EP1457645B1 - Valve gear for an internal-combustion engine - Google Patents

Valve gear for an internal-combustion engine Download PDF

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Publication number
EP1457645B1
EP1457645B1 EP04003090A EP04003090A EP1457645B1 EP 1457645 B1 EP1457645 B1 EP 1457645B1 EP 04003090 A EP04003090 A EP 04003090A EP 04003090 A EP04003090 A EP 04003090A EP 1457645 B1 EP1457645 B1 EP 1457645B1
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EP
European Patent Office
Prior art keywords
valve
extreme
crankshaft angle
electronic unit
stroke curve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
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EP04003090A
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German (de)
French (fr)
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EP1457645A1 (en
Inventor
Till Dr. Scheffler
Horst Dr. Kellerer
Axel Knaut
Rudolf Dr. Seethaler
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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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F01L9/22—Valve-gear or valve arrangements actuated non-mechanically by electric means actuated by rotary motors
    • 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F01L9/21—Valve-gear or valve arrangements actuated non-mechanically by electric means actuated by solenoids
    • F01L2009/2125—Shaft and armature construction
    • F01L2009/2126—Arrangements for amplifying the armature stroke
    • 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F01L9/21—Valve-gear or valve arrangements actuated non-mechanically by electric means actuated by solenoids
    • F01L2009/2132—Biasing means
    • F01L2009/2134—Helical springs
    • F01L2009/2136—Two opposed springs for intermediate resting position of the armature
    • 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
    • F01L2201/00—Electronic control systems; Apparatus or methods therefor

Definitions

  • the present invention relates to an electrically controlled valve train for a Internal combustion engine according to the preamble of claim 1 (see DE-A-10140461).
  • the camshaft is mechanically over a timing chain or a timing belt driven by the crankshaft.
  • valve train This is possible through an electromagnetic valve train. This is every valve or each valve group of a cylinder associated with an "actuator".
  • actuator units Two different basic types of actuator units are explored. In which first type are a valve or a valve group an opening and Closing magnet assigned. By energizing the magnets, the valves can be moved axially, i. be opened or closed. Such However, valve trains are difficult to control in terms of control engineering.
  • Another type is a valve or a valve group a back and forth swing Associated actuating cams. The actuating cam is thereby by a pivoting electric swing motor supportive.
  • the object of the invention is an electric valve drive with a Schwenkaktor And to create a control electronics, the best possible adaptation of the Opening / closing behavior to the current operating state of Internal combustion engine allows.
  • the invention is based on a valve train with a Schwenkactor, by an electric motor or other actuator, such as an actuator; a hydraulic Actuator is actuated.
  • the swivel actuator is for actuating one or more Valves provided.
  • the essence of the invention consists in an electronic control system for Control of the electric motor.
  • the electric motor or the cam is through the Control electronics so controlled that the valve according to a Hubverlaufskurve moves, the best possible the current operating state the engine, in particular the thermodynamic conditions in the engine adjusted is.
  • the valve passes through in accordance with the control of the electric motor through the Control electronics one between an opening crank angle and a Closing crank angle lying Hubverlaufskurve, which depends on current operating state of the internal combustion engine from the electronics a stored set of stroke curves selected or dependent from the current operating state according to a predetermined "Bildungsvorschrift" is formed.
  • the valve to be passed through Hubverlaufskurve is dependent on the current operating state of Internal combustion engine modifiable by the control logic such that the location of the Center of gravity of the surface under the stroke curve with respect to the Crankshaft angle is variable and without the Opening crankshaft angle or closing crankshaft angle are moved got to.
  • Hubverlaufskurven be generated, which differ from each other in terms of a variety of properties can.
  • Individual Hubverlaufskurven can, for example, in terms differ in their number of local and global extrema.
  • Hubverlaufskurven generated in terms of their opening and / or Differentiate closing gradients.
  • Hubverlaufskurven be generated, in terms of differentiate their opening and / or closing crankshaft angle.
  • can Hubverlaufskurven be generated with different sized opening strokes, etc.
  • Hubverlaufskurven can be generated, whose Form themselves with regard to the location of their centroids in relation to the Differ crankshaft angle, i. as regards the location of the center of gravity of the Areas under the respective stroke curve. Hubverlaufkurven can through corresponding control of the electric motor to be modified and indeed without a shift in the opening and closing crankshaft angle.
  • FIG. 1 shows a valve drive 1 with a valve 2 which is only schematically represented by one here shown valve spring 3 is pressed “up” in its closed position. To open the valve 2, it must be against the spring force of the valve spring 3 after pressed down.
  • a valve lever 4 is provided which by a Cam 5 can be pushed down.
  • the cam 5 is pivotable about a Swivel axle 6 stored in the engine.
  • the cam 5 here has two cam flanks on, namely a so-called high dynamic edge 7 and a low-dynamic edge 8.
  • a pin 9 is provided on the cam 5 against which an actuator spring 10 suppressed.
  • the high-dynamics edge 7 and the low-dynamics edge 8 are each different Operating conditions of the engine assigned, which is not closer to enter.
  • the valve 2 can be opened via the valve lever 4 by the cam 5 is rotated clockwise or counterclockwise. at a clockwise rotation, the valve 2 by the high dynamic edge. 7 open. In a counterclockwise rotation, the valve is through the Low dynamic edge 8 open
  • an electric motor (not shown) provided with the cam in one or in the other direction can be pivoted.
  • low dynamic mode i. when the valve 2 with the low dynamic edge of Cam 5 is opened, can be controlled by driving the electric motor on the Course of the lift curve of the valve 2 are influenced.
  • Alone by the Control of the electric motor can be an almost arbitrary number of different Hubkurvenverrise be generated.
  • the electric motor is controlled, that the Hubkurvenverlauf as optimally as possible to the current operating state of the engine, especially on the thermodynamic conditions is tuned in the engine.
  • charge exchange, mixture preparation, Acoustics, consumption and emissions of the internal combustion engine are optimized.
  • FIGS. 2 and 3 show, by way of example, different possible stroke characteristics for an inlet valve.
  • FIG. 2 shows a stroke profile for an inlet valve with which a good mixture formation can be achieved with a warm engine and a low engine load.
  • the valve opens at the crankshaft angle E01. This is followed by an increase, described by the crankshaft angle difference EO_F, to a global maximum. In this position, the valve expressed in degrees crankshaft angle the crankshaft angle E Hub 1 is held. Subsequently, the valve is again partially closed, ie the valve lift drops to a local extremum E hub 2, which is reached at ES1. The transition is described by the crankshaft difference ES_F. Then the valve is closed. At crankshaft angle ES2, the valve is then completely closed.
  • FIG 3 shows a Hubverlaufskurve for an inlet valve, which is conveniently controlled with a cold engine to keep the formation of hydrocarbons as low as possible, ie approximately in the first 20 seconds after the cold start.
  • the inlet valve is partially opened here when the crankshaft angle EO2 is reached, ie an increase to a local extremum takes place.
  • the inlet valve is then partially kept open for the duration E Hub 2.
  • an increase takes place to the global extremum, ie the inlet valve is opened to the maximum.
  • the inlet valve is kept open for the duration E hub 1.
  • a drop in the Hubverlaufskurve The inlet valve can either be completely closed, which is then reached at ES1, or at first partially, which corresponds to the dashed local extremum. At the latest at time ES2, the inlet valve is then closed again.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Description

Die vorliegende Erfindung betrifft einen elektrisch gesteuerten Ventiltrieb für einen Verbrennungsmotor gemäß dem Oberbegriff des Patentanspruches 1 (siehe DE-A-10140461).The present invention relates to an electrically controlled valve train for a Internal combustion engine according to the preamble of claim 1 (see DE-A-10140461).

Bei herkömmlichen Verbrennungsmotoren wird die Nockenwelle mechanisch über eine Steuerkette oder einen Steuerriemen von der Kurbelwelle angetrieben. Zur Steigerung der Motorleistung, zur Senkung des Spritverbrauchs, zur Beeinflussung der Emissionen und zur Verbesserung der Motorakustik ist es von Vorteil, die Ventile der einzelnen Zylinder, zumindest aber die Einlassventile und die Auslassventile der einzelnen Zylinder individuell anzusteuern.In conventional internal combustion engines, the camshaft is mechanically over a timing chain or a timing belt driven by the crankshaft. to Increase in engine power, to reduce fuel consumption, to influence emissions and to improve the engine acoustics it is an advantage that the Valves of the individual cylinders, but at least the intake valves and the To individually control the exhaust valves of the individual cylinders.

Dies ist durch einen elektromagnetischen Ventiltrieb möglich. Hierzu ist jedem Ventil bzw. jeder Ventilgruppe eines Zylinders eine "Aktuatoreinheit" zugeordnet. Derzeit werden zwei unterschiedliche Grundtypen von Aktuatoreinheiten erforscht. Bei dem ersten Typ sind einem Ventil oder einer Ventilgruppe ein Öffnungs- und Schließmagnet zugeordnet. Durch Bestromen der Magneten können die Ventile axial verschoben werden, d.h. geöffnet bzw. geschlossen werden. Derartige Ventiltriebe sind jedoch regelungstechnisch nur schwer beherrschbar. Bei dem anderen Typ ist einem Ventil- bzw. einer Ventilgruppe ein hin- und herschwenkbarer Betätigungsnocken zugeordnet. Der Betätigungsnocken wird dabei durch einen elektrischen Schwenkmotor unterstützend verschwenkt. This is possible through an electromagnetic valve train. This is every valve or each valve group of a cylinder associated with an "actuator". Currently Two different basic types of actuator units are explored. In which first type are a valve or a valve group an opening and Closing magnet assigned. By energizing the magnets, the valves can be moved axially, i. be opened or closed. such However, valve trains are difficult to control in terms of control engineering. In which Another type is a valve or a valve group a back and forth swing Associated actuating cams. The actuating cam is thereby by a pivoting electric swing motor supportive.

Aufgabe der Erfindung ist es, einen elektrischen Ventiltrieb mit einem Schwenkaktor und einer Steuerelektronik zu schaffen, der eine möglichst gute Anpassung des Öffnungs-/Schließverhaltens an den momentanen Betriebszustand des Verbrennungsmotors ermöglicht.The object of the invention is an electric valve drive with a Schwenkaktor And to create a control electronics, the best possible adaptation of the Opening / closing behavior to the current operating state of Internal combustion engine allows.

Diese Aufgabe wird durch die Merkmale des Patentanspruches 1 gelöst. Vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung sind den Unteransprüchen zu entnehmen.This object is solved by the features of claim 1. advantageous Refinements and developments of the invention are the dependent claims remove.

Die Erfindung geht von einem Ventiltrieb mit einem Schwenkaktor aus, der durch einen Elektromotor oder durch ein anderes Stellglied, wie z.B. ein hydraulisches Stellglied betätigt wird. Der Schwenkaktor ist zur Betätigung eines oder mehrerer Ventile vorgesehen. Der Kern der Erfindung besteht in einer Steuerelektronik zur Ansteuerung des Elektromotors. Der Elektromotor bzw. der Nocken wird durch die Steuerelektronik so angesteuert, dass sich das Ventil gemäß einer Hubverlaufskurve bewegt, die möglichst optimal dem momentanen Betriebszustand des Motors, insbesondere den thermodynamischen Verhältnissen im Motor angepasst ist.The invention is based on a valve train with a Schwenkactor, by an electric motor or other actuator, such as an actuator; a hydraulic Actuator is actuated. The swivel actuator is for actuating one or more Valves provided. The essence of the invention consists in an electronic control system for Control of the electric motor. The electric motor or the cam is through the Control electronics so controlled that the valve according to a Hubverlaufskurve moves, the best possible the current operating state the engine, in particular the thermodynamic conditions in the engine adjusted is.

Das Ventil durchläuft entsprechend der Ansteuerung des Elektromotors durch die Steuerelektronik eine zwischen einem Öffnungskurbelwinkel und einem Schließkurbelwinkel liegende Hubverlaufskurve, die in Abhängigkeit vom momentanen Betriebszustand des Verbrennungsmotors von der Elektronik aus einer gespeicherten Schar von Hubverlaufskurven ausgewählt oder in Abhängigkeit vom momentanen Betriebszustand entsprechend einer vorgegebenen "Bildungsvorschrift" gebildet wird. Die vom Ventil zu durchlaufende Hubverlaufskurve ist in Abhängigkeit vom momentanen Betriebszustand des Verbrennungsmotors durch die Steuerlogik derart modifizierbar, dass die Lage des Schwerpunkts der Fläche unter der Hubverlaufskurve in Bezug auf den Kurbelwellenwinkel veränderbar ist und zwar ohne dass der Öffnungskurbelwellenwinkel oder Schließkurbelwellenwinkel verschoben werden muss. The valve passes through in accordance with the control of the electric motor through the Control electronics one between an opening crank angle and a Closing crank angle lying Hubverlaufskurve, which depends on current operating state of the internal combustion engine from the electronics a stored set of stroke curves selected or dependent from the current operating state according to a predetermined "Bildungsvorschrift" is formed. The valve to be passed through Hubverlaufskurve is dependent on the current operating state of Internal combustion engine modifiable by the control logic such that the location of the Center of gravity of the surface under the stroke curve with respect to the Crankshaft angle is variable and without the Opening crankshaft angle or closing crankshaft angle are moved got to.

Ganz allgemein gesprochen können also in Abhängigkeit vom momentanen Betriebszustand des Motors und vorgebbaren bzw. vorgegebenen Randbedingungen, wie Öffnungskurbelwellenwinkel, Schließkurbelwellenwinkel, maximaler Ventilhub, Öffnungsgeschwindigkeit, maximale Schließgeschwindigkeit etc. eine Vielzahl unterschiedlicher Hubverlaufskurven dargestellt werden. In der Steuerelektronik können entweder eine Schar solcher Hubverlaufskurven abgespeichert sein oder alternativ dazu kann entsprechend einer vorgegebenen Steuerlogik in Abhängigkeit einer Vielzahl momentaner Betriebsparamater des Verbrennungsmotors auch ein momentan optimaler Hubverlauf "kreiert" werden.Generally speaking, therefore, depending on the current Operating condition of the engine and specifiable or predetermined boundary conditions, such as opening crankshaft angle, closing crankshaft angle, maximum Valve lift, opening speed, maximum closing speed etc. a variety of different Hubverlaufskurven be presented. In the Control electronics can either be a bevy of such Hubverlaufskurven be stored or alternatively, according to a predetermined Control logic depending on a variety of current operating parameters of the Combustion engine also a momentarily optimal stroke course "created" are.

Vorzugsweise sind mit der Steuerelektronik verschiedene Hubverlaufskurven erzeugbar, die sich hinsichtlich einer Vielzahl von Eigenschaften voneinander unterscheiden können. Einzelne Hubverlaufskurven können sich beispielsweise hinsichtlich ihrer Anzahl lokaler und globaler Extrema unterscheiden. Ferner können Hubverlaufskurven generiert werden, die sich hinsichtlich ihrer Öffnungs- und/oder Schließgradienten unterscheiden. Des Weiteren können in Abhängigkeit vom momentanen Betriebszustand Hubverlaufskurven erzeugt werden, die sich hinsichtlich ihres Öffnungs- und/oder Schließkurbelwellenwinkels unterscheiden. Ferner können Hubverlaufskurven mit verschieden großen Öffnungshüben generiert werden, etc.Preferably, with the control electronics different Hubverlaufskurven be generated, which differ from each other in terms of a variety of properties can. Individual Hubverlaufskurven can, for example, in terms differ in their number of local and global extrema. Furthermore, Hubverlaufskurven generated in terms of their opening and / or Differentiate closing gradients. Furthermore, depending on the current Operating state Hubverlaufskurven be generated, in terms of differentiate their opening and / or closing crankshaft angle. Furthermore, can Hubverlaufskurven be generated with different sized opening strokes, etc.

Zusammenfassend besteht der Unterschied gegenüber allen bislang bekannten Ventilsteuerungen darin, dass zum einen der Maximalhub, d.h. das globale Maximum der Hubverlaufskurve innerhalb der konstruktiv vorgegebenen Grenzen beliebig durch eine entsprechende Ansteuerung des Elektromotors eingestellt werden kann. Zum anderen kann durch eine entsprechende Ansteuerung des Elektromotors ganz gezielt eine bestimmte "Form" der Hubverlaufskurve generiert werden.In summary, there is the difference compared to all previously known Valve controls in that on the one hand, the maximum stroke, i. the global maximum the Hubverlaufskurve within the constructive limits arbitrarily be adjusted by a corresponding control of the electric motor can. On the other hand, by a corresponding control of the electric motor specifically a specific "shape" of the Hubverlaufskurve be generated.

Insbesondere können unterschiedliche Hubverlaufskurven erzeugt werden, deren Formen sich hinsichtlich der Lage ihrer Flächenschwerpunkte in Bezug auf den Kurbelwellenwinkel unterscheiden, d.h. hinsichtlich der Lage des Schwerpunkts der Flächen unter der jeweiligen Hubverlaufkurve. Hubverlaufkurven können durch entsprechende Ansteuerung des Elektromotors modifiziert werden und zwar auch ohne eine Verschiebung des Öffnungs- und Schließkurbelwellenwinkels. In particular, different Hubverlaufskurven can be generated, whose Form themselves with regard to the location of their centroids in relation to the Differ crankshaft angle, i. as regards the location of the center of gravity of the Areas under the respective stroke curve. Hubverlaufkurven can through corresponding control of the electric motor to be modified and indeed without a shift in the opening and closing crankshaft angle.

Im folgenden wird die Erfindung im Zusammenhang mit der Zeichnung näher erläutert. Es zeigen:

Figur 1
das Grundprinzip eines Ventiltriebs gemäß der Erfindung; und
Figur 2, 3
verschiedene Hubverlaufskurven, die mit dem Ventiltrieb der Figur 1 erzeugbar sind.
In the following the invention will be explained in connection with the drawing. Show it:
FIG. 1
the basic principle of a valve train according to the invention; and
FIG. 2, 3
Various Hubverlaufskurven that can be generated with the valve train of Figure 1.

Figur 1 zeigt einen Ventiltrieb 1 mit einem Ventil 2, das durch eine hier nur schematisch dargestellte Ventilfeder 3 "nach oben" in seine Schließstellung gedrückt wird. Zum Öffnen des Ventils 2 muss es entgegen der Federkraft der Ventilfeder 3 nach unten gedrückt werden. Hierzu ist ein Ventilhebel 4 vorgesehen, der durch einen Nocken 5 nach unten gedrückt werden kann. Der Nocken 5 ist schwenkbar um eine Schwenkachse 6 im Motor gelagert. Der Nocken 5 weist hier zwei Nockenflanken auf, nämlich eine sogenannte Hochdynamikflanke 7 und eine Niederdynamikflanke 8. Ferner ist am Nocken 5 ein Stift 9 vorgesehen, gegen den eine Aktorfeder 10 drückt. Die Hochdynamikflanke 7 und die Niederynamikflanke 8 sind jeweils unterschiedlichen Betriebszuständen des Motors zugeordnet, worauf hier nicht näher einzugehen ist. Das Ventil 2 kann über den Ventilhebel 4 geöffnet werden, indem der Nocken 5 im Uhrzeigersinn oder entgegen des Uhrzeigersinns gedreht wird. Bei einer Drehung im Uhrzeigersinn wird das Ventil 2 durch die Hochdynamikflanke 7 geöffnet. Bei einer Drehung entgegen dem Uhrzeigersinn wird das Ventil durch die Niederdynamikflanke 8 geöffnet.FIG. 1 shows a valve drive 1 with a valve 2 which is only schematically represented by one here shown valve spring 3 is pressed "up" in its closed position. To open the valve 2, it must be against the spring force of the valve spring 3 after pressed down. For this purpose, a valve lever 4 is provided which by a Cam 5 can be pushed down. The cam 5 is pivotable about a Swivel axle 6 stored in the engine. The cam 5 here has two cam flanks on, namely a so-called high dynamic edge 7 and a low-dynamic edge 8. Furthermore, a pin 9 is provided on the cam 5 against which an actuator spring 10 suppressed. The high-dynamics edge 7 and the low-dynamics edge 8 are each different Operating conditions of the engine assigned, which is not closer to enter. The valve 2 can be opened via the valve lever 4 by the cam 5 is rotated clockwise or counterclockwise. at a clockwise rotation, the valve 2 by the high dynamic edge. 7 open. In a counterclockwise rotation, the valve is through the Low dynamic edge 8 open.

Zur Drehung des Nockens in die eine oder in die andere Richtung ist ein Elektromotor (nicht dargestellt) vorgesehen, mit dem der Nocken in die eine oder in die andere Richtung geschwenkt werden kann.To rotate the cam in one or the other direction is an electric motor (not shown) provided with the cam in one or in the other direction can be pivoted.

Im Niederdynamikbetrieb, d.h. wenn das Ventil 2 mit der Niederdynamikflanke des Nockens 5 geöffnet wird, kann durch Ansteuerung des Elektromotors gezielt auf den Verlauf der Hubkurve des Ventils 2 Einfluss genommen werden. Allein durch die Ansteuerung des Elektromotors können eine nahezu beliebige Anzahl verschiedener Hubkurvenverläufe generiert werden. Der Elektromotor wird so angesteuert, dass der Hubkurvenverlauf möglichst optimal auf den momentanen Betriebszustand des Motors, insbesondere auf die thermodynamischen Verhältnisse im Motor abgestimmt ist. Dadurch können Ladungswechsel, Gemischaufbereitung, Akustik, Verbrauch und Emissionen des Verbrennungsmotors optimiert werden.In low dynamic mode, i. when the valve 2 with the low dynamic edge of Cam 5 is opened, can be controlled by driving the electric motor on the Course of the lift curve of the valve 2 are influenced. Alone by the Control of the electric motor can be an almost arbitrary number of different Hubkurvenverläufe be generated. The electric motor is controlled, that the Hubkurvenverlauf as optimally as possible to the current operating state of the engine, especially on the thermodynamic conditions is tuned in the engine. As a result, charge exchange, mixture preparation, Acoustics, consumption and emissions of the internal combustion engine are optimized.

Wie bereits erwähnt, können allein durch eine entsprechende Ansteuerung des Elektromotors verschiedene Hubverlaufsformen generiert werden. Die Figuren 2 und 3 zeigen exemplarisch verschiedene mögliche Hubverläufe für ein Einlassventil. Figur 2 zeigt einen Hubverlauf für ein Einlassventil, mit dem bei warmem Motor und niedriger Motorlast eine gute Gemischbildung erreichbar ist. Beim Hubverlauf der Figur 2 öffnet das Ventil beim Kurbelwellenwinkel E01. Hieran schließt sich ein Anstieg, beschrieben durch die Kurbelwellenwinkeldiffernenz EO_F auf ein globales Maximum an. In dieser Stellung wird das Ventil ausgedrückt in Grad Kurbelwellenwinkel den Kurbelwellenwinkel EHub1 gehalten. Anschließend wird das Ventil wieder teilweise geschlossen, d.h. der Ventilhub fällt auf ein lokales Extremum EHub2 ab, das bei ES1 erreicht wird. Der Übergang wird durch die Kurbelwellendifferenz ES_F beschrieben. Anschließend wird das Ventil geschlossen. Beim Kurbelwellenwinkel ES2 ist das Ventil dann ganz geschlossen.As already mentioned, different Hubverlaufsformen can be generated solely by a corresponding control of the electric motor. FIGS. 2 and 3 show, by way of example, different possible stroke characteristics for an inlet valve. FIG. 2 shows a stroke profile for an inlet valve with which a good mixture formation can be achieved with a warm engine and a low engine load. When Hubverlauf of Figure 2, the valve opens at the crankshaft angle E01. This is followed by an increase, described by the crankshaft angle difference EO_F, to a global maximum. In this position, the valve expressed in degrees crankshaft angle the crankshaft angle E Hub 1 is held. Subsequently, the valve is again partially closed, ie the valve lift drops to a local extremum E hub 2, which is reached at ES1. The transition is described by the crankshaft difference ES_F. Then the valve is closed. At crankshaft angle ES2, the valve is then completely closed.

Figur 3 zeigt eine Hubverlaufskurve für ein Einlassventil, die zweckmäßigerweise bei kaltem Motor eingesteuert wird, um die Bildung von Kohlenwasserstoffen möglichst gering zu halten, d.h. etwa in den ersten 20 Sekunden nach dem Kaltstart. Das Einlassventil wird hier bei Erreichen des Kurbelwellenwinkels EO2 teilweise geöffnet, d.h. es erfolgt ein Anstieg auf ein lokales Extremum. Das Einlassventil wird dann für die Dauer EHub2 teilweise offengehalten. Anschließend erfolgt ein Anstieg auf das globale Extremum, d.h. das Einlassventil wird maximal geöffnet. Das Einlassventil wird für die Dauer EHub1 offen gehalten. Anschließend erfolgt ein Abfall der Hubverlaufskurve. Das Einlassventil kann entweder ganz geschlossen werden, was dann bei ES1 erreicht wird, oder zunächst teilweise, was dem gestrichelt dargestellten lokalen Extremum entspricht. Spätestens im Zeitpunkt ES2 ist das Einlassventil dann wieder geschlossen.Figure 3 shows a Hubverlaufskurve for an inlet valve, which is conveniently controlled with a cold engine to keep the formation of hydrocarbons as low as possible, ie approximately in the first 20 seconds after the cold start. The inlet valve is partially opened here when the crankshaft angle EO2 is reached, ie an increase to a local extremum takes place. The inlet valve is then partially kept open for the duration E Hub 2. Subsequently, an increase takes place to the global extremum, ie the inlet valve is opened to the maximum. The inlet valve is kept open for the duration E hub 1. Subsequently, a drop in the Hubverlaufskurve. The inlet valve can either be completely closed, which is then reached at ES1, or at first partially, which corresponds to the dashed local extremum. At the latest at time ES2, the inlet valve is then closed again.

Die in den Figuren 2 und 3 dargestellten Hubverlaufskurven sind keineswegs einschränkend zu verstehen. Sie sind vielmehr lediglich als Beispiele aus einer Vielzahl möglicher Hubverlaufskurven zu verstehen., die durch entsprechende Ansteuerung des Schwenkmotors für den Betätigungsnocken erzeugbar sind.The Hubverlaufskurven shown in Figures 2 and 3 are by no means limiting to understand. Rather, they are merely examples of a variety to understand possible Hubverlaufskurven., By appropriate control the swivel motor for the actuating cam can be generated.

Wesentlich ist, dass allein durch die Ansteuerung des den Ventilnocken betätigenden Elektromotors eine Vielzahl möglicher Hubverlaufskurven darstellbar sind. Durch eine Steuerelektronik wird in Abhängigkeit vom momentanen Betriebszustand des Motors eine Hubverlaufskurve generiert, die thermodynamisch möglichst günstig ist.It is essential that solely by the control of the valve cam actuated Electric motor, a variety of possible Hubverlaufskurven can be displayed. By a control electronics is dependent on the current operating state the engine generates a stroke curve, the thermodynamically possible is cheap.

Claims (6)

  1. A valve gear (1) for an internal combustion engine, comprising
       a valve (2),
       a cam (5) which is adapted to reciprocate and is provided for actuating the valve (2),
       an electric motor for operating the cam (5) in reciprocation and
       an electronic unit for actuating the electric motor in dependence on instantaneous operating parameters of the engine, wherein the valve (2) runs through a stroke curve between an opening crankshaft angle and a closing crankshaft angle depending on the actuation and
       the electronic unit has a control logic for modifying the stroke curve in dependence on the instantaneous operating state of the engine,
       characterised in that the stroke curve can be modified by the control logic so that the position of the centre of gravity of the area under the stroke curve can be varied relative to the crankshaft angle without altering the engine speed and also without shifting the opening or the closing crankshaft angle.
  2. A valve gear (1) according to claim 1, wherein the electronic unit has a control logic for generating stroke curves which differ from one another with regard to the number and/or sequence of local and global extremes or extreme-value portions between the opening crankshaft angle and the closing crankshaft angle.
  3. A valve gear (1) according to claim 1 or 2, wherein the electronic unit has a control logic for generating a stroke curve starting from an opening crankshaft angle and rising to a global extreme or a global extreme-value portion followed by a fall to a local extreme or a local extreme-value portion and then by a fall until the valve closes again, has reached normal operating temperature and is operating at low load.
  4. A valve gear (1) according to any of claims 1 to 3, wherein the electronic unit has a control logic for generating a stroke curve which starts from an opening crankshaft angle followed by a rise to a local extreme or to a local extreme-value portion and then by a further rise to a global extreme or to a global extreme-value portion and then by a fall until the valve re-closes, wherein the stroke curve is injected at an intake valve when the engine is operated below the normal operating temperature.
  5. A valve gear (1) according to any of claims 1 to 4, wherein the electronic unit has a control logic for generating a stroke curve which, starting from an opening crankshaft angle, rises to a local extreme or a local extreme-value portion followed by a further rise to a global extreme or a global extreme-value portion then by a fall to a local extreme and a further fall until the valve re-closes.
  6. A valve gear (1) according to any of claims 1 to 5, wherein a family of stroke curves is deposited in the electronic unit.
EP04003090A 2003-03-14 2004-02-12 Valve gear for an internal-combustion engine Expired - Fee Related EP1457645B1 (en)

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DE10311275 2003-03-14
DE10311275A DE10311275A1 (en) 2003-03-14 2003-03-14 Valve train for an internal combustion engine

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US9291300B2 (en) 2013-03-15 2016-03-22 Bose Corporation Rotary actuator driven vibration isolation
DE102015117921A1 (en) 2015-10-21 2017-04-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method for influencing the mixture formation and the charge movement in a reciprocating internal combustion engine
US11353084B2 (en) 2013-03-15 2022-06-07 Clearmotion Acquisition I Llc Rotary actuator driven vibration isolation

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DE102006005943A1 (en) 2006-02-09 2007-08-23 Bayerische Motoren Werke Ag Internal combustion engine with an electric valve train
DE102006005944A1 (en) * 2006-02-09 2007-08-23 Bayerische Motoren Werke Ag Internal combustion engine with an electric valve train
DE102006023654B3 (en) * 2006-05-18 2007-10-25 Esa Patentverwertungsagentur Sachsen-Anhalt Gmbh Nonlinear force and/or torque characteristic producing arrangement for gas exchange valves of internal combustion engine, has set of diametrically magnetized permanent magnet segments provided on inner periphery of stator
FR2909129B1 (en) * 2006-11-27 2012-08-03 Peugeot Citroen Automobiles Sa IMPROVED METHOD FOR CONTROLLING THE OPERATION OF AN INTERNAL COMBUSTION ENGINE CYLINDER ASSEMBLY.
DE102008061236A1 (en) 2008-12-09 2010-06-10 Man Diesel Se Method and valve cam for valve control of an internal combustion engine
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DE10019744A1 (en) * 2000-04-20 2001-10-25 Fev Motorentech Gmbh Procedure to influence mixture formation and charge movement in cylinders of internal combustion piston engine entails valves moving in dependence upon piston stroke with lift variation depending upon load conditions
DE10140461A1 (en) * 2001-08-17 2003-02-27 Bayerische Motoren Werke Ag Rotary actuator device for stroke control of a gas exchange valve in the cylinder head of an internal combustion engine
DE10252991A1 (en) * 2002-11-14 2004-05-27 Bayerische Motoren Werke Ag Tilting actuator system for inlet or exhaust valve in internal combustion engine has oscillating motor turning shaft with high-lift and low-lift cams engaging adjustable rocker pressing on valve stem

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US8360387B2 (en) 2010-03-26 2013-01-29 Bose Corporation Actuator including mechanism for converting rotary motion to linear motion
US9291300B2 (en) 2013-03-15 2016-03-22 Bose Corporation Rotary actuator driven vibration isolation
US11353084B2 (en) 2013-03-15 2022-06-07 Clearmotion Acquisition I Llc Rotary actuator driven vibration isolation
DE102015117921A1 (en) 2015-10-21 2017-04-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method for influencing the mixture formation and the charge movement in a reciprocating internal combustion engine

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