Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/12—Transmitting gear between valve drive and valve
  • F01L1/18—Rocking arms or levers
• • 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
  • F01L13/0036—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 the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
  • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
  • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • 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

Definitions

• Variable valve train for actuating a valve of an internal combustion engine
• the present invention relates to an internal combustion engine, in particular to an internal combustion engine with valve train. Furthermore, the invention relates to a variable valve train for actuating a valve of an internal combustion engine.
• Variable valve trains are known in the art. Such variable valve trains allow the adjustment (variation) of a valve lift, i. a characteristic of the Ventilhubverlauf size such. the lift height (maximum height of the valve opening within one engine cycle), duration and / or phase of the valve opening relative to the engine cycle.
• a variable valve train makes it possible to set the lift amount approximately in accordance with a number of driving parameters (e.g., engine speed) and a throttle command (e.g., position of a throttle lever).
• DE 10 2005 057 127 A1 (hereinafter: DE '127), in which also further valve trains are cited.
• DE '127 shows the valve train shown in Figs. 1-3 of the present application.
• a position of the valve crank shaft 14 can be changed by pivoting a swing frame 80 to adjust the valve lift. This is done by means of the swivel drive 84 or 84a-84d shown in FIGS. 2 and 3.
• the object of the present invention is to provide a valve train and an internal combustion engine with at least some of the advantages of the solution shown in DE '127, which moreover has a particularly advantageous drive system for adjusting the valve lift.
• a drive is sought, which contributes to a high efficiency of the internal combustion engine, especially in mixed operation, ie at often alternating partial and full load of the engine.
• valve drive according to claim 1 and by the internal combustion engine according to claim 9.
• a variable valve train for actuating a (ie at least one) valve of an internal combustion engine.
• An actuation system of the valvetrain for periodically opening and closing the valve comprises a first drive means which is rotatably mounted about a first axis of rotation in a bearing body, that a position of the first axis of rotation for adjusting a valve lift, eg the lift height, of the valve is variable, eg by moving the storage body s.
• a drive system of the valve drive comprises a gas position control element, the position of which can be changed as a function of the gas command (and possibly further influencing variables); a movable adjusting element, which is coupled to the bearing body in such a way that the position of the first rotation axis is changed by a movement of the adjusting element and thus the valve lift (in particular the lifting height and / or phase of the valve lift profile) is adjusted; and a traction element that connects the throttle position control frictionally with the adjustment.
• Embodiments of this valve train may, for example, have one or more of the following advantages: Especially in mixed operation, ie frequent changes between part load (or “partial gas”) and full load (or “full throttle”) of the engine, or sudden acceleration can by the traction element Abrupt transitions from partial load to full load operation can be avoided.
• the frictional element transmits a gas command indirectly to the adjusting element or the bearing body, by a movement of the gas position control element initially in one with an increasing movement of the
• the bias of the traction element drives then (only) in a second step and with a certain delay and / or damping to the adjusting element, wherein the resultant of this biasing movement of the adjusting element or the delay / attenuation of a number of other, constructive or apparatus specifiable boundary conditions such as retention forces or the like can be made dependent.
• the desired as needed optimization or correction of operating errors of the driver can be achieved by the non-positive coupling of Gas joss- control element and adjustment and the design of the other structural conditions.
• the bearing of the first drive means can be stably held in a sufficiently fixed position relative to the cylinder head despite the forces acting on it. Furthermore, the other advantages mentioned in DE '127 can be at least partially achieved.
• valve train according to the invention can be used particularly advantageously in internal combustion engines of devices or vehicles with high engine speeds, for example in motorcycles. It can also be used e.g. be used in passenger cars, trucks, aircraft or watercraft.
• FIG. 1-3 show views of a known from DE '127 valve train, which is additionally equipped with a fiction, contemporary drive system (not shown);
• FIG. 4 shows a perspective view of a valve drive according to a further embodiment of the invention.
• Fig. 5 shows a sectional view of the valve train of Fig. 4;
• Fig. 6a shows a perspective view of a valve train according to another embodiment of the invention.
• Fig. 6b shows a sectional view of parts of the valve train of Fig. 6a;
• Fig. 7 shows a perspective view of a part of the valve train according to Fig. 6a;
• Fig. 8a shows a sectional view of a valve train according to another
• FIG. 8b shows an enlarged detail of FIG. 8a
• FIGS. 9a and 9b each show a perspective view of the valve drive according to FIG. 8a.
• a valve drive 2 according to the invention will be described with reference to FIGS. 1-3.
• Figures 1-3 are also identical to DE '127 and the parts shown are also described there.
• the valve drive 2 is also equipped with a drive system according to the invention (not shown).
• the valve train 2 illustrated in FIGS. 1-3 comprises a drive system 10 and a transmission 4.
• the drive system 10 provides a rotational movement.
• the rotational movement preferably runs synchronously with the engine cycle of the internal combustion engine, so that a full rotation corresponds to a whole engine cycle, and particularly preferably it is driven by the crankshaft of the internal combustion engine 1.
• the transmission 4 transmits the rotational movement of the drive system in a lifting movement for actuating the valve 70.
• Actuation of the valve here is to be understood as a stroke movement of the valve 70 which opens or closes the valve 70, preferably in synchronism with the engine cycle.
• the drive system 10 includes a drive gear 22, a valve crank gear 12, and a valve crank 16 (also referred to as first drive means).
• the drive gear 22 is fixedly mounted in the cylinder head rotatably about a drive axis 24.
• the valve crank gear 12 is rigidly connected to the valve crank 16.
• the valve crank 16 and the valve crank gear 12 are rotatably supported about a valve crank axis 14 (also referred to as a first axis of rotation).
• axis is to be understood as meaning a geometric axis or a rotation axis
• the bearing of the valve crank 16 is not shown in FIG.
• the drive gear 22 is driven by a crankshaft of the internal combustion engine 1.
• the drive is synchronous with the engine cycle, i. One complete revolution of the drive gear 22 corresponds to one engine cycle. In a four-stroke engine this is the case when the ratio between crankshaft and drive gear is 2: 1.
• the drive gear 22 is engaged with the valve crank gear 12.
• the ratio between the drive gear 22 and valve crank gear 12 is 1: 1.
• the valve crank gear is synchronously driven to the engine cycle.
• the position of the valve crank axle 14 can be changed.
• the mechanism for this is shown in more detail in Fig. 2-3.
• a pivot frame 80 also referred to as bearing body
• the swing frame 80 is rigid, in this example consists of several rigidly interconnected parts. He is at Cylinder head 3 pivotally mounted about the pivot axis, which is identical to the drive shaft 24 shown in Fig. 1.
• the valve crank 16 is mounted in the pivot frame 80, so that pivoting of the pivot frame 80 causes pivoting of the valve crank axle 14, ie a change in the position of the valve crank axle 14 along a circular path about the pivot axis 24.
• the swing frame 80 can be held or pivoted by means of a pivot drive 84 in a fixed position.
• the swivel drive 84 comprises a toothed segment 84a, which is rigidly connected to the swivel frame 80 and into which a toothed wheel 84b engages.
• the swing frame 80 can be pivoted by moving the gear segment 84a up and down by rotating the gear 84b.
• the toothed segment 84a is curved along a circle segment about the pivot axis 24.
• a worm gear 84c is engaged with the gear 84b and serves to rotate it.
• gear 84b may also be used e.g. be driven by a clutch, a chain drive, a bevel gear pair, or in some other way.
• gear 84b (also referred to as an adjusting element) is ultimately coupled, in a manner not shown in FIGS. 1-3, to a throttle position control element whose position can be changed in response to a throttle command.
• This coupling takes place fiction, according to an intermediate spring as a traction element that connects the throttle position control frictionally with the gear 84 b.
• the swivel drive 84 and the components used to drive the swivel drive 84 are also referred to herein as the drive system. More generally, the drive system is understood as meaning all parts which serve to set and maintain the position of the first valve crank axle 14, and thus in this embodiment the position of the swing frame 80. Other parts of the valvetrain that serve to periodically open and close the valve are also referred to as an actuation system.
• the valve train is arranged in the region of the cylinder head of the internal combustion engine.
• the valve drive (in particular the actuation system) further comprises a connecting rod 30 with a first connecting rod joint 34 and a second connecting rod joint 36, and a guide element 60 for guiding the connecting rod, wherein the guide element is pivotable about a guide axis 66.
• the connecting rod 30 is articulated with its first connecting rod joint 34 on the first drive means 16.
• the connecting rod 30 is articulated with its second Pleuelgelenk 36 on the guide member 60.
• a second drive means 22 of the valve drive is provided for driving the first drive means 16.
• the second drive means 22 is rotatable about a second rotation axis 24.
• the second drive means 22 is a second drive gear.
• the valve train includes a first drive gear 12 for driving the first drive means 16, wherein the first drive gear 12 is rotatable about the first rotation axis 14.
• a pressing element 40 is attached to the guide element 60.
• the push member 40 is a roller.
• the valvetrain 1 includes a transfer member 50 in releasable mechanical contact with the pusher member 40.
• the transfer member 50 is biased by a force member 58 toward the valve 70.
• the internal combustion engine 1 comprises a fixed stop 57 for defining a maximum deflection of the transmission element 50.
• the transmission element 50 is a lever which is pivotable about a lever axis 52.
• the lever 50 is one armed.
• movement of the push member 40 in the direction of the lever axis 52 causes the valve to open.
• valve 70 is an inlet valve.
• the internal combustion engine further includes a second intake valve 70 ', which is also preferably operated by the valve train.
• a valve lift (a variable characterizing the valve lift curve) can be changed.
• the variable characterizing the valve lift profile 90 is a lift height and / or an opening duration of the valve.
• a phase relationship between the rotation angle of the first drive means 16 and the engine cycle is changeable.
• the pressing element 40 is guided on a guide track 68, and the guide track 68 of the pressing element 40 is changeable by changing the position of the first rotational axis 14.
• changing the position of the first axis of rotation 14 is pivoting the first axis of rotation 14 about a pivot axis 24.
• the internal combustion engine includes a pivot drive 84 for pivoting the first axis of rotation 14 which includes a rotary axis gear rotatable about a third axis of rotation 86 84b and a swivel drive gear segment 84a engaged with the swivel drive gear 84b.
• the third axis of rotation 86 simultaneously forms the lever axis 52 of the lever 50.
• valvetrain or drive system includes a worm gear 84c engaged with the slew drive gear 84b for driving the slew drive gear 84b.
• the connecting rod 30 and the guide member 60 are members of a planar hinge chain.
• valve 70 is an inlet valve
• second drive means also actuates an outlet valve 78.
• a maximum lift height of the valve 70 is at least 5mm.
• the valve train 2 comprises a four-link planar coupling mechanism or a four-link rotary link chain.
• the joints preferably comprise the drive axle 24, the guide axle 66, the first connecting rod joint 34, and the second connecting rod joint 36. All elements of the swivel joint chain described above are connected to one another in a form-fitting manner.
• the valve train 2 is arranged in the region of the cylinder head of the internal combustion engine. An arrangement in the region of the cylinder head is to be understood as meaning that the valve crank 16 basically (ie, in at least one possible position of the rotation axis 14 or in at least one pivot position of a swing frame 80, as shown for example in FIG.
• the separation surface between the engine block and cylinder head is mounted. Even if a cylinder head and an engine block should not be clearly distinguishable in the internal combustion engine, such a separation surface can be defined, for example, by an area defined by the piston crown of the reciprocating piston, with the reciprocating piston at the top of the piston.
• the valvetrain 2 corresponds to an overhead camshaft valvetrain, with the valve crank 16 corresponding to the camshaft.
• the valve train 2 can be divided according to one aspect into an active subsystem and a passive subsystem.
• the active subsystem can be characterized by the fact that the state of motion of the active subsystem is essentially determined by the state of movement of the valve crank 16, i. is determined by a rotation angle of the valve crank 16 and by the position of the valve crank axle 14, or is connected by positive engagement with the valve crank 16.
• the passive subsystem is connected by adhesion, in particular by means of the valve spring 72, with the active subsystem.
• valve train according to a further embodiment of the invention will be described below with reference to FIGS. 4-5.
• corresponding parts are designated by the same reference numerals as in FIGS. 1-3, even if some geometric details are changed.
• the valve drive shown in FIGS. 4-5 comprises a drive system 90 described below.
• This drive system 90 includes a cable 92a, which is slidably guided in a fixing sleeve 91 in a longitudinal direction (along the axis 96 of the fixing sleeve 91).
• the cable 92a is mechanically coupled to a gas command transmitter (e.g., accelerator pedal or throttle) so that the position of the cable 92a is varied along with the cable retainer 92 described below in response to a throttle command given to the gas command generator.
• the cable 92a is further coupled to a cable receiver (gas position control element) 92, which is designed as a longitudinally displaceably arranged in the guide sleeve 91 plug.
• the free end of the cable 92a is hooked over a thickening in the cable receiver 92 such that a train of the cable (to the right in Fig. 5) is transmitted to the cable housing 92.
• the cable retainer 92 is returned to its rest position (to the left in FIG. 5) via a return spring 96 described in more detail below. This results in actuation (pull or release) of the cable 92a in one Longitudinal displacement of the cable 92a together with the cable receiver 92th
• a stop screw (more generally: stop member for the gas position control element 92) shown, which limits a movement of the cable receiver 92 to the left (in the direction of reduced valve lift).
• the stop is adjustable, in this example by turning the stop screw. This stop prevents the movement is limited by attacks on other, more mechanically strained and / or less resilient subsystems, and thus contributes to a conservation of the mechanical system.
• the Seilzugness 92 is connected via an intermediate spring 94 frictionally connected to a driver 95.
• the intermediate spring 94 presses the driver 95 against a stop 92b of the cable housing 92.
• the driver 95 is also mounted longitudinally displaceable, namely guided longitudinally displaceable in an adjustment rail 91b of the guide sleeve 91. Due to the frictional coupling of the follower 95 follows the movement of the cable housing 92 with an adjustable by the hardness of the intermediate spring 94 delay, as far as the boundary conditions for the movement of the driver 95 allow this.
• the driver 95 is further coupled via a sliding guide 85 form-fitting manner to the bearing body (swing frame) 80. More specifically, the cam 95 has a gate element with a control slot 85b inclined relative to the longitudinal direction. In the control slot 85b engages a connected to the pivot frame 80 control cam 85a.
• the control slot in Fig. 4 is designed as a straight slot.
• Fig. 5 a variant is shown, in which the control slot is curved such that the transmission ratio between the driver 95 and the bearing body 80 is non-constant, and especially at a larger valve lift (maximum lifting height) decreases, so that a given movement of the driver 95 is associated with a smaller movement of the bearing body 80.
• the coupling of the driver 95 to the bearing body 80 is carried out such that by a movement of the driver 95 of the bearing body 80 is pivoted about the axis 24. As a result, the position of the first rotation axis 14 is changed and thus the valve lift is adjusted.
• the driver 95 is therefore also referred to as adjustment. More generally, as the adjustment member herein, a commonly movable drive component for the swing frame 80 from the intermediate spring 94 (not included) is referred to. Individual parts of the adjustment need not be positively connected, as long as they are only moved together. As a throttle position control element, a jointly movable drive component is referred to the intermediate spring 94 (not included), here so at least the cable draw 92 and optionally also the cable 92a.
• the return spring 96 is coupled to the cable receiver 92 indirectly via the driver 95.
• the return spring 96 pushes the cam 95 in Fig. 5 to the left, i. in a direction of the lift of the valve reducing direction. If the cable 92a thus yields (a movement relative to the guide sleeve 91 in the release direction - to the left - is released) causes the force exerted by the return spring 96 and the intermediate spring 94 on the cable retainer 92 bias relative to the guide sleeve 91 that the cable retainer 92 and the Cable 92a are actually moved in the release direction.
• a Maximai stopper member 124 and a minimum stop member 126 fixedly mounted and with this mitbewegbar. Together with a stop pin 122, which is not moved with the driver 95, these stop members 124 and 126 respectively produce a maximum stop and a minimum stop ago, which restricts the movement (range for longitudinal movement) of the driver 95. As a result, possible ranges for the position of the first rotation axis 14 and thus for the valve lift are also limited.
• the minimum stop (stop, which is produced by cooperation of the minimal stop element 126 with the stop pin 122) limits a movement of the adjusting element 95 in a stroke height of the valve reducing direction (in Fig. 4 to the left).
• the minimum stop thus limits a minimum lift height of the valve lift.
• the position of the stop pin 122 is adjustable by an actuator 122a by the stop pin 122 is retracted and extended by the actuator 122a.
• the maximum stop or the position of the adjusting element 95 is changed at the maximum stop.
• the maximum lifting height by adjusting the position of the stop pin 122 is adjustable.
• the actuator 122a can be controlled, for example, as a function of an engine speed of the internal combustion engine (optionally also as a function of additional parameters). Thus, for example, can be excluded by the maximum stop unfavorable, about too suddenly the valve lift increasing gas commands. Also can be specified by the minimum stop for the respective engine speed (and / or other parameters) appropriate idle valve lift.
• the actuation of the actuator 122 a is carried out according to a general aspect such that a position of the stop pin 122 is driven in dependence on the engine speed. This control can be carried out so that is set for engine speeds below a predetermined limit speed to a first position and for speeds above the limit speed to a second position. In general, however, the control is infinitely variable, so that in each case for the engine speed (and optionally other parameters) appropriate maximum and minimum values for the lifting height of the valve lift are specified.
• solid stops for a movement of the driver 95 can still be provided, which define, independently of the actuator 122a, an absolute minimum or maximum position of the driver 95, which under no circumstances can be exceeded or undershot.
• FIGS. 6a, 6b and 7. a valve train according to another embodiment of the invention will be described with reference to FIGS. 6a, 6b and 7.
• corresponding parts are designated by the same reference numerals as in FIGS. 1-5, and the description of FIGS. 1-5 applies accordingly also for this embodiment, unless shown differently in the figures or in the following.
• Fig. 4 and 5 only the drive system is changed, so that only this will be described below.
• the drive system 100 of FIG. 6a-7 includes a cable pull receptacle 102 (gas position control element) which is rotatably mounted about an axis 86 on a stationary shaft 101 (possibly indirectly via other intermediate parts such as the follower 103 described below).
• a cable (not shown) is mechanically coupled at one end to the cable housing 102 and at another end to a gas sensor (eg accelerator or throttle) so that the position (angle of rotation) of the cable housing 102 varies in response to a throttle command given to the gas sensor becomes.
• a gas sensor eg accelerator or throttle
• the cable receiver 102 is returned in the direction of its rest position (direction of reduced height) via a return spring 106 described in more detail below.
• a return cable attacking the cable pull receiver 102 can also retrieve the cable pull receiver 102.
• an operation (pull or release) of the cable results in a corresponding rotation of the cable pull receptacle 102nd
• the cable pull receptacle 102 is frictionally connected to an adjusting element 105 via an intermediate spring 104.
• the adjusting element 105 comprises a driver 103, a transmission body 110, and an adjusting shaft 105a with Verstellkurbel 105b, and other components such. Intermediate springs as described below.
• the driver 103, the transmission body 110, and the adjusting shaft 105a are rotatably mounted on the shaft 101 about the adjustment axis 86.
• the intermediate spring 104 exerts a torque on the driver 103 such that the driver 103 is pressed against a stop (not shown) of the cable housing 102, which rotates the driver 103 relative to a rotation of the cable housing 102 in a direction of rotation (towards larger valve lift) limited.
• the driver 103 further comprises a stop 103d (see Fig. 7), which cooperates with a further stop 105d of the adjusting element 105 to a rotation of the driver 103 (toward greater valve lift, ie when accelerating) on the adjusting shaft 105a transfer.
• a return spring 106 couples a rotation in the opposite direction (with gas removal) between the adjusting shaft 105a and driver 103 by means of bias in the direction of a stop of the stops 103d, 105d against each other.
• the further stop 105d and one end of the return spring 106 are fastened to the transfer body 110.
• the transmission body 110 is positively connected with the adjusting shaft 105a with respect to rotations and therefore transmits any further rotation to or from the adjusting shaft 105a.
• the further stop 105d and / or one end of the return spring 106 can also be attached directly to the adjusting shaft 105a or another part which can be rotated with the adjusting shaft 105a.
• the driver 103 via the adjusting shaft 105 a and a crank joint 105 b, 87 coupled to the bearing body (swing frame) 80.
• an adjusting crank 105b of the crank joint is rotatable together with the adjusting shaft 105a and converts a rotational movement of the adjusting shaft 105a into a movement of the supporting body:
• the supporting body 80 is pivoted about the axis 24, and thereby the position of the first rotating shaft 14 is changed, and thus the Valve lift adjusted.
• the coupling between the adjusting shaft 105a and bearing body 80 is positively.
• crank joint 105b, 87 is dimensioned or the adjustment crank 105b is oriented such that the gear ratio between the driver 103 and the bearing body 80 is non-constant, and decreases in particular at a larger valve lift (maximum lift height), so that a given rotational movement of the driver 103 is associated with a smaller movement of the bearing body 80.
• the return spring 106 is coupled to the cable pull receiver 102 indirectly via the driver 103.
• the return spring 106 exerts a bias on the driver 103 in a direction reducing the lift of the valve.
• the bias applied to the cable retainer 102 by the return spring 106 and the intermediate spring 104 causes the cable retainer 102 to actually rotate in the release direction.
• the drive system 100 further includes a backstop mechanism 112 for the adjustment member 105.
• the backstop mechanism 112 includes a backstop member 112a which is co-rotatable with the adjustment member 105 (i.e., forcibly entrained with respect to rotation by the adjustment member 105) and a fixed (in rotation), e.g. on the cylinder head fixedly mounted counter element 112b.
• the return-blocking element 112a is attached to the transmission body 110, but in alternative embodiments, it can also be attached to another part which can be rotated with the adjusting shaft 105a.
• the return-blocking element 112a is axially coupled (pressed) by a force acting on the transmission body 110 axial spring 114 to the stationary counter-element 112b.
• the contacting surfaces of the elements 112a, 112b each have a sawtooth or ratchet shape, by which a freewheeling direction and a locking direction for the movement (rotation) of the adjusting element 105 is defined.
• the locking direction is directed so that a movement of the adjusting element 105 is blocked in a stroke height of the valves reducing direction.
• the reverse direction can alternatively also be defined as follows: The reverse direction is opposite to one Direction of pressure directed, in which a spring force of the valve spring pushes the adjusting element.
• the backstop mechanism is detachable, i. the engagement state can be replaced by a non-engagement state in which the backstop mechanism allows freewheeling of the adjustment element 105 in both directions.
• the non-engaged state is achieved by the return-blocking element 112 a is moved away in the axial direction of the counter-element 112 b, against the spring force of the axial spring 114th
• the drive system 100 has a release mechanism for releasing the backstop mechanism, which will be described below with reference to FIG. 7.
• the release mechanism comprises a first contour surface 116a attached to the return-blocking element 112a and a driver contour surface 116b attached to the carrier 103.
• the contour surfaces are shaped such that upon rotation of the driver 103 in a valve lift decreasing direction, the return-blocking element 112a is moved against the spring force of the axial spring 114 in the axial direction of the counter element 112b and thus the non-engaged state is reached.
• the gearbinesperr- mechanism is released when the gas is removed, so that a reduction of the valve lift is possible.
• the release takes place by the return-blocking element 112a being moved away from the counter-element 112b by a mechanical stop of the contour surfaces 116a, 116b. Therefore, a reliable release is guaranteed at all times.
• a maximum stopper member 124 and a minimum stopper member 126 are fixedly mounted on the cam 103 so as to be rotated with it. Together with a stop pin 122, which is not moved with the driver 103, these stop members 124 and 126 each produce a maximum stop or a minimum stop ago, which limits the movement (range for rotational movement) of the driver 103.
• the stops act analogously as described above for Fig. 4-5 and are adjustable in an analogous manner by the actuator 122a.
• the stopper members 124 and 126 shown in Fig. 6a are arranged so that they at a (in Ausfahrrichtunng) front surface or with a abut the rear shoulder surface of the stop pin 122 to produce the maximum stop or a minimum stop.
• the minimal stop element 126 is rigid in the direction of rotation but flexible in the axial direction.
• the front surface (in the extension direction) of the stopper pin 122 is curved or inclined so that the minimum stopper member 126, when located on the front side of the stopper pin 122, is rotated past the front surface (ie, leftward in FIG. 6a) can be, by being pressed in the axial direction.
• the shoulder surface of the stopper pin 122 is designed such that a reverse movement (rotation past the shoulder surface forward, ie in Fig. 6a to the right) by the stop between the minimum stop member 126 and the rear shoulder surface of the stop pin 122 is prevented since a Pressing the minimum stop member 126 is avoided in the axial direction.
• the minimum stop element 126 on the one hand, when it has come to a non-functional position before (in Fig. 6a right of) the stop pin 122, can return to its proper location, and that the minimum stop element 126 on the other hand reliably fulfills its function to produce a minimal stop.
• the maximum and minimum stops can also be changed by the actuator 122a, the actuator (122a) being approximately dependent on an engine speed of the internal combustion engine and / or other parameters can be controlled.
• the actuator (122a) being approximately dependent on an engine speed of the internal combustion engine and / or other parameters can be controlled.
• a change in the minimum stop can thus be adapted to the respective conditions control of the idle valve lift can be achieved.
• 6a further shows a second minimal stop element 126 '.
• the second minimum stop element 126 ' is also connected to the driver 103 so that it can be rotated with this.
• the minimum stop element 126 ' cooperates with a second stop counter element 122' which is connected to the cylinder head (more precisely the counter element 112b) to produce a further minimum stop.
• the abutment mating member 122 ' includes an adjustment member (adjustment screw) that can be extended and retracted (rotated) to change the position of the further minimum abutment.
• the minimum stop element 126 provides a variably controllable first minimum stop and the minimum stop element 126 'a fixed predetermined second Minimum stop ago, which can be under any circumstances, regardless of the actuator 122a under any circumstances.
• one of the two minimum stops may also be omitted.
• the second minimal stop element 126 illustrates some general aspects. According to one aspect, a stop element need not necessarily be fixed to the driver 95 or 105, but it only needs to be coupled to the driver in such a way that it is moved with it in a defined manner. Thus, in this example, the minimai stop member 126 'is fixed to the backstop element 112a. Since the return-blocking element 112a is always rotated with the driver 103 (even if both elements are mutually displaceable in the axial direction), thereby a stop for the driver 103 is made.
• FIGS. 8a-9b show a drive system 100 of a valve drive according to a further embodiment of the invention. Therein, corresponding parts are designated by the same reference numerals as in FIGS. 1-7, and the description of FIGS. 1-7 applies accordingly also for this embodiment, unless shown differently in the figures or in the following.
• the backstop mechanism 112 is changed in the first place, so that only this will be described below.
• the non-return mechanism 112 includes a one-way clutch 113b that cooperates with the adjusting member 105 (more specifically, with the adjusting shaft 105a) so as to define a freewheeling direction and a reverse direction for the movement (rotation) of the adjusting shaft 105a in the same manner as described above
• Backstop body 113a is fixedly locked, the adjusting shaft 105a only in the freewheeling direction, but not in the blocking direction (the lifting height of the valves decreasing direction) is rotatable.
• the one-way clutch coupled for this purpose, the adjusting shaft 105 a to a (with respect to the rotation) lockable return lock body 113 a.
• the one-way clutch 113b is formed according to the illustrated embodiment as a sleeve coupling.
• the sleeve clutch 113b is around a portion (backstop member 112a) of the adjusting shaft 105a of the adjusting member 105 around is arranged and thus couples the adjusting element 105 to the backstop body 113 a.
• the freewheeling direction and locking direction of the adjusting shaft 105a have the same effect as described with reference to FIGS. 6a-7:
• the locking direction is directed such that a movement of the adjusting element 105 in a direction reducing the lifting height of the valves is blocked.
• Fig. 9a the freewheeling direction of the adjusting shaft 105a counterclockwise, the blocking direction is directed clockwise.
• the locking of the backstop body 113a is effected by a locking body 112b (back-lock counter element) which presses by a spring 115 against a locking surface 100c of the backstop body 113a and thus holds the locking surface 100c.
• the holding is carried out, as shown in FIGS. 9a and 9b, by engagement of the locking body 112b in a profile of the locking surface 100c.
• the profile is such that it locks at least one rotation in the reverse direction.
• a "locked" a locking of the backstop body 113a is to be understood in the reverse direction, even if a rotation in the freewheeling direction should still be possible, as indicated here by the gear profile of the locking surface 100c.
• the backstop mechanism is detachable, i. the lock can be canceled, so that a movement of the adjusting shaft 105a is allowed in both directions.
• the back-lock mechanism is designed to be released when the gas is removed, thus allowing a reduction in the valve lift.
• the drive system 100 of Figs. 8a-9b has a release mechanism for releasing the backstop mechanism 112, which will be described below.
• the release mechanism has the effect that, when the backstop mechanism is released, the engagement between the locking body 112b and the locking surface 100c is released.
• the adjusting shaft 105 a can then be rotated together with the no longer locked return-lock body 113 a in the reverse direction.
• the release mechanism comprises a release lever 117 having a first contour surface 117a and a driver contour surface 117b attached to the carrier 103.
• the release lever 117 is pivotable about a lever axis 117d.
• the release lever 117 is arranged as a drag lever between the driver contour surface 117b and a release region 117c of the locking body 112b.
• the contour surfaces 117a, 117b are shaped such that upon rotation of the driver 103 in a direction that reduces the valve lift, the driver contour surface 117b engages Release lever 117 lifts against the release portion 117c of the locking body 112b, and thus the locking body 112b against the spring force of the spring 115 moves away from the locking surface 113c. Thus, the engagement between the lock body 112b and the lock surface 113c is released, and the lock of the backstop body 113a is released.
• the one-way clutch 113b may be configured as a detachable one-way clutch, with a release condition being met when the throttle is removed.
• the one-way clutch may couple the adjusting shaft 105a directly to a stationary part.
• the backstop body 113a may be rigidly connected to the adjustment shaft 105a (i.e., the coupling 113b is replaced by a rigid connection).
• the releasable one-way clutch is formed by a ratchet mechanism comprising the locking surface formed as a sawtooth surface (return-lock member) 112 d and the locking body (return-lock counter element) 112 b (see Fig. 9a).
• the backstop mechanism 112 may be coupled to any part of the adjustment mechanism 105.
• the backstop mechanism 112 does not necessarily have to be coupled directly to the adjusting shaft 105a, but it can also be coupled to the adjusting shaft 105a via a further intermediate part, preferably a rotationally positive intermediate part ,
• the backstop mechanism 112 in Fig. 8a-9b thus operates basically on the same principle as in Fig. 6a-7:
• the adjusting element 105 (in particular the adjusting shaft 105a) is by means of the releasable backstop mechanism 112 to a (with respect to the Rotation) fixed member 112b, wherein a reverse direction of the backstop mechanism is directed to lock a movement of the adjusting member in a lifting height decreasing direction.
• the backstop mechanism 112 includes a backstop member 112a which is co-rotatable with the adjustment shaft 105a (ie, forcibly moved with respect to the direction of rotation of the adjustment shaft 105a) and a fixed member (fixed with respect to rotation), eg, fixed to the cylinder head 112b ,
• the backstop element 112a is a part of the adjusting element 105, since it is co-rotatable with it.
• a release mechanism 116a, 116b and 117 respectively, for releasing the backstop mechanism 112 when the gas is removed from the throttle position control element 102 is provided.
• the backstop mechanisms described herein ensure that the spring force of the valve spring is received, at least in the engaged state of the backstop mechanism, by a stationary component such as the cylinder head, and at the same time the cylinder stroke is reliably reduced when the gas is removed.
• FIGS. 9a and 9b Further details shown in FIGS. 9a and 9b are a stop 102d of the cable pull receiver 102 and a stop 105d of the driver.
• the stops 102d and 105d limit the rotation of the follower 105 relative to a rotation of the cable take-up 102 in a rotational direction (direction toward a larger valve lift).
• a housing 130 for the drive mechanism 100 is shown. On the housing and the second stop counter-element 122 '(shown here without adjusting screw) is attached.
• a traction element can be used instead of or in addition to the intermediate spring shown in the embodiments.
• a traction element comprises a damping element (eg oil or hydraulic damping element), which may have at least a slight spring action, or by a combination of spring and damping.
• the traction element comprises at least one of an intermediate spring and a damper.
• an intermediate spring as any element with spring action (ie, for example, coil spring, gas spring, torsion spring, etc.) and a damping as any element with non-negligible damping effect specific.
• the intermediate spring and the damping can also be realized by a common component (damped intermediate spring).
• the gas position control (cable or other element) may be mechanically coupled to a gas command generator.
• a gas command generator particularly preferred is a coupling to a user directly (mechanically) operable gas command generator such as a throttle or a pedal.
• a coupling to a Gasbetationsgeber is possible, which is formed by an electronically controlled element.
• the electronic control may be in response to various relevant data, such as a throttle or pedal stroke, throttle or accelerator pedal position, engine speed, vehicle speed, traction control system data, acoustic control, or the like.
• the adjusting element has the same degree of freedom of movement as the gas position control element.
• both may be rotatable, longitudinally displaceable or movable according to another common movement.
• the intermediate spring exerts a force or prestress on the adjusting element in such a way that the adjusting element is pressed against a stop of the gas adjustment operating element which controls the movement of the adjusting element relative to a movement of the cable pull receptacle 102 in one direction towards a larger valve lift limited.
• the adjusting element is positively coupled to the bearing body.
• the coupling is such that a transmission ratio between the adjusting element and the bearing body is non-constant, and the transmission ratio is reduced, in particular with a larger valve lift, so that a given movement of the adjusting element is associated with a smaller movement of the bearing body than with a smaller valve lift.
• the return spring is coupled to the gas position control element via the adjusting element. According to a further aspect, the return spring exerts a bias on the adjusting element in a direction reducing the lifting height of the valve.
• a method for controlling the valve train or an internal combustion engine according to the invention includes moving a throttle position control element based on a throttle command; (at least in part) transmission of the movement of the gas Operating element by the traction element on the adjustment, so that the adjusting element is moved; Transmission of the movement of the adjusting element by coupling to the bearing body, so that the position of the first axis of rotation is changed and thus the valve lift is adjusted.
• the method preferably operates in accordance with any of the optional aspects described herein, eg, preferably, the actuator arranged for positional adjustment of the stopper pin is driven in response to an engine speed of the internal combustion engine.
• valvetrain is configured for a motorcycle engine, or the engine is a motorcycle engine. In another aspect, a motorcycle is provided with such an internal combustion engine.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Valve Device For Special Equipments (AREA)
• Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

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• 2013
  • 2013-03-06 DE DE102013102231.6A patent/DE102013102231B4/de not_active Expired - Fee Related
• 2014
  • 2014-02-04 BR BR112015021285-9A patent/BR112015021285B1/pt active IP Right Grant
  • 2014-02-04 CN CN201480012372.4A patent/CN105209727B/zh active Active
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• 2015
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