EP0353543A1 - Valve-operating device for internal-combustion engines - Google Patents

Valve-operating device for internal-combustion engines Download PDF

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Publication number
EP0353543A1
EP0353543A1 EP89113228A EP89113228A EP0353543A1 EP 0353543 A1 EP0353543 A1 EP 0353543A1 EP 89113228 A EP89113228 A EP 89113228A EP 89113228 A EP89113228 A EP 89113228A EP 0353543 A1 EP0353543 A1 EP 0353543A1
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EP
European Patent Office
Prior art keywords
valve
control
cam
tappet
section
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Granted
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EP89113228A
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German (de)
French (fr)
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EP0353543B1 (en
Inventor
Jiri Seidl
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • 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
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the invention relates to a valve control for internal combustion engines of the type described in the preamble of claim 1.
  • valve control is shown, for example, in GB-PS 846 133.
  • This valve control which is designed for a high-performance engine, also has control shafts with control cams for relatively large valve strokes.
  • control cams of this type are designed to achieve a sufficient filling of the cylinders in the upper speed range for relatively large control angles of over 300 ° crankshaft angles. This gives the valves a late closing point after UT and OT.
  • This opening or time cross section after UT and / or OT is essential for the gas dynamics in the intake system of the internal combustion engine in order to achieve a high degree of filling.
  • a large time cross section of the valves between the UT and TDC position of the piston in the respective cylinder and the respective closing point has an adverse effect on smooth running and torque in the low speed range due to the backflow of the fresh gas into the suction system through the inlet valve and the relative large overlap of inlet and outlet valve.
  • the aim of the invention is to moderate in an internal combustion engine intended for normal operation Performance waiver in the upper speed range to achieve a significant gain in torque and smoothness in the low speed range in that with substantially the same total opening or opening.
  • a reduction in the control angle of the control cam in combination with an increase in the cam or valve stroke is not possible without taking into account the degree of curvature of the curved slide path of the tappet.
  • the control cam With a large degree of curvature or a small roller radius of the slide of the ram, the control cam becomes hollow in its flanks even at low acceleration values.
  • the radius of a hollow flank of the control cam must be relatively large, but as a result, a steep increase in valve opening which is required in accordance with the aforementioned objective cannot be achieved with a small roller radius.
  • a small roller radius in connection with a control cam with a large cam or valve stroke causes a considerable, wear-promoting transverse load.
  • the transverse load is lower, but with a roller radius going towards infinity ( ⁇ ) there is a contact line of the cam tip-side flank area with the tappet slide, which is far from the center of the tappet.
  • a large migration of the contact line of the control cam requires corresponding dimensions of the tappet in the direction of the cam rotation plane, with the disadvantages of large inertial forces and considerable installation space.
  • the invention is based on the object, for a generic valve control with respect to the roller radius of the tappet slideway a radius range and with regard to the control angle and the cam or To show valve stroke of the control cam limit values, the three values in combination with each other resulting in a reduced closing cross section of the valves with a steep valve stroke curve.
  • the closing time cross-section for the exhaust valve can also be reduced according to the invention.
  • a high torque is achieved due to the full time cross-section between TDC and TDC in conjunction with the reduced fresh gas backflow.
  • the reduced power in the upper speed range associated with the reduced gas dynamics in the intake system by reducing the closing time cross section between UT and the closing point of the inlet valve is compensated for by means of several inlet valves per cylinder of the internal combustion engine. For this, three inlet valves form an optimal compromise between a high torque curve in the low speed range and a favorable performance level in the upper speed range.
  • the combination of these three numerical values gives, as a further advantage, a favorable measure for the migration of the contact line between the control cam and the slideway of the valve tappet without limiting a desired large valve lift by the given valve opening speed.
  • the favorable emigration dimension also results in relatively small dimensions of the tappet in the direction of the control cam rotary plane, combined with small masses in a small installation space. Lower masses enable valve acceleration corresponding to the steep course of the valve stroke without dynamic problems.
  • valve tappet In addition to small dimensions, the mass of the valve tappet can also be reduced by a tappet having a rectangular or oval cross-section in plan view. In addition, such plungers also facilitate the arrangement of a plurality of intake and exhaust valves in a cylinder of relatively small diameter.
  • the value specified in claim 2 for the roller radius of the slide of the valve tappet gives, in addition to the dimension of the contact line migration favorable for the tappet dimension, the further advantage of a radius for the tip of the control cam when the valve stroke is full between the reversal points of the reciprocating piston in the cylinder to be able to choose, with which the Hertzian pressure between the cam tip and the tappet slideway is low, especially at low engine speed.
  • a radius tending toward larger numerical values at the cam tip complies with the configuration of a full valve lift curve or a fuller valve lift curve.
  • a valve control 1 in a cylinder head 2 of a reciprocating piston internal combustion engine comprises a control shaft 3 with a control cam 4, which actuates an inlet valve 6 in a combustion chamber depression 7 of the cylinder head 2 for a cylinder via a tappet 5.
  • This control cam 4 interacts with a cylindrically curved slide 8 of the plunger 5.
  • the slideway 8 is formed with a roller radius R R ⁇ 65 mm.
  • a steep valve stroke curve - solid line - is achieved in the interaction of the predetermined three values according to FIG. 3, the time cross section of the inlet valve 6 from the start of opening Eö to the reciprocating piston TDC being advantageously small compared to conventional ones Interpretation according to the dashed curve.
  • the valve stroke curve follows the solid line compared to the dashed curve a full time cross-section for torque and power.
  • the solid valve stroke curve shows a significantly reduced closing time cross-section from "reciprocating piston UT" to "inlet closes (Es)". This means that at low engine speeds, backflow of the fresh charge drawn from the cylinder into the intake system is considerably reduced, resulting in a high torque curve.
  • at least two inlet valves 6 are provided per combustion chamber 7.
  • the dimensioning of the interacting valve train elements results in a favorable value for the emigration "A" of the contact line "K" of the control cam 4 with the slideway 8 at, in particular, avoiding the production of pronounced hollow flanks of the control cams 4 with a large valve lift h V beginning engagement of the control cam tip area 9.
  • the rectangular or oval tappets 5 are conducive to a closely adjacent arrangement of the inlet valves 6 in the combustion chamber trough 7, the slideways 8 connecting guide surfaces 10 of the tappets 5 arranged at the greatest mutual distance from one another.
  • the control can be designed analogously for an exhaust valve, not shown, in order in particular to be able to additionally influence the size of the valve overlap of the intake and exhaust valve.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

In a valve operating mechanism for internal-combustion engines, a control shaft (3) with a control cam (4) for actuating a valve (6) acts on a tappet (5) which interacts with the control cam (4) by means of an arched sliding track (8). To achieve an ample torque curve at low speeds of the internal-combustion engine and with this an acceptable power level in the upper speed range, it is proposed for the purpose of the advantageous dimensioning of the interacting valve gear elements that the control cam (4) for an inlet valve have a main cam of at most 240 DEG crankshaft angle with a cam or valve stroke of at least 10 mm, the sliding track (8) of the tappet being designed with a roll radius of between 50 and 80 mm. <IMAGE>

Description

Die Erfindung bezieht sich auf eine Ventilsteuerung für Brennkraftmaschinen der im Oberbegriff des Patentan­spruches 1 beschriebenen Art.The invention relates to a valve control for internal combustion engines of the type described in the preamble of claim 1.

Eine derartige Ventilsteuerung zeigt beispielsweise die GB-PS 846 133. Diese für einen Hochleistungsmotor konzipierte Ventilsteuerung weist ferner Steuerwellen mit Steuernocken für relativ große Ventilhübe auf. Weiter sind derartige Steuernocken zur Erzielung einer ausreichenden Füllung der Zylinder im oberen Drehzahl­bereich auf relativ große Steuerwinkel von über 300° Kurbelwellenwinkel ausgelegt. Dies ergibt für die Ventile einen späten Schließpunkt nach UT und OT. Dieser Öffnungs- bzw. Zeitquerschnitt nach UT und/oder OT ist wesentlich für die Gasdynamik in der Sauganlage der Brennkraftmaschine zur Erzielung eines hohen Füllungs­grades.Such a valve control is shown, for example, in GB-PS 846 133. This valve control, which is designed for a high-performance engine, also has control shafts with control cams for relatively large valve strokes. Furthermore, control cams of this type are designed to achieve a sufficient filling of the cylinders in the upper speed range for relatively large control angles of over 300 ° crankshaft angles. This gives the valves a late closing point after UT and OT. This opening or time cross section after UT and / or OT is essential for the gas dynamics in the intake system of the internal combustion engine in order to achieve a high degree of filling.

Ein großer Zeitquerschnitt der Ventile zwischen der UT- und OT-Stellung des Kolbens im jeweiligen Zylinder und dem jeweiligen Schließpunkt wirkt sich jedoch im nie­deren Drehzahlbereich auf Laufruhe und Drehmoment ungünstig aus durch die Rückströmung des Frischgases in die Sauganlage durch das Einlaß-Ventil und die relativ große Überschneidung von Einlaß- und Auslaß-Ventil.A large time cross section of the valves between the UT and TDC position of the piston in the respective cylinder and the respective closing point has an adverse effect on smooth running and torque in the low speed range due to the backflow of the fresh gas into the suction system through the inlet valve and the relative large overlap of inlet and outlet valve.

Ziel der Erfindung ist es, bei einer für den Normalbe­trieb vorgesehenen Brennkraftmaschine durch mäßigen Leistungsverzicht im oberen Drehzahlbereich einen deutlichen Gewinn an Drehmoment und Laufruhe im niederen Drehzahlbereich dadurch zu verwirklichen, daß bei im wesentlichen gleichen Gesamt-Öffnungs- bwz. Zeitquer­schnitt insbesondere des Einlaß-Ventiles dessen Zeit­querschnitt zwischen UT und dem Schließpunkt wesentlich reduziert ist. Hierfür ist eine Verringerung des Steuer­winkels des Steuernockens in Kombination mit einer Vergrößerung des Nocken- bzw. Ventilhubes nicht ohne Berücksichtigung des Krümmungsmaßes der gewölbten Gleitbahn des Stößels möglich. Bei einem großen Krüm­mungsmaß bzw. kleinem Rollenradius der Gleitbahn des Stößels wird der Steuernocken in seinen Flanken schon bei niedrigen Beschleunigungswerten hohl. Aus Ferti­gungsgründen muß der Radius einer hohlen Flanke des Steuernockens relativ groß sein, wodurch jedoch ein gemäß der vorgenannten Zielsetzung erforderlicher steiler Ventilöffnungs-Anstieg bei kleinem Rollenradius nicht zu verwirklichen ist. Weiter bedingt ein kleiner Rollenradius in Verbindung mit einem Steuernocken von großem Nocken- bzw. Ventilhub eine erhebliche, ver­schleißfördernde Querbelastung. Demgegenüber wird bei einer Gleitbahn des Stößels mit kleinem Krümmungsmaß bzw. großem Rollenradius die Querbelastung zwar gerin­ger, jedoch ergibt sich bei einem gegen Unendlich ( ∞ ) gehenden Rollenradius eine von Mitte Stößel weit beab­standete Kontaktlinie des nockenspitzenseitigen Flanken­bereiches mit der Stößel-Gleitbahn. Eine große Auswande­rung der Kontaktlinie des Steuernockens erfordert in Richtung der Nockendrehebene entsprechende Abmessungen des Stößels mit den Nachteilen großer Massenkräfte und erheblichen Bauraumes.The aim of the invention is to moderate in an internal combustion engine intended for normal operation Performance waiver in the upper speed range to achieve a significant gain in torque and smoothness in the low speed range in that with substantially the same total opening or opening. Time cross-section, in particular of the inlet valve, whose time cross-section between UT and the closing point is significantly reduced. For this purpose, a reduction in the control angle of the control cam in combination with an increase in the cam or valve stroke is not possible without taking into account the degree of curvature of the curved slide path of the tappet. With a large degree of curvature or a small roller radius of the slide of the ram, the control cam becomes hollow in its flanks even at low acceleration values. For manufacturing reasons, the radius of a hollow flank of the control cam must be relatively large, but as a result, a steep increase in valve opening which is required in accordance with the aforementioned objective cannot be achieved with a small roller radius. Furthermore, a small roller radius in connection with a control cam with a large cam or valve stroke causes a considerable, wear-promoting transverse load. In contrast, with a slide of the tappet with a small degree of curvature or a large roller radius, the transverse load is lower, but with a roller radius going towards infinity (∞) there is a contact line of the cam tip-side flank area with the tappet slide, which is far from the center of the tappet. A large migration of the contact line of the control cam requires corresponding dimensions of the tappet in the direction of the cam rotation plane, with the disadvantages of large inertial forces and considerable installation space.

Der Erfindung liegt die Aufgabe zugrunde, für eine gattungsgemäße Ventilsteuerung hinsichtlich des Rollen­radiuses der Stößel-Gleitbahn einen Radienbereich und hinsichtlich des Steuerwinkels und des Nocken- bzw. Ventilhubes des Steuernockens Grenzwerte aufzuzeigen, wobei die drei Werte in Kombination miteinander einen reduzierten Schließquerschnitt der Ventile bei steilem Ventilhub-Verlauf ergeben.The invention is based on the object, for a generic valve control with respect to the roller radius of the tappet slideway a radius range and with regard to the control angle and the cam or To show valve stroke of the control cam limit values, the three values in combination with each other resulting in a reduced closing cross section of the valves with a steep valve stroke curve.

Diese Aufgabe wird mit den kennzeichnenden Merkmalen des Patentanspruches 1 gelöst. Mit den erfindungsgemäß kombinierten Werten ergibt sich in vorteilhafter Weise bei steilem Ventilhub-Verlauf ein fülliger Öffnungs- oder Zeitquerschnitt des Einlaß-Ventiles zwischen OT und UT eines Hubkolbens. Mit dem nach UT steil abfallenden Ventilhub-Verlauf wird ein das Rückströmen der Frisch­ladung aus dem Zylinder in die Sauganlage wesentlich reduzierender Zeitquerschnitt bis zum Schließpunkt des Einlaß-Ventiles erzielt. Weiter verringert ein steiler Anstieg des Ventilhub-Verlaufes den vor OT gelegten Zeitquerschnitt des Einlaß-Ventiles. Letzteres ergibt durch einen kleinen Überschneidungsbereich der Zeit­querschnitte von Einlaß- und Auslaß-Ventil hohe Laufruhe im Leerlauf bei niedrigen Schadstoffmengen im Abgas, wobei der Schließ-Zeitquerschnitt für das Auslaßventil ebenfalls erfindungsgemäß reduziert sein kann. Im anschließenden Drehzahlbereich der Brennkraftmaschine wird durch den fülligen Zeitquerschnitt zwischen OT und UT in Verbindung mit dem reduzierten Frischgas-Rückstrom ein hohes Drehmoment erreicht. Die mit der verringerten Gasdynamik in der Sauganlage durch Reduzieren des Schließ-Zeitquerschnittes zwischen UT und dem Schließ­punkt des Einlaß-Ventiles verbundene Minderleistung im oberen Drehzahlbereich wird nach Anspruch 3 mittels mehrerer Einlaß-Ventile je Zylinder der Brennkraftma­schine kompensiert. Hierfür bilden drei Einlaß-Ventile einen optimalen Kompromiß zwischen hohem Drehmomentver­lauf im niederen Drehzahlbereich und günstigem Leistungs­niveau im oberen Drehzahlbereich.This object is achieved with the characterizing features of patent claim 1. The values combined according to the invention advantageously result in a full opening or time cross section of the inlet valve between TDC and TDC of a reciprocating piston in the case of a steep valve stroke curve. With the valve stroke curve dropping steeply towards the bottom of the valve, a time cross-section which significantly reduces the backflow of fresh charge from the cylinder into the intake system is achieved up to the closing point of the inlet valve. Furthermore, a steep increase in the course of the valve stroke reduces the time cross section of the inlet valve before TDC. The latter results from a small overlap of the time cross-sections of the intake and exhaust valve, high smoothness when idling with low pollutant quantities in the exhaust gas, the closing time cross-section for the exhaust valve can also be reduced according to the invention. In the subsequent speed range of the internal combustion engine, a high torque is achieved due to the full time cross-section between TDC and TDC in conjunction with the reduced fresh gas backflow. The reduced power in the upper speed range associated with the reduced gas dynamics in the intake system by reducing the closing time cross section between UT and the closing point of the inlet valve is compensated for by means of several inlet valves per cylinder of the internal combustion engine. For this, three inlet valves form an optimal compromise between a high torque curve in the low speed range and a favorable performance level in the upper speed range.

Für die vorbeschriebene Auslegung einer Brennkraftma­schine sind bevorzugte Werte für den Steuerwinkel des Steuernockens und den Rollenradius für die Stößel-­Gleitbahn bei mindestens 10 mm Nocken- bzw. Ventilhub im Anspruch 2 angegeben. Die Kombination dieser drei Zahlenwerte ergibt als weiteren Vorteil ein günstiges Maß für die Auswanderung der Kontaktlinie zwischen Steuernocken und der Gleitbahn des Ventil-Stößels ohne einen gewünscht großen Ventilhub durch die gegebene Ventilöffnungsgeschwindigkeit zu begrenzen. Das günstige Auswanderungs-Maß ergibt weiter relativ kleine Abmes­sungen des Stößels in Richtung der Steuernocken-Drehebe­ne, verbunden mit kleinen Massen bei kleinem Bauraum. Geringere Massen ermöglichen eine dem steilen Ventilhub-­Verlauf entsprechende Ventilbeschleunigung ohne dynami­sche Probleme.For the above-described design of an internal combustion engine, preferred values for the control angle of the Control cam and the roller radius for the tappet slideway with at least 10 mm cam or valve stroke specified in claim 2. The combination of these three numerical values gives, as a further advantage, a favorable measure for the migration of the contact line between the control cam and the slideway of the valve tappet without limiting a desired large valve lift by the given valve opening speed. The favorable emigration dimension also results in relatively small dimensions of the tappet in the direction of the control cam rotary plane, combined with small masses in a small installation space. Lower masses enable valve acceleration corresponding to the steep course of the valve stroke without dynamic problems.

Die Masse des Ventil-Stößels kann ferner neben kleinen Abmessungen auch durch eine im Anspruch 4 beschriebene Gestalt eines in Draufsicht einen rechteckigen oder ovalen Querschnitt aufweisenden Stößels reduziert werden. Im übrigen erleichtern derartige Stößel auch die Anordnung mehrerer Einlaß- und Auslaß-Ventile bei einem Zylinder von relativ kleinem Durchmesser.In addition to small dimensions, the mass of the valve tappet can also be reduced by a tappet having a rectangular or oval cross-section in plan view. In addition, such plungers also facilitate the arrangement of a plurality of intake and exhaust valves in a cylinder of relatively small diameter.

Der in Anspruch 2 angegebene Wert für den Rollenradius der Gleitbahn des Ventilstößels ergibt neben dem für die Stößel-Abmessung günstigen Maß der Kontaktlinien-Auswan­derung den weiteren Vorteil, bei fülligem Ventilhub-­Verlauf zwischen den Umkehrpunkten des Hubkolbens im Zylinder für die Spitze des Steuernockens einen Radius wählen zu können, mit dem insbesondere bei niederer Drehzahl der Brennkraftmaschine die Hertz'sche Pressung zwischen Nockenspitze und Stößel-Gleitbahn niedrig ist. Zusätzlich kommt ein zu größeren Zahlenwerten tendieren­der Radius an der Nockenspitze der Gestaltung einer fülligen Ventilerhebungskurve bzw. einem fülligeren Ventilhub-Verlauf entgegen.The value specified in claim 2 for the roller radius of the slide of the valve tappet gives, in addition to the dimension of the contact line migration favorable for the tappet dimension, the further advantage of a radius for the tip of the control cam when the valve stroke is full between the reversal points of the reciprocating piston in the cylinder to be able to choose, with which the Hertzian pressure between the cam tip and the tappet slideway is low, especially at low engine speed. In addition, a radius tending toward larger numerical values at the cam tip complies with the configuration of a full valve lift curve or a fuller valve lift curve.

Anhand eines bevorzugten, in der Zeichnung dargestellten Ausführungsbeispiels wird die Erfindung näher erläutert. Es zeigen:

  • Fig. 1 eine Ventilsteuerung für ein Einlaßventil in einem abschnittsweise im Schnitt dargestellten Zylinderkopf,
  • Fig. 2 eine Stößel-Anordnung für zwei Einlaßventile eines Zylinders der Brennkraftmaschine in Draufsicht (ohne Steuerwelle),
  • Fig. 3 Einlaßventil-Zeitquerschnitte im Vergleich.
The invention is explained in more detail with reference to a preferred exemplary embodiment shown in the drawing. Show it:
  • 1 is a valve control for an intake valve in a cylinder head shown in sections in section,
  • 2 shows a tappet arrangement for two intake valves of a cylinder of the internal combustion engine in a top view (without a control shaft),
  • Fig. 3 intake valve time cross sections in comparison.

Eine Ventilsteuerung 1 in einem Zylinderkopf 2 einer nicht gezeigten Hubkolben-Brennkraftmaschine umfaßt eine Steuerwelle 3 mit einem Steuernocken 4, der über einen Stößel 5 ein Einlaßventil 6 in einer Brennraummulde 7 des Zylinderkopfes 2 für einen Zylinder betätigt.A valve control 1 in a cylinder head 2 of a reciprocating piston internal combustion engine, not shown, comprises a control shaft 3 with a control cam 4, which actuates an inlet valve 6 in a combustion chamber depression 7 of the cylinder head 2 for a cylinder via a tappet 5.

Der Steuernocken 4 weist einen Hauptnocken mit einem Steuerwinkel α = 236° Kurbelwellenwinkel bei einem Nocken- bzw. Ventilhub hV von mindestens 10 mm auf. Dieser Steuernocken 4 wirkt mit einer zylindrisch gewölbten Gleitbahn 8 des Stößels 5 zusammen. Die Gleitbahn 8 ist mit einem Rollenradius RR ≈ 65 mm ausgebildet.The control cam 4 has a main cam with a control angle α = 236 ° crankshaft angle with a cam or valve stroke h V of at least 10 mm. This control cam 4 interacts with a cylindrically curved slide 8 of the plunger 5. The slideway 8 is formed with a roller radius R R ≈ 65 mm.

Mit der wie vorstehend bemessenen Ventilsteuerung 1 ist im Zusammenwirken der vorgegebenen drei Werte gemäß Fig. 3 ein steiler Ventilhub-Verlauf - durchgezogene Linie - erreicht, wobei der Zeitquerschnitt des Einlaß-­Ventiles 6 vom Öffnungsbeginn Eö bis zum Hubkolben-OT vorteilhaft klein ist gegenüber herkömmlicher Auslegung nach der gestrichelten Kurve. Weiter ergibt der Ventil­hub-Verlauf nach der durchgezogenen Linie gegenüber der gestrichelten Kurve einen fülligen Zeitquerschnitt für Drehmoment und Leistung. Schließlich zeigt der durchge­zogene Ventilhub-Verlauf einen deutlich verringerten Schließ-Zeitquerschnitt von "Hubkolben-UT" bis "Einlaß schließt (Es)". Damit ist bei niederen Drehzahlen der Brennkraftmaschine ein Rückströmen der angesaugten Frischladung aus dem Zylinder in die Sauganlage erheb­lich reduziert mit der Folge eines hohen Drehmomentver­laufes. Zur Erzielung einer akzeptablen Leistung im oberen Drehzahlbereich im Anschluß an den fülligen Drehmomentverlauf sind mindestens zwei Einlaßventile 6 je Brennraum 7 vorgesehen.3, a steep valve stroke curve - solid line - is achieved in the interaction of the predetermined three values according to FIG. 3, the time cross section of the inlet valve 6 from the start of opening Eö to the reciprocating piston TDC being advantageously small compared to conventional ones Interpretation according to the dashed curve. Furthermore, the valve stroke curve follows the solid line compared to the dashed curve a full time cross-section for torque and power. Finally, the solid valve stroke curve shows a significantly reduced closing time cross-section from "reciprocating piston UT" to "inlet closes (Es)". This means that at low engine speeds, backflow of the fresh charge drawn from the cylinder into the intake system is considerably reduced, resulting in a high torque curve. In order to achieve an acceptable performance in the upper speed range following the full torque curve, at least two inlet valves 6 are provided per combustion chamber 7.

Die Bemessung der zusammenwirkenden Ventiltriebelemente nach den weiter vorne angegebenen Zahlenwerten ergibt unter Vermeidung insbesondere fertigungstechnisch aufwendiger, ausgeprägter Hohlflanken der Steuernocken 4 bei großem Ventilhub hV einen günstigen Wert für die Auswanderung "A" der Kontaktlinie "K" des Steuer­nockens 4 mit der Gleitbahn 8 beim beginnenden Eingriff des Steuernocken-Spitzenbereiches 9. Dies führt zu kleinbauenden Stößeln 5 von geringer Masse. Diese kann weiter im Querschnitt durch im wesentlichen rechteckige Stößel 5, wie aus Fig. 2 ersichtlich, verringert werden. Die rechteckigen oder ovalen Stößel 5 sind einer eng benachbarten Anordnung der Einlaßventile 6 in der Brennraummulde 7 förderlich, wobei die Gleitbahnen 8 im größten gegenseitigen Abstand angeordnete Führungsflä­chen 10 der Stößel 5 miteinander verbinden.The dimensioning of the interacting valve train elements according to the numerical values given further above results in a favorable value for the emigration "A" of the contact line "K" of the control cam 4 with the slideway 8 at, in particular, avoiding the production of pronounced hollow flanks of the control cams 4 with a large valve lift h V beginning engagement of the control cam tip area 9. This leads to small-sized tappets 5 of low mass. This can be further reduced in cross section by means of essentially rectangular plungers 5, as can be seen in FIG. 2. The rectangular or oval tappets 5 are conducive to a closely adjacent arrangement of the inlet valves 6 in the combustion chamber trough 7, the slideways 8 connecting guide surfaces 10 of the tappets 5 arranged at the greatest mutual distance from one another.

Für ein nicht gezeigtes Auslaß-Ventil kann die Steuerung analog ausgelegt werden, um insbesondere die Größe der Ventilüberschneidung von Einlaß- und Auslaß-Ventil zusätzlich beeinflussen zu können.The control can be designed analogously for an exhaust valve, not shown, in order in particular to be able to additionally influence the size of the valve overlap of the intake and exhaust valve.

Claims (5)

1. Ventilsteuerung für Brennkraftmaschinen,
- wobei ein Ventil (6) über einen Stößel (5) von einer Steuerwelle (3) betätigt ist, und
- ein Steuernocken (4) der Steuerwelle (3) mit einer gewölbten Gleitbahn (8) des Stößels (5) zusammen­wirkt,
dadurch gekennzeichnet,
- daß der Steuernocken (4) für ein Ventil (6) einen Hauptnocken mit einem Steuerwinkel ( α ) von höchstens 240° Kurbelwellenwinkel bei einem Nocken- bzw. Ventilhub (hV) von mindestens 10 mm aufweist,
- wobei die Gleitbahn (8) des Stößels (5) mindestens in einem wesentlichen Abschnitt mit einem Rollen­radius (RR) aus dem Wertebereich von 50 ≦ RR ≦ 80 mm ausgebildet ist.1. valve control for internal combustion engines,
- A valve (6) is actuated via a tappet (5) by a control shaft (3), and
- A control cam (4) of the control shaft (3) cooperates with a curved slideway (8) of the tappet (5),
characterized,
- That the control cam (4) for a valve (6) has a main cam with a control angle (α) of at most 240 ° crankshaft angle with a cam or valve stroke (h V ) of at least 10 mm,
- Wherein the slide (8) of the plunger (5) is formed at least in an essential section with a roller radius (R R ) from the range of 50 ≦ R R ≦ 80 mm. 2. Ventilsteuerung nach Anspruch 1, dadurch gekenn­zeichnet,
- daß der Steuerwinkel α = 236° Kurbelwellenwinkel beträgt, und
- daß der Rollenradius RR ≈ 65 mm mißt.2. Valve control according to claim 1, characterized in
- That the control angle α = 236 ° crankshaft angle, and
- That the roller radius measures R R ≈ 65 mm. 3. Ventilsteuerung nach Anspruch 1 und 2, dadurch gekennzeichnet, daß die Steuerwelle (3) mit Steuer­nocken (4) für mehrere Ventile (6) je Zylinder der Brennkraftmaschine ausgerüstet ist.3. Valve control according to claim 1 and 2, characterized in that the control shaft (3) with control cams (4) for several valves (6) per cylinder of the internal combustion engine is equipped. 4. Ventilsteuerung nach Anspruch 3, dadurch gekenn­zeichnet,
- daß der Stößel (5) - in Draufsicht gesehen - einen rechteckigen oder ovalen Querschnitt aufweist, und
- daß die Gleitbahn (8) im größten gegenseitigen Abstand angeordnete Führungsflächen (10) des Stößels (5) miteinander verbindet.4. Valve control according to claim 3, characterized in
- That the plunger (5) - seen in plan view - has a rectangular or oval cross section, and
- That the slide (8) arranged at the greatest mutual distance guide surfaces (10) of the plunger (5) connects to each other. 5. Ventilsteuerung nach den Ansprüchen 1 - 4, dadurch gekennzeichnet, daß die Gleitbahn (8) des Stößels (5) aus Abschnitten mit unterschiedlichen Rollenradien (RR) aus dem Wertebereich von 50 ≦ RR ≦ 80 gebildet ist.5. Valve control according to claims 1-4, characterized in that the slideway (8) of the tappet (5) from sections with different roller radii (R R ) is formed from the range of 50 ≦ R R ≦ 80.
EP89113228A 1988-08-03 1989-07-19 Valve-operating device for internal-combustion engines Expired - Lifetime EP0353543B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3826365A DE3826365A1 (en) 1988-08-03 1988-08-03 VALVE CONTROL FOR INTERNAL COMBUSTION ENGINES
DE3826365 1988-08-03

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EP0353543A1 true EP0353543A1 (en) 1990-02-07
EP0353543B1 EP0353543B1 (en) 1992-01-22

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Cited By (2)

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WO1995028553A1 (en) * 1994-04-18 1995-10-26 Korostenski, Erwin Internal combustion engine with flat tappet
EP1260681A3 (en) * 2001-05-17 2003-01-08 INA- Schaeffler KG Valve tappet

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DE4002964A1 (en) * 1990-02-01 1991-08-08 Audi Ag IC engine cylinder head - has tappet openings of cross=sections comprising curved ends and outwards-arching sides
DE4244287C2 (en) * 1992-04-27 2001-12-13 Iav Motor Gmbh Valve train for charge exchange valves, preferably intake valves of reciprocating internal combustion engines
DE4244286C2 (en) * 1992-11-13 2001-07-05 Iav Motor Gmbh Switchable valve train for gas exchange valves of internal combustion engines
DE4302877C2 (en) * 1993-02-02 1996-04-11 Schaeffler Waelzlager Kg Pestle
JP2003083017A (en) * 2001-09-10 2003-03-19 Mitsubishi Electric Corp Valve lift adjustment device

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GB2133467A (en) * 1983-01-17 1984-07-25 Darren Gale Swanson Four-stroke engine valve timing
FR2542371A1 (en) * 1983-03-10 1984-09-14 Maschf Augsburg Nuernberg Ag FLAT ROCKER FOR VALVE CONTROL
FR2550273A1 (en) * 1983-08-05 1985-02-08 Peugeot Device for operating a valve, for variable timing in an internal combustion engine
US4637357A (en) * 1985-04-29 1987-01-20 Yamaha Hatsudoki Kabushiki Kaisha Tappet arrangement for engine valve train
DE3622143A1 (en) * 1986-07-02 1988-01-14 Daimler Benz Ag Sliding pair comprising a control cam and a valve actuating lever

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Publication number Priority date Publication date Assignee Title
GB2133467A (en) * 1983-01-17 1984-07-25 Darren Gale Swanson Four-stroke engine valve timing
FR2542371A1 (en) * 1983-03-10 1984-09-14 Maschf Augsburg Nuernberg Ag FLAT ROCKER FOR VALVE CONTROL
FR2550273A1 (en) * 1983-08-05 1985-02-08 Peugeot Device for operating a valve, for variable timing in an internal combustion engine
US4637357A (en) * 1985-04-29 1987-01-20 Yamaha Hatsudoki Kabushiki Kaisha Tappet arrangement for engine valve train
DE3622143A1 (en) * 1986-07-02 1988-01-14 Daimler Benz Ag Sliding pair comprising a control cam and a valve actuating lever

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995028553A1 (en) * 1994-04-18 1995-10-26 Korostenski, Erwin Internal combustion engine with flat tappet
EP1260681A3 (en) * 2001-05-17 2003-01-08 INA- Schaeffler KG Valve tappet

Also Published As

Publication number Publication date
EP0353543B1 (en) 1992-01-22
DE58900757D1 (en) 1992-03-05
DE3826365A1 (en) 1990-02-15

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