam 16 illustrates. ¹ '^{' 1}

1, which in the diagram of FIG. 2 corresponds to a valve control function level defined by the EO crank angle marking point, shows an intake control time correction work which is parallel to the cam carrier adjustment and necessary for the consistency of the EO phase which, in the form of a relative rotation of the camshaft 12 to the intermediate / drive shaft 4, is performed by the device 1 as needed. This purely mechanical action principle of the relative rotation of the camshaft 12 is always valid and thus during a stroke execution phase or during a run of an idle phase of the modified cam 16 equally and possibly in a control range of the camshaft carrier 22, in which the opening of the intake valve 2 is not possible.

In the diagram of FIG. 2, the behavior of the camshaft 12 relative to the time axis is clearly indicated on the basis of the different cam spread angle values NS (SPI) to NS (SP6) (cam spread angle value at SP1 to SP6), as usual an intersection of the coordinate axes, the one OT-Kurbeiwinkelmarkierungs- point (upper dead point), and a highest point of the considered inlet elevation curve or, in the case of SP6, the EK marker point for which design is used as a reference parameter.

In order to achieve a result which satisfies the requirements, as in the diagram of FIG. 2, further design-specific features of the device 1 must be implemented constructively during the development phase in addition to those already discussed. The key role thereby plays an arrangement of a pivot axis 32 [pivot axis of the camshaft carrier 22 (also defines the intermediate / drive shaft rotation axis)] of the camshaft carrier 22, in Fig. 1 by the valve axis 24, but with special consideration of, by the diameter d limited, available attack surface 27 of the tappet 25, as well as on the reference plane 26 related coordinates x and y is defined.

As a kind of "guiding guideline" for the arrangement determination, it is important to define the coordinates x and y such that in the very important and sensitive "inlet opening" phase, the cam tip substantially as far as possible between the pivot axis 32 and the camshaft axis 31 is located.

Once this has been implemented, then the distance of the cam tip is minimized to the pivot axis 32, which in turn deliberately causes that one, initially imagined without involvement of the intermediate gear 13 and associated with a change in the parking position of the cam carrier 22, and on the reference plane 26th related cam levitation dependency of a cam tip midpoint 33 [cam tip midpoint on the centerline of the modified cam 16 (defined by A2 shortened by / 3)] compared to that of the camshaft axis 31 by a so-called pseudoscillation arm shortening that is used in such a particular situation, can be significantly reduced.

Conveniently incorporated in the control function structure of the device 1, in combination with a rolling effect of the driven gear 15 on the driving gear 14, this functional feature, as the illustration of Fig. 1 and the diagram of Fig. 2 clearly shows, increases the opening time correction efficiency of the Intake valve 2 enormous.

Once again, it becomes clearer when, compared to this aspect, the already analyzed functional processes around the two angles + (SP6) and - (SP1) are compared in comparison.

It should then be noted that, for example, during a displacement operation of the camshaft carrier 22 from SP6 to SP1, the effective distance of the camshaft axis 31 to the reference plane 26 is continuously reduced, the counteracting, however, at the same time, together by targeted application of Zahnradabrolleffektes with the above Pusudowenkarmverkürzung and although with a horizontal displacement, which unfavorable because of the Nockenwellenschwenkbarkeit is unavoidable and as a by-product to Resistant comes, but remaining within the constructive permissible frame, can be easily intercepted with the engagement surface 27 of the tappet 25, the position of the cam tip center 33 from the level substantially (SP6 excepted) remains constant.

Consequently, the constant level of the cam tip center 33 is transmitted vertically downwards to a part of the working surface of the modified cam 16 defined by / 3, which in turn forces the predetermined target to force a common EO timing for each available stroke size setting (see EÖ-Kurbelwinkel- Marking point Fig. 2), accommodates.

In the primary function of the pivotable camshaft carrier 22, namely the valve stroke size control, each lowering, lifting or holding the camshaft 12 in a specific position as a task is possibly next to the vertical also at the same time, which is obvious and up to here directly has not been addressed, the horizontal arrangement position of the camshaft axis 31 in connection with a pivoting track course about the pivot axis 32, which corresponds to a definable by a NocRenwellenachsschwenkradius r, part of a circle changed.

Further below, the entspricht thus corresponds to an arrangement distance of the camshaft 12 to the intermediate / drive shaft 4, which must be selected in terms of the entire Hubgrößenenspktrum and matching the reference plane 26 and attack surface 27, as well as the x and y coordinates so that by a related sizing for the two gears 14 and 15, the intermediate gear 13 in a manner consistent with the adapted and defined by / 2 and A3 profile shaping of the modified cam 16, in each situation, by means of a simple resulting camshaft relative rotation as In general, secondary functional task of the pivotable camshaft carrier 22, a requirement Ventilsteuzeiten- control in an effective pivoting range of the camshaft axis 31, which can be defined and in Fig. 1 by an angle (S'pδ) and an angle (SP1) [on the reference plane 26 related inclination angle (alpha) of the camshaft carrier 22 at (SP6) and (SP1)] is limited.

As a result, it becomes clear that the required structural preconditions form a complex structure whose density and complexity are mainly due to the The fact that the device 1 according to the invention is to be controlled according to the invention only with the help of a single actuator is to be led back.

Ultimately, this structure provides a guideline for the development phase, in which primarily a sensitive and in terms of variability instable property network of the design-relevant factors, virtually all, influenced by a multi-dimensionally varying construction geometry, mutually influence and therefore also in their own way directly or indirectly closely related to each other.

Further interpreted, usually with the exception of a "hit of luck", several design and / or arrangement parameters must be consistently checked for their effect in a constructive adaptation process, by changing their values and being in each potentially possible situation, until all the functions of the Device 1 as expected, as available in the diagram of Fig. 2, are available.

It is therefore necessary, and before all the important basic data of the construction are finally defined, to determine an optimal dimensioning, in particular the ή to A3 and x and y, and to individually determine them in such a way that thereby a desired combination of effects of the components associated therewith is achieved. The consequences that a change of the construction in the adaptation process can have on the valve control sequence are illustrated by an example in which, starting from the circumstances of FIG. 1, the rotating end of the modified cam 16 is made wider.

Thus, if only the / 3 is increased, for example, but the r2 remains unchanged, this leads, in the six available positions of the camshaft carrier 22, to no change in the stroke size, but generally takes the valve opening duration of the intake valve 2, except SP6 , in any case too.

However, a degree of these valve opening duration changes is camshaft carrier position-dependent and therefore different.

Consequently, even with a noticeably larger sized A3, the difference in SP5 would be minimal, as opposed to SP1.

The reason for this is the fact that for the opening and closing of the inlet valve 2 at SP5, anyway, only the tip of the modified cam 16 reacting to this measure, provided that the r2 remains unchanged, is taken up to be largely insensitive. In contrast, in SP1, due to the other values of the angles and, the entire cam surface is used with its outermost edges defining the opening and closing timing of the intake valve 2 and most affected in the case of a change in the A3.

With an increase in r3, it therefore means that in a symmetrically modified construction of the modified cam 16, the two flanks would be further apart from one another.

This factor, once transferred to and / or practiced in FIG. 1, would then cause an increase in the width, particularly of the valve control process active portion, of the modified cam 16, resulting in earlier opening and, consequently, later closure of the intake valve 2.

And so, for example, considering initially, with a minor and what is quite conceivable, also target aspired Ventiliiöffnungswinkeldifferenz, which, based on the comparison between the SP1 and SP5, came about, could, in order to obtain an optimal result, by means of a corrective Cam spreading magnification in a well-defined default setting remedied.

In the case of a larger valve orifice angle difference, however, where the allowable valve control logic tolerances in the EE phase can not be met, the cam spreading correction measure would most likely be inappropriate because of excessive "after-late" intake closure. 3-magnification, for example, to increase the maximum speed of the internal combustion engine, by extending the valve opening duration, which would alternatively be a reduction of the / 2 as a solution step in question, would still be implemented, it would be a subsequent step in the attempt to It is therefore essential to adapt the remaining design-relevant factors of device 1 to the newly defined specification, as suggested above, in order to obtain a rough overview when carrying out such an adaptation process f to limit a valve opening time comparison, only at a minimum and a maximum stroke setting of the intake valve 2. If the result is satisfactory even with regard to the inlet closing at the maximum stroke, then the control time configuration should then be checked consistently, with the other intermediate positions of the camshaft carrier 22 available for selection. It may turn out that, depending on which factor or factors have been changed and to what extent, the results may, if especially in the EE phase, in design with a surprisingly unexpected profile, not withstand every stroke size requirements. In such a case it would then be necessary to re-chen by a different combination to be searched for ^•. In general, on the one hand a finding of a balanced compromise solution, by dimensionally accurate design of the individual components of the device 1 and their expediently precise arrangement that allows full system variability at the same time a flawless execution of all control functions of the intake valve 2, mainly because of the many, necessary function links and resulting Dependency structure complexity as a whole, a challenging task.

On the other hand, in the adaptation process, which is readily feasible even with relatively simple means, such as a redesigned model of the device 1, this finding provides key data of a mechanical design with a logically inevitably implemented functional process control and thus, so to speak, "hardware and software in one "as a solution package for a fully variable valve control, which makes additional, as usual, unnecessary additional control software program used by other valve control devices and usually expensive, variability-proof control software program or even several thereof, together with the necessary environmental technology.

To complete this description, supplementary explanations and additional information and instructions follow.

What does not seem impossible and is not excluded by claim 1 would be e.g. a solution in which the camshaft axis 31, at a Hubgrößenverstellung, would move in a straight line.

However, a practical implementation of such a variant is associated from the outset with several disadvantages and design problems.

Consequently, the device 1 would rely on a chain transmission as an intermediate gear 13, which in turn would require a relatively complicated chain guide with multiple Umlenkkettenrädern.

In addition, in order to meet the requirements of control timing, it would be necessary to use a relatively small sprocket on the camshaft 12, to the size of the / 2, which, in practice, is also a difficult obstacle in several aspects is.

Another big problem lies with a, in this case, technically complex task, namely the assurance of a solid and requirement-oriented stability, the would have to be provided upon adjustment or holding a particular position of a corresponding cam carrier, together. Specifically, this is mainly a, the trajectory corresponding adjustment and a guide device, which would be able to catch up in any case a tilting of the camshaft carrier and always, especially in the control of several gas exchange valves, a parallel arrangement of the camshaft axis 31 to Guarantee reference plane 26.

On the other hand, for the most part, such problems can be avoided in a device 1 explicitly described in claim 2, by implementing the pivotability of the camshaft 12.

However, when using a simple chain transmission, which would also be conceivable here, for example, one would have, as regards the size of the aforementioned sprocket on the camshaft 12 to do with a similar problem, because possibly a second Partnerkettenrad on the intermediate / drive shaft 4, with the smallest possible arrangement distance of the two shafts 4 and 12 to each other, would have to be disproportionately larger in order to come closer to an expected control timing in the desired size. And in order to be able to further increase the efficiency, and in addition in a corresponding relationship to the optionally selected position of the camshaft axis 31 on its Bewegungsschwenkbahn, it would be necessary, the intermediate / drive shaft 4, compared with the arrangement in FIG to arrange above the camshaft 12, which would consequently also adversely affect the space required and thus also on the dimensions of such a variant of the device 1.

Therefore, in order to obviate the problems pointed out in this completed part of the description or to minimize them in an efficient manner, the solution described in the main part and disclosed in claim 3 is best suited. Of course, even in this case, in a real application of the device 1, the cam carrier 22, with the implemented intermediate gear 13, at least two sufficiently sized pivot bearing 21 and have a structural structure about a frame or open to the attack surface 27 housing to sufficient rigidity and To provide stability and reliability for the entire construction, especially in the control of several gas exchange valves in a row, also with regard to an adjustment, for the realization of several common solutions are potentially in question.

Furthermore, due to the fact that in this solution, the spur gears 14 and 15, as described, directly engage each other and so the opposite direction of rotation Predicting the intermediate / drive shaft 4 and the camshaft 12, a pivot axis 32, as shown in FIG. 1, can be arranged very compactly and even below the reference plane 26, which ultimately advantageously contributes significantly to increasing the efficiency of the timing control of the intake valve 2 and permits it , in contrast to the chain drive variant, to dispense with a camshaft speed correction gearbox.

It should also be noted at this point that, although an original intended use of a conventional cam, especially in the claims, which are held in general, has to be fixed, this was in consequence of already simplifying simplify its design structure and limitation of his Functional properties, in the text of the description mainly identified as a modified cam 16 and as shown in FIG. 1 as such.

In the sense of this, it can be deduced that the device 1 can in principle, if no special or additional functions are provided, such as e.g. Forced operation of a finger lever on the profile of a cam, both with a conventional, and with the modified cam 16 can be operated.

Furthermore, in order to keep the level of difficulty in carrying out the above-described adaptation process from the beginning as low as possible and at the same time to achieve more design flexibility in the design and / or arrangement of the components during the development phase of the device 1, it is advantageous for the Attack surface 27, generally and thus regardless of which type or type of Hubkraftübertragungselementes is used, relative to a value of, with the arrangement variability of the camshaft 12 contiguous, vertical displacement of the camshaft axis 31, a maximum possible design size, such as in this case the Diameter d of the tappet 25 to determine. The useful properties explained in this description as well as the number of functions of the device 1 can also be extended or increased on the one hand by a slight change in the basic construction shown in FIG. 1 and / or on the other hand by an upgrade with an additional camshaft adjuster. Thus, for example, in the case of, for example, two intake valves 2 per cylinder, correspondingly on the intake side, by using two cams 16, each having a different height or value, and / or by one, with respect to the reference plane 26 , the level of different arrangement of the attack surfaces 27 optionally of the two tappets 25 used to be effected that remains closed at idle or at low loads of the two intake valves 2 or its stroke size in the United equal to the other is kept smaller in order to finally enforce for the purpose of combustion process optimization an increased formation of a swirl and / or a turbulence of a charge in the combustion chamber during a gas exchange.

Second, to meet the increasingly complex requirements, in terms of combustion efficiency or pollutant emission, differentiated and better in any situation and in any operating condition of an engine "this can with a Variabilitätserweiterung of the device 1 by an additional, the camshaft 12 upstream and preferably arranged on the intermediate / drive shaft 4, camshaft adjuster can be achieved.

Of course, this constructive expansion measure can also be combined with a second camshaft adjuster installed on the outlet side. The timing shift capabilities thus obtained and independent of the device 1 could, for example, allow a heating process of a catalyst to be significantly accelerated by a direct application possibility of an exact residual gas control after a cold start in order to help it achieve full functionality sooner.

Numerous testing tests have been carried out before completion of the development work, and although the multi-functionality of the device 1, which is very precisely described in the description section, would remain undisputed, a very detailed evaluation and analysis of the control functions has been found and / or 1, the values of the positive and negative acceleration of the gas exchange valve or inlet valve 2, especially at a medium to maximum Hubgrößeneinstellung are very problematic or even inadmissible, which can also be seen in the diagram of FIG. 2. Faced with this fact, has been intensively looking for a viable alternative to the

At

Problem that was initially apparently impossible to solve, sought, and finally could be surprisingly found that the difficulties in a combination of the device 1, in the range of stroke transmission, can be handled easily and safely with a simple pivoting lever.

The decisive role plays a valve side arranged working surface of the pivot lever, which is designed in the form of a Leerhub- / Hubkurvenkombination, and with the help of a laterally applied spring force, in a similar manner such. As in the Valvertronic solution from BMW, a contact separation between the components in the entire Hubkraftübertragungsstrang practically prevented. There may also be other Hubübertragungselemente such. B. a slider with a combined work surface whose profile is the shape of a. Connection of a survey curve with a line welißt be used.

Finally, all the advantages of the device 1 according to FIGS. 1 and 2, with the same functional principle, are completely retained; can do it. at the same time the accelerations of the intake valve 2 are controlled reduced and controlled.

1. Device

2. inlet valve

3. Cylinder head

4. intermediate / drive shaft

5th drive wheel

6. Timing belt

7. OT marking (mobile)

8. screw

9. OT marking (fixed)

10. Direction marker arrow (mobile)

11.EÖ mark (mobile) l2.Nockenweϊle

13.Intermediate transmission. 14.drive gear

15. driven gear

1 β-cam (modified)

17.Lagerbock

1 δ.Halbschalenelement

19.Schraube

2O.Zwischen- / drive shaft bearing

21st swivel bearing

22.Nockenwellenträger

23.Nockenwelledrehlager

24. Valve axis

25.Tassenstößel

26.Bezugsebene

27.Angriffsfläche

28.Ventilschaftaumahme

29.Gewindeverbindung

30.Kontermutter

31.Nockenwellenachse

32. pivot axis

33.Nockensρitzemittelpunkt

Claims

claims

A. Mechanical device as a fully variable valve control to a stepless Ver. Position and / or control of a stroke size, an opening and a closing control of at least one gas exchange valve of an internal combustion engine, which is in principle equipped with only a single actuator and which requires all functions at once in an adjustment step, but in particular the requirements of a valve control logic at a Throttle-valve-free load control of a gasoline engine accordingly, are controlled, preferably with a pivotable camshaft, wherein an arrangement of a reference plane / surface (26) is determined in a space so that by a variable designable distance of an axis of rotation (31) of the camshaft (12) to the reference plane / surface (26) an entire spectrum of a variable stroke size of the gas exchange valve (2) is definable, and the device (1) with a compatible to the camshaft assembly variability as Steuerzeitenverstellungs- and / or controllable, the camshaft (12) in one em correspondingly adjustable cam carrier (22) is arranged / mounted, with a rotatably mounted, fixed and force-connected to a crankshaft of the internal combustion engine, intermediate / drive shaft (4), connecting intermediate gear (13) is equipped, wherein a Hubübertragungselement, or in use a plurality of, all Hubübertragungselemente with each other or distributed, on a profile of a cam (16) and / or on the gas exchange valve (2), by one / more Federkrafteinwirkung / s and / or by means of one / more compound / s and / or one / more Bewegungsbegrenzύngselement / e is forcibly guided and / or held and, if necessary, by applying one or more additional and / or replacement design solution measures / s which, however, the, as variably defined, arrangement position of the rotation axis (31) of the camshaft (12 ) is subordinate and / or preconditioned by / are, a demand-related control and / or design of a positive Be Acceleration when opening and negative acceleration when closing the gas exchange valve (2), for each available and selected each stroke size, ensured.

2. Device according to claim 1, wherein the camshaft (12) ^'is pivotable, an arrangement of a pivot axis (32) of the camshaft carrier (22) with one / more pivot bearing (s) (21), in a cross section, in a predefined direction of rotation Kur belwelle of the internal combustion engine, in a predefined function of the gas exchange valve (2) and with respect to the reference plane / surface (26), depending on a result of mutual succession and / or related to a certain Ventilsteu- tion function logic determination and / or definition process of other design-relevant factors such as, the characteristics of each type used and execution of one or more Hubübertragungselemente and the intermediate gear (13), and the values of the sizes of a cam (16) cooperating engagement surface (27) of the Hubübertragungselementes, one, an arrangement the camshaft (12) in the camshaft carrier (22) defining, Nockenwellenschwenkradi- us, as well as a cam height or a cam rotation radius and a profile design of a working surface of the cam (16), so constructively determined in the internal combustion engine, that in a change of a va riablen pivotal position of the camshaft carrier (22), which is adjustable and fixable by a suitable adjustment, the whole intended spectrum of the variable stroke size and an opening period of the gas exchange valve (2) adjustable while the respective pivot position of the camshaft carrier (22) and the value associated with this the stroke size and opening duration, an adapted opening and closing time of the gas exchange valve (2) by the action of the intermediate gear (13) can be controlled.

3. A device according to claim 2, wherein an arrangement coaxiality of the pivot bearing (21) of the camshaft carrier (22) and one or more pivot bearing (20) of the intermediate / drive shaft (4) is predefined, the intermediate gear (13) by a pair equally dimensioned and meshing spur gears, and thus each a driving, fixed gear (14) on the intermediate / drive shaft (4) and a driven, fixed gear (15) on the camshaft (12) is defined.

4. Device according to claim 1, wherein an arrangement of the camshaft (12) directly above the gas exchange valve (2) is defined, preferably a cup tappet (25) used as the Hubübertragungselement and preferably with a valve stem receiving (28) equipped and preferably via a threaded connection (29) with the gas exchange valve (2) is firmly screwed.

5. The device according to claim 1, wherein a sizing difference between the driving and driven gear (14; 15) predefined and the intermediate gear (13) according to a camshaft speed correction gear is connected upstream.

6. The device according to claim 1, wherein a plurality of gas exchange valves (2) are arranged in a row, optionally each gas exchange valve (2) or its division into groups each Gaswechselventilgruppe assigned its own and independently adjustable device (1), which accordingly a parallel circuit a plurality of juxtaposed devices (1) uniformly driven by a longitudinally continuous commutator / drive shaft.

Device according to claim 1, wherein, in terms of construction and operation, as an alternative to a conventional cam having a cam base surface, on the camshaft (12) the cam (16), with one, by adapting its cross-sectional profile to the structural characteristics of the device ( 1), limited only to its elevation curve side, refers to a phase in which the gas exchange valve (2) is open, functioning, and, consequently, reduced working surface, which is marked and defined by an earliest valve opening time and a valve closing time, is arranged.

8. The device according to claim 7, wherein the cam (16) with a conditional by the limitation of its functional capabilities status of a simple, rotating actuating arm, with its, defined at its outer end, rounded working surface, together with the camshaft (12) made of a workpiece, or as a stand-alone. Part is designed, and is mounted on it, preferably by means of a screw.

9. Device according to claim 8, wherein the rounded working surface of the cam (16) is replaced by a corresponding, rotatably mounted roller.

10. The device according to claim 1, with at least two applied on the inlet side gas exchange valves (2) per cylinder and with their actuation and on the camshaft (12) arranged cam (16), optionally for the purpose of using a idle to low load dependent limited shutdown of at least one gas exchange valve (2), in at least two different embodiments of a, depending on the design, on the cam height or cam rotational radius size related, dimensional dimensioning are made.

11. The device according to claim 1, wherein in addition, for the purpose of Steuerzeitenvaria- bilitätserweiterung, the camshaft (12) upstream of an independently controllable camshaft adjuster and preferably on the intermediate / drive shaft (4) is arranged.

12. The device according to claim 1 or 2, wherein in order to achieve better controllability and / or minimization of the positive and negative acceleration in an opening and closing phase of the gas exchange valve (2), preferably in a Hubkraftübertragungsstrang between a cam and the gas exchange valve (2) at least one Hubübertragungselement, which consists of a part or is composed of several, alone, with a different or more Hubübertragungselementen and / or other accessories used together and is capable of, in an operation of the internal combustion engine in any situation to ensure valveless contact between the cam and the gas exchange valve (2).

13. The device according to claim 12, preferably with a pivot lever defined as Ventilspiellosübertragendes Hubübertragungselement and with its ventilabge- wandten end on a fixed bolt or a shaft with respect to a vertical orientation of the valve axis (24), a horizontal axle pivotally mounted vertically is disposed above the gas exchange valve (2), wherein its valve-facing end, with a consisting of the combination of a Leerhub- and a lift curve working surface with a horizontal orientation, preferably by using a rocker arm with a rotatably mounted roller and a hydraulic valve tilspielausgleichsel.es in that the gas exchange valve (2) is simultaneously in a permanent contact state by a laterally acting spring force, so that a cam engagement surface of the pivot lever correspondingly arranged on an opposite side is forced to meet the requirements epprofessional profile of the arranged on the pivotable camshaft (12) cam, at a request-defined arrangement of the pivot axis (32), to follow permanently.

14. The device according to claim 13, wherein a curved or straight cam surface of the pivot lever is replaced by a rotatably mounted roller.

15. The device according to claim 14, wherein, optionally, when adjusting the setting position of the cam carrier (22), a possibly unfavorable displacements the camshaft (12), instead of the roller, a pivot arm at one of its ends, pivotally, by a bearing pin connected to the pivot lever, is arranged, while the other, the cam end facing, on a push / swivel combination combination, preferably about the camshaft axis (31) around and on the same past, articulated and slidably mounted and wherein the rotatable roller is accordingly connected to the pivot arm, in an arrangement directly opposite the cam, by means of a second bearing pin.