Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
  • F02D13/06—Cutting-out cylinders
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
• • 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
  • 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
  • F01L13/0021—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 rocker arm ratio
• • 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
  • F01L13/0021—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 rocker arm ratio
  • F01L13/0026—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 rocker arm ratio by means of an eccentric
• • 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
• • 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
  • F01L2800/00—Methods of operation using a variable valve timing mechanism
  • F01L2800/08—Timing or lift different for valves of different cylinders
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the invention relates to a mechanically controllable valve train arrangement for an internal combustion engine having at least two cylinders, each having at least one gas inlet valve and at least one gas outlet valve, wherein at least one transmission arrangement is provided, such that at least each gas inlet valve is associated with an intermediate lever assembly and a pivot lever assembly, wherein an intermediate lever the intermediate lever assembly having a working cam for operative connection with a pivoting lever of the pivoting lever assembly, wherein the intermediate lever is operatively connected to a circumferential contour of a camshaft and wherein the intermediate lever assembly comprises an engaging member which is in operative connection with a control contour of a Ventiihubversteli sensible, such that different Ventilhubpositionen are adjustable and a zero stroke adjustment of the gas inlet valves of at least one shutdown cylinder is possible.
• the invention relates to an internal combustion engine with such a mechanically controllable valve train arrangement and to a method for operating such an internal combustion engine.
• valve train arrangements are well known. They serve in particular to adapt the combustion process to the respective load requirements by means of the valve lift height and thus the degree of filling of the cylinders of the internal combustion engine and accordingly for a To ensure efficient and therefore low-emission combustion.
• the focus is on the efficiency and emission optimization of the combustion process.
• cylinder deactivation numerous techniques are known. These include, for example, switchable key tappets, drag levers with a lost motion function and sliding cams with a zero stroke contour.
• DE 10 2006 033 559 A1 describes a mechanically controllable valve drive with two valve lift adjusting devices which can be driven independently of each other, whereby the
• Ventilhubverstell hookeden can also be used for cylinder deactivation. It should be clear that the provision of independently to be operated Ventilhubverstell respondeden requires increased assembly and cost.
• the object of the invention is therefore to provide a mechanically controllable valve train and an internal combustion engine and a method for operating the internal combustion engine, which avoids the disadvantages mentioned above.
• This object is achieved by the mechanically controllable valve drive according to the invention in that the valve lift has a control shaft on which the control contours are arranged, wherein all control contours for an idle region and a full load range are formed substantially the same, the control contours for a partial load range of the gas inlet valves Ab chargedszylinders have a differently executed portion relative to the control contours for a partial load range of the gas inlet valves of the remaining cylinders. In this way, it is possible to perform a cylinder shutdown with only one actuator, for example, in series cylinders.
• the portion of the control contour assigned to the shut-off cylinders is arranged set back relative to the corresponding portion of the control contour assigned to the other cylinders.
• a particularly compact mechanically controllable valve drive arrangement is provided in that two intermediate levers are connected to each other via a connecting shaft at the opposite end of the working curve, wherein a first roller for the transmission of the camshaft is provided and a second roller between the intermediate levers for guiding provided in a backdrop is.
• the object is also achieved by an internal combustion engine having such a mechanically controllable valve drive arrangement, wherein the radius ri of the first control contour is selected as a function of the radius r 2 of the second control contour that in the partial load range of the internal combustion engine, the pressure curve p ges over all cylinders of the internal combustion engine monotonically increasing over the adjustment angle of the control shaft runs.
• the radius ri of the first control contour is selected as a function of the radius r 2 of the second control contour that in the partial load range of the internal combustion engine, the pressure curve p ges over all cylinders of the internal combustion engine monotonically increasing over the adjustment angle of the control shaft runs.
• Particularly advantageous here is that in the partial load range, half of the cylinder is turned off.
• the invention is also achieved by a method for operating such an internal combustion engine, in which at least all gas inlet valves of all cylinders are operated at the same, increasing lifting height, that in the transition region between the idling region and the partial load range, the gas inlet valves of one half of the cylinder with increasing In the partial load range, the gas inlet valves of one half of the cylinders are operated with increasing lift height and the gas inlet valves of the other half of the cylinders are operated with zero stroke in the transition region between the partial load range and the full load range the gas inlet valves of one half of the cylinders with decreasing lift height and the gas inlet valves of the other half of the cylinders are operated with increasing lift height and that in the full load range all gas inlet valves all cylinders are operated at the same, increasing lifting height.
• FIG. 1 shows a schematic perspective view of two adjacent gas inlet valves, to each of which a mechanically controllable valve drive arrangement is assigned,
• FIG. 2 a a representation of the dependence of the radius of the first and the second control contour on the adjustment angle
• FIG. 2 b shows the first and second control contours of the control shaft derived from FIG.
• FIG. 3 shows a schematic illustration of the valve drive arrangement and the associated diagrams in the idling area
• FIG. 4 shows a schematic arrangement of the valve drive arrangement as well as the diagrams in the transition from the idling to the partial load range
• FIG. 5 shows a schematic representation of the valve drive arrangement and the associated diagrams in the partial load range
• Figure 6 is a schematic representation of the valve train assembly and the associated diagrams in the transition region from part load to full load
• Figure 7 shows a schematic arrangement of the valve train arrangement and the associated diagrams in the full load range.
• Figure 1 shows schematically a section of a mechanically controllable valve train assembly 2, wherein in the present case, two cylinders 4, 6 are shown, the gas inlet and gas outlet valves have, wherein for the sake of clarity in the figure 1 but only one
• Gas inlet valve 8, 10 is shown.
• a camshaft 12 with cams 14, 16 is shown, which in the present exemplary embodiment are in operative connection with a respective transmission arrangement 18, 20 in order to trigger a valve lift of the gas inlet valves 8, 10.
• certain parts of the valve train arrangement such as bearings, bearings, springs have been deliberately omitted. These are explicitly described in DE 10 2004 003 327, which is thus to be included in the disclosure content of the present application. Also here are the better traceability half with respect to Figures 3 to 7, the cams 14, 16 aligned the same, which may differ from practice.
• the transfer assemblies 18, 20 each consist in the present embodiment of an intermediate lever assembly 22, 24 and a pivot lever assembly 26, 28.
• the intermediate lever assemblies 22, 24 have intermediate lever 30, 32 with first rollers 34, 36, each with the cams 14, 16 of the camshaft 12 are in operative connection.
• a connecting shaft 31 which connects two intermediate levers 32 which are assigned to the corresponding gas inlet valves 10 of the cylinder 6.
• a roller 33 is provided for guiding in a backdrop, not shown.
• a working curve 38, 40 which in turn in each case with a roller 42, 44 of the pivot lever assemblies 26, 28 are in operative connection.
• the rollers 42, 44 are each mounted in a pivot lever 46, 48.
• the pivot levers 46, 48 are in turn mounted on one side in bearings 50, 52 and act with the other side 54, 56 in a known manner to the gas inlet valves 8, 10 a.
• a Ventilhubverstell listening is provided, of which only the control shaft 58 is shown here.
• the control shaft 58 is for this purpose via control contours 60, 62 in operative connection with second rollers 64, 66 of the intermediate lever 30, 32 in operative connection. It is indicated in this view that the control contour 60 is designed differently over a specific section than the control contour 62.
• control shaft 58 As shown and explained in more detail in the other figures, now leads to a rotation of the control shaft 58 to different maximum strokes of the gas inlet valves 8, 10.
• a control shaft can be designed both in one or in several parts.
• the control shaft 58 may also have end stops in order to simplify calibration of the adjusting device, not shown. In the present embodiment, it is assumed that there is a direct relationship between the radius r of the respective control contour 60, 62 and the lifting height h of the respective gas inlet valve 8, 10.
• the lifting height h of the respective gas inlet valve 8, 10 is then in turn assigned a mean pressure p in the respective cylinder 4, 6.
• a prerequisite is that the mean pressure Pge S of the internal combustion engine, ie all cylinders, increases substantially monotonically via the positive displacement angle of the control shaft 58 or over an increasing load runs. From these requirements, the image of FIG.
• control contours 60, 62 can be derived directly according to FIG. 2b.
• An embodiment of the control shaft 58 in mass production may, of course, deviate from this mathematical derivation.
• FIGS 3 to 7 now show in a schematic manner the valve train assembly 2 with the lift heights of the respective gas inlet valves 8, 10 and the positions in the accompanying diagrams, the upper diagram respectively the lift height of the respective valve 8, 10 on the adjustment of Steuerweife 58 and the lower diagram represents the mean pressure in the respective cylinder 4, 6 as well as the profile of the average total pressure p ges over the adjustment angle of the control shaft 58
• Figure 3 shows a starting position, the situation of the internal combustion engine in the idle range.
• the required total pressure p tot is very low, here in the range of about 2 bar. This corresponds to a lifting height of all gas inlet valves, including those of the shut-off cylinder, of approx. 0.75 mm.
• the exhaust valves here indicated by the lines 70, 72, both still open according to the power stroke.
• the position of the control shaft 58 wherein the radius of the point of application of the first control contour 60 is equal to the second control contour 62 r 2 .
• the stroke mean pressure of the first cylinder 4 is lowered and the second cylinder 6 is raised. This is shown in FIG. Both exhaust valves still open according to the power stroke.
• the control contour 60 with a relative to the control contour 62nd recessed portion 68 engages the intermediate lever assembly 22.
• FIG. 5 now shows how the intake valves 8 of the first cylinder 4 remain closed as the load demand increases further.
• the associated exhaust valves remain closed according to the line 70.
• the second cylinder group 6 is operated at high, low-efficiency loads such that over all cylinders 4, 6 substantially linearly increasing pressure curve p ges is realized.
• FIG. 6 now shows the situation in the transition region between the partial load range and the full load range.
• Another load request can be represented here only by reactivation of the first cylinder group 8.
• the load of the second cylinder 10 is reduced accordingly.
• FIG. 7 shows the situation in the full-load range. Both control contours 60, 62 again engage with the same radius on the respective engagement member 64, 66 of the intermediate lever 30, 32.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Valve Device For Special Equipments (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Valve-Gear Or Valve Arrangements (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (2)

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ID=47559521

Family Applications (1)

Country Status (6)

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Citations (4)

Family Cites Families (8)

• 2012
  • 2012-04-05 DE DE102012006983A patent/DE102012006983A1/de not_active Withdrawn
• 2013
  • 2013-01-17 JP JP2015503788A patent/JP2015512489A/ja active Pending
  • 2013-01-17 WO PCT/EP2013/050839 patent/WO2013149737A1/de not_active Ceased
  • 2013-01-17 US US14/390,028 patent/US9157381B2/en active Active
  • 2013-01-17 CN CN201380019682.4A patent/CN104271902B/zh not_active Expired - Fee Related
  • 2013-01-17 EP EP13700334.9A patent/EP2834483B1/de active Active

Patent Citations (4)

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