EP1853796B1 - Adjusting mechanism for a variable valve control device - Google Patents
Adjusting mechanism for a variable valve control device Download PDFInfo
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- EP1853796B1 EP1853796B1 EP06706717A EP06706717A EP1853796B1 EP 1853796 B1 EP1853796 B1 EP 1853796B1 EP 06706717 A EP06706717 A EP 06706717A EP 06706717 A EP06706717 A EP 06706717A EP 1853796 B1 EP1853796 B1 EP 1853796B1
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- European Patent Office
- Prior art keywords
- adjusting
- adjusting device
- shaft
- adjusting shaft
- rotation
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- 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
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- 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
- the invention relates to an adjusting device for variable valve trains according to the preamble of patent claim 1.
- variable valve controls To improve the performance of internal combustion engines, especially of motor vehicles, in terms of performance, consumption and emissions, a larger number of variable valve controls has been developed. In essence, they allow an adjustment of valve lift, opening duration and phase position to the respective operating conditions.
- the present invention relates to the adjustment of those types of variable valve controls, which are adjusted by turning a so-called adjusting shaft.
- the adjusting shaft usually carries cams, which in turn cause the necessary adjusting movements, usually for a row of cylinders.
- An example of this type of valve controls with adjusting shaft and cam is in the DE 41 35 257 described. Not described there is the drive of the adjusting because it can be realized in a known manner according to the prior art by an electric geared motor. This rotates the adjusting if necessary and after being controlled by the engine management either in a first direction of rotation, which leads to greater valve lift, or in a second, opposite direction, which leads to smaller valve lift.
- the adjustment by an electric geared motor has a significant disadvantage in that the adjustment actually required on the cams over multiple energy conversion is delivered with poor efficiency of the crankshaft, so that the power taken from the crankshaft is a multiple of the actually required on the cams adjusting power.
- the corresponding losses may significantly reduce the benefits achievable with variable valve timing.
- an adjustment is proposed according to the invention, which consists essentially of a arranged in the engine, mechanical transmission, the drive power of one of the revolving in the engine waves is taken in the form of kinetic energy and its output in each desired direction of rotation in shape is transmitted by kinetic energy to the adjusting shaft.
- the drive power of one of the revolving in the engine waves is taken in the form of kinetic energy and its output in each desired direction of rotation in shape is transmitted by kinetic energy to the adjusting shaft.
- the camshaft of the valve control is particularly suitable for providing the adjusting power because of its spatial proximity to the adjusting shaft. If a particularly high adjustment speed is required, this may also be the crankshaft. Quite generally, each of the crankshaft synchronously or non-synchronously rotating in the engine for driving the adjustment device according to the invention can be used.
- a transmission that meets this requirement is called a reverse gear. It can be structured into a part which generates the two directions of rotation, and into a switching part for selectively coupling the shaft to be driven by the transmission, in the present case the adjusting shaft.
- the term reverse gear in particular includes the crank rockers and crank loops described in detail below.
- other transmissions having the aforementioned reverse gear functionality are also included within the scope of the invention and fall within the scope of the claims.
- the first difficulty arises from the fact that the adjusting shaft must be rotated in a very short time by a certain, precisely observed angle, the switching angle, for example, by 50 ° within 0.020 s.
- the switching angle for example, by 50 ° within 0.020 s.
- the adjusting shaft must be driven by the reversing gear with a speed of 417 1 / min for exactly this period of time and that a deviation of this switch-on time by only 0.010 s would already lead to a deviation of the switching angle by 50%, ie to 25 ° , or 75 °, which would be a useless result.
- the example shows that the duty cycle would have to be kept accurate to approximately 1 ms, which seems hardly possible with an ordinary clutch.
- the second difficulty arises from the fact that the adjusting shaft when engaging the clutch shock-like on the above speed (which corresponds to 3000 engine revolutions / min) would have to be brought and that they would be brought to a halt at the end of the on-time. Such abrupt impact forces are extremely undesirable.
- a Use crank rocker as a reverse gear the crank is mounted on that shaft to be taken from the adjustment, so for example on the camshaft, and the rocker is preferably mounted coaxially to the adjusting, and can be connected to this by a switchable, positive clutch.
- the rocker arm provides both directions of rotation in quick change on its rocker. It performs an approximately harmonic, oscillating rotary motion whose amplitude, for example 30 °, is sufficient for an adjustment process. Since the engagement and disengagement of the clutch takes place in the region of the reversal points of the rocker movement, the accuracy requirements are defused at the respective switching times and the adjusting is not or only to a small extent with disturbing impact forces applied during engagement and disengagement.
- crank loop instead of the rocker arm.
- the crank loop has the property that it can apply different high torques in the two directions of rotation of the loop, namely a larger, when the crank pin is located at a greater distance from the axis of rotation of the loop and a smaller in the opposite case.
- the advantage of the rocker arm and the crank loop over other reversing gears is that the shifting clutch is engaged and disengaged in the areas of the reversal points of the rocker or loop movement, where their angular velocities are low.
- the double angle amplitude of the rocker or loop greater than to provide the adjustment of the adjustment and the difference as a backlash, within which the engagement can be placed with comparatively low requirements at the time.
- the disengagement process can thereby be precisely linked to a specific position of the rocker or loop, namely at a turning point, by providing a pawl freewheel, depending on the direction of rotation, as a clutch.
- the pawl freewheel can be designed very different.
- a double-acting pawl can be performed with a hinge of the rocker or loop and engage radially in a toothing, which is rotatably connected to the adjusting shaft.
- a plurality of pawls acting as pawls are axially displaceable in a rotatably connected to the adjusting drum connected by sliding joints and engage in mating recesses in the hub area of rocker or loop.
- An adjustment process then proceeds as follows: In the area of the backlash and a first reversal point of the rocker or loop, the pawl of the freewheel is brought into blocking position, which can be done by an activated by the engine management solenoid.
- the rocker or loop moves with increasing angular velocity with entrainment of the pawl in the direction of the second reversal point until the backlash is exhausted, the pawl takes load and the adjusting shaft is taken. Finally, when the second turning point is reached, the freewheel releases the connection between rocker or loop and the adjusting shaft and the pawl returns to its starting position.
- the adjustment is only dependent on the manufacturing accuracy of the components involved. The greater the mentioned backlash is selected, the more so the double angle amplitude of the rocker or loop exceeds the adjustment of the adjustment, the more time is available to bring the pawl in the locked position, the greater is naturally also the shock when the game is exhausted. As a favorable compromise proves a game of 2 to 10% of the adjustment angle.
- the adjusting shaft must now not only be rotated back and forth between the two positions by the adjustment angle, but it must also be possible to continuously adjust the adjusting shaft in the same direction of rotation several times in succession by the same adjustment angle. In this way, the valve lift is gradually increased or decreased.
- the entire adjustment range from zero stroke to the maximum stroke can be covered, for example, by seven angular positions of the adjustment shaft or steps, between which the adjustment angle of, for example, 50 ° is six times. The entire range of rotation of the adjusting shaft would then be 300 °.
- the cams in the area of the engagement points of the switched positions are designed as concentric circular arcs over a circumference of at least 3 °.
- FIG. 1 shows a variable valve timing, which is typical for the adjustment by turning an adjusting shaft.
- the valve control 1 is driven by a camshaft 3, which is mounted in the housing 2 and on which cams 4 are located.
- the cam 4 is in direct engagement with the roller 5, which is located in the finger lever 6, which in turn actuates the valve 7 and is supported by the hydraulic valve clearance compensation element 8 in the housing 2.
- a so-called intermediate member 9 is turned on. This is on the one hand with the cam 4 via a cam roller 10 or via a sliding contact in engagement and on the other hand via a control cam 11 with the cam follower roller 5.
- the intermediate member 9 is rotatably mounted in an intermediate housing 12 about the axis 13.
- the intermediate housing 12 is rotatably mounted in the housing 2 about the axis 14 and is brought by the guided in the housing 2 plunger 15 in a certain angular position.
- the Tappet 15 is in turn actuated by a cam 16 which is located on the adjusting shaft 17 mounted in the housing 2.
- a rotation of the adjusting shaft 17 causes a, smaller, rotation of the intermediate housing 12 about its axis of rotation 14.
- the intermediate housing 12 by the corresponding position of the adjusting 17, and the cam 16 and the plunger 15 in the, in the sense of Representation, left end position rotated.
- FIG. 2 shows the valve control of FIG. 1 after turning the adjusting shaft 17 by about 270 ° clockwise, resulting in a rotation of the intermediate housing 12 by about 20 ° clockwise, so that the full valve lift is achieved when the cam tip is engaged.
- the cam follower roller 5 reaches its highest point on the control section 18 of the control cam 11.
- a rotation angle of the adjusting shaft 17 by 270 ° associated with a change in the valve from zero to the maximum value.
- FIG. 3 shows a section corresponding to AA in FIG. 1 , which shows that for each two parallel valves, each inlet or outlet of a cylinder, a common intermediate housing 12 can be used, so that only a plunger and a cam are necessary.
- the intermediate housing 12 has a plane of symmetry 20, in which also the ram, not shown, may lie, and is rotatably mounted with the pins 21 on both sides in the housing 2 about the axis 14.
- the intermediate members 9, which carry the cam rollers 10 are supported, and the locking portions 19 of the cams are due to the restoring forces of the hydraulic valve clearance compensation elements in contact with the cam follower rollers 5.
- the intermediate housing 12 also contains for each intermediate member 9, a coil spring 22 which maintains contact between cam 4 and cam roller 10 in each phase of movement.
- the reference numerals in FIG. 3 indicated only for the components in the right half of the illustration.
- FIG. 4 shows an inventive adjusting device using a rocker arm and a two-sided, guided by the rocker 23 with a pivot joint 24 pawl 25.
- the cooperating with the pawl 25 teeth mounted on a disc 26, which in turn is pressed onto the front end of the adjusting shaft 17.
- the crank consisting of a crank pin 27 and a crank arm 28, is attached to the front end of the camshaft 3 and offset the rocker 23, which is rotatably mounted on the adjusting shaft 17, via the connecting rod 29 in an oscillating rotational movement. Shown is an end position of the rocker 23, which may have been achieved at the end of entrainment of the adjusting 17 in the counterclockwise direction by the adjustment angle after the tooth 30 of the pawl 25 has released from the toothed disc 26.
- the same position can also be at the beginning of a rotation of the adjusting 17 in the clockwise direction, which actually starts when the solenoid 33 is activated, the torsional backlash is exhausted and the tooth 31 of the pawl 25 strikes the tooth flank 32.
- the torsional backlash results from the difference between the double amplitude of the rotational movement of the rocker and the adjustment angle and gives the electromagnet 33 time to bring the pawl 25 in the locked position.
- a leaf spring 34 engages in the toothed disc 26 and locks the adjusting shaft 17 in the respectively set position.
- FIG. 5 shows the adjustment of FIG. 4 in longitudinal section BB.
- the adjusting shaft 17 is mounted in the housing 2.
- the toothed wheel 26 and the cams 16 are non-rotatably connected with it so that rotation of the toothed disc 26 also causes the cams to rotate about the same angle by the adjustment angle.
- the adjusting shaft 17 forms the axis on which it is supported by a bearing 35.
- FIG. 6 shows the inventive adjustment using a crank loop in the normal axis view.
- a perforating drum 37 is pressed onto the end face of the adjusting shaft 17.
- Each of the axially parallel bores 38 of the perforated drum 37 contains and guides a cylindrical pin 40, one of which, with the aid of an electromagnet, can be selectively engaged with either one of two recesses, each for one direction of rotation, in the hub region of the loop.
- These recesses 41 and 42 are, as FIG. 8 shows in detail, designed so that the engaging cylindrical pin 40 can transmit torque in only one direction of rotation on the loop, but is pushed back to its original position in direction of rotation.
- the bottom of the recesses 41, 42 is contoured accordingly.
- the cylinder pin 40 thus represents a guided in a sliding joint pawl. Shown is a position in which a rotation of the cam shaft in the clockwise direction causes the highest angular velocity of the loop counterclockwise, but which is accompanied by the smallest torque on the loop. It is therefore suitable for switching to a smaller valve lift.
- the torsional backlash is 4.571 °.
- perforated drum 37 as described above with respect to the loop 36 can also interact in a very analogous manner with the rocker 23, as they are the embodiments according to the 4 and 5 has been described.
- the rocker 23 must be formed only in its hub region as described above with respect to the hub portion of the loop 36.
- FIG. 7 adjusts a longitudinal section through the adjusting device FIG. 6 can be seen in the housing 2 mounted adjusting shaft 17, the stored on her loop 36 and the pressed-hole drum 37.
- a cylindrical pin 40 in the starting position, in another Bore 38 of the cylindrical pin 40a in the switched position .
- the acting as pawls cylinder pins 40 are thus guided in the perforated drum 37 by sliding joints, which are formed by the lateral surfaces 39 of the cylindrical pins 40 and the walls of the holes 38.
- Each to be switched cylinder pin 40 is brought by an unillustrated solenoid in the switched position. Depending on desired adjustment, to larger or smaller valve lift, this must be done in the range of one or the other end position.
- FIG. 8 shows in perspective a rocker 23, which cooperates with a hole drum, not shown, analogous to the 6 and 7 is trained.
- the rocker 23 has in the region of the hub, the recess 41 for driving a cylindrical pin with perforated drum clockwise with adjustment and the recess 42 for rotation in the counterclockwise direction.
- opposite rotation of the rocker 23 in the return of the previously switched and acting as a pawl cylinder pin (not shown) along one of the ramps 43 is pushed back to its original position, so that a freewheel of the perforated drum (not shown) is formed.
- FIG. 9 shows a cam 16 which is formed in the region of the switched positions I - VII by the axis of the adjusting concentric circular arc sections R1 to R7, each extending over an angle of 4 °.
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- Magnetically Actuated Valves (AREA)
Abstract
Description
Die Erfindung betrifft eine Verstellvorrichtung für variable Ventiltriebe nach dem Oberbegriff des Patentanspruchs 1.The invention relates to an adjusting device for variable valve trains according to the preamble of
Zur Verbesserung des Betriebsverhaltens von Verbrennungsmotoren, insbesondere von Kraftfahrzeugen, hinsichtlich Leistung, Verbrauch und Emissionen ist eine grössere Zahl variabler Ventilsteuerungen entwickelt worden. Im Wesentlichen erlauben sie eine Anpassung von Ventilhub, Öffnungsdauer und Phasenlage an die jeweiligen Betriebszustände.To improve the performance of internal combustion engines, especially of motor vehicles, in terms of performance, consumption and emissions, a larger number of variable valve controls has been developed. In essence, they allow an adjustment of valve lift, opening duration and phase position to the respective operating conditions.
Die vorliegende Erfindung bezieht sich auf die Verstellung derjenige Arten variabler Ventilsteuerungen, die durch Drehen einer sogenannten Verstellwelle verstellt werden. Die Verstellwelle trägt gewöhnlich Kurvenscheiben, die, meist für eine Zylinderreihe, ihrerseits die notwendigen Stellbewegungen hervorrufen. Ein Beispiel dieser Art von Ventilsteuerungen mit Verstellwelle und Kurvenscheibe ist in der
Die Verstellung durch einen elektrischen Getriebemotor hat einen wesentlichen Nachteil dadurch, dass die an den Kurvenscheiben tatsächlich benötigte Verstellleistung über mehrfache Energieumwandlung mit jeweils schlechtem Wirkungsgrad von der Kurbelwelle geliefert wird, sodass die der Kurbelwelle entnommene Leistung ein Mehrfaches der an den Kurvenscheiben tatsächlich benötigten Verstellleistung beträgt. Die entsprechenden Verluste verringern die mit der variablen Ventilsteuerung erreichbaren Vorteile unter Umständen erheblich.The adjustment by an electric geared motor has a significant disadvantage in that the adjustment actually required on the cams over multiple energy conversion is delivered with poor efficiency of the crankshaft, so that the power taken from the crankshaft is a multiple of the actually required on the cams adjusting power. The corresponding losses may significantly reduce the benefits achievable with variable valve timing.
Der gesamte Wirkungsgrad, der sich aus den Wirkungsgraden des Generatorantriebs, des Generators selbst, des Elektromotors sowie des Getriebes, das wegen des notwendigen Übersetzungsverhältnisses meist ein Schneckengetriebe ist, ergibt, lässt sich mit den folgenden Annahmen der Einzelwirkungsgrade abschätzen:
- Riemenantrieb Kurbelwelle-Generator: 0.95, Generator: 0.60, Elektromotor 0.70, Schneckengetriebe 0.75. Für die gesamte Kette ergibt sich durch Multiplikation der Einzelwirkungsgrade ein Wirkungsgrad von 0.3 oder 30%, bzw. es wird der Kurbelwelle mehr als das Dreifache der eigentlich erforderlichen Leistung entnommen.
- Aufgabe der Erfindung ist es, eine Verstellvorrichtung für variable Ventilsteuerungen zur Verfügung zu stellen, die einen hohen Wirkungsgrad aufweist und bei der der Leistungsbedarf an der Kurbelwelle für die Verstellung wesentlich geringer ist als bei den bekannten Verstellvorrichtungen, die mit einem elektrischen Antrieb arbeiten.
- Belt drive crankshaft generator: 0.95, alternator: 0.60, electric motor 0.70, worm gear 0.75. Multiplying the individual efficiencies results in an efficiency of 0.3 or 30% for the entire chain, or more than three times the actually required power is taken from the crankshaft.
- The object of the invention is to provide an adjusting device for variable valve controls available, which has a high efficiency and in which the power requirement on the crankshaft for the adjustment is substantially lower than in the known adjusting devices that operate with an electric drive.
Diese Aufgabe wird gelöst durch eine Verstellvorrichtung mit den Merkmalen des Patentanspruchs 1.This object is achieved by an adjusting device having the features of
Um die obigen, wesentlichen Verluste zu vermeiden wird erfindungsgemäß eine Verstellvorrichtung vorgeschlagen, die im Wesentlichen aus einem im Motor angeordneten, mechanischen Getriebe besteht, dessen Antriebsleistung einer der im Motor umlaufenden Wellen in Form von Bewegungsenergie entnommen wird und dessen Ausgangsleistung im jeweils gewünschten Drehsinn in Form von Bewegungsenergie auf die Verstellwelle übertragen wird. Auf diese Weise wird erreicht, dass keine Energieumwandlungsverluste anfallen, wie dies bei den aus dem Stand der Technik bekannten Verstellvorrichtungen wegen der dort erfolgenden Umwandlung von Bewegungsenergie in elektrische Energie und anschließend wieder von elektrischer Energie in Bewegungsenergie der Fall ist.In order to avoid the above, significant losses, an adjustment is proposed according to the invention, which consists essentially of a arranged in the engine, mechanical transmission, the drive power of one of the revolving in the engine waves is taken in the form of kinetic energy and its output in each desired direction of rotation in shape is transmitted by kinetic energy to the adjusting shaft. In this way it is achieved that no energy conversion losses incurred, as is the case in the adjustment devices known from the prior art because of the there occurring conversion of kinetic energy into electrical energy and then again of electrical energy in kinetic energy.
Besonders geeignet zur Bereitstellung der Verstellleistung ist wegen ihrer räumlichen Nähe zur Verstellwelle die Nockenwelle der Ventilsteuerung. Wird eine besonders hohe Verstellgeschwindigkeit verlangt, so kann dies auch die Kurbelwelle sein. Ganz allgemein kann jede der im Motor mit der Kurbelwelle synchron oder nicht synchron umlaufenden Wellen zum Antrieb der erfindungsgemässen Verstellvorrichtung herangezogen werden.The camshaft of the valve control is particularly suitable for providing the adjusting power because of its spatial proximity to the adjusting shaft. If a particularly high adjustment speed is required, this may also be the crankshaft. Quite generally, each of the crankshaft synchronously or non-synchronously rotating in the engine for driving the adjustment device according to the invention can be used.
Da diese Welle im Allgemeinen immer im gleichen Drehsinn umläuft, liegt auch am Eingang in das Getriebe der erfindungsgemässen Verstellvorrichtung immer die gleiche Drehrichtung vor, während am Getriebeausgang beide Drehrichtungen zur Verfügung stehen müssen, um die Verstellwelle entweder im genannten, ersten Drehsinn anzutreiben, mit welchem der Ventilhub vergrössert wird, oder im zweiten, entgegengesetzten Drehsinn zur Verringerung des Ventilhubes. Ein Getriebe, das diese Anforderung erfüllt, bezeichnet man als Wendegetriebe. Es kann strukturiert werden in einen Teil, der die beiden Drehrichtungen erzeugt, und in einen Schaltteil zur wahlweisen Ankoppelung der vom Getriebe anzutreibenden Welle, im vorliegenden Fall der Verstellwelle. Im Zusammenhang mit der vorliegenden Erfindung fallen unter den Begriff Wendegetriebe insbesondere die nachstehend im Detail beschriebenen Kurbelschwingen und Kurbelschleifen. Andere Getriebe, die die voranstehend genannte Wendegetriebefunktionalität besitzen, sind vom Erfindungsgedanken allerdings ebenfalls umfasst und fallen in den Schutzbereich der Patentansprüche.Since this wave generally always rotates in the same direction of rotation, the same direction of rotation is always present at the entrance to the transmission of the adjusting device according to the invention, while at the transmission output both directions of rotation must be available in order to drive the adjusting shaft either in the aforementioned first direction of rotation the valve lift is increased, or in the second, opposite direction of rotation to reduce the valve lift. A transmission that meets this requirement is called a reverse gear. It can be structured into a part which generates the two directions of rotation, and into a switching part for selectively coupling the shaft to be driven by the transmission, in the present case the adjusting shaft. In the context of the present invention, the term reverse gear in particular includes the crank rockers and crank loops described in detail below. However, other transmissions having the aforementioned reverse gear functionality are also included within the scope of the invention and fall within the scope of the claims.
Zu einer bevorzugten Ausführungsform der erfindungsgemässen Verstellvorrichtung, bzw. des verwendeten Getriebes gelangt man durch folgende Überlegungen: Verwendet man ein Wendegetriebe der am häufigsten anzutreffenden Bauart, bei der zwei Zahnradsätze mit jeweils entgegengesetzter Drehrichtungsübertragung vorgesehen sind, die wahlweise, je nach gewünschter Drehrichtung der Verstellwelle, formschlüssig, etwa durch eine Schaltmuffe, mit dieser verbunden werden, so treten zwei kaum zu überwindende Schwierigkeiten auf:For a preferred embodiment of the adjustment device according to the invention, or of the transmission used, the following considerations apply: If one uses a reversing gear of the most frequently encountered design, in which two gear sets are provided with opposite direction of rotation transmission, which optionally, depending on the desired direction of rotation of the adjusting, positively, for example by a sliding sleeve, are connected to this, so there are two hardly to be overcome difficulties:
Die erste Schwierigkeit ergibt sich daraus, dass die Verstellwelle in sehr kurzer Zeit um einen bestimmten, präzise einzuhaltenden Winkel, den Schaltwinkel, verdreht werden muss, beispielsweise um 50° innerhalb von 0.020 s. Dies bedeutet, dass die Verstellwelle genau diese Zeitdauer lang vom Wendegetriebe mit einer Drehzahl von 417 1/min angetrieben werden muss und dass eine Abweichung von dieser Einschaltzeit um nur 0.010 s bereits zu einer Abweichung des Schaltwinkels um 50% führen würde, also zu 25°, bzw. 75°, was ein unbrauchbares Ergebnis wäre. Das Beispiel zeigt, dass die Einschaltdauer ungefähr auf 1 ms genau eingehalten werden müsste, was mit einer gewöhnlichen Schaltkupplung kaum möglich erscheint.The first difficulty arises from the fact that the adjusting shaft must be rotated in a very short time by a certain, precisely observed angle, the switching angle, for example, by 50 ° within 0.020 s. This means that the adjusting shaft must be driven by the reversing gear with a speed of 417 1 / min for exactly this period of time and that a deviation of this switch-on time by only 0.010 s would already lead to a deviation of the switching angle by 50%, ie to 25 ° , or 75 °, which would be a useless result. The example shows that the duty cycle would have to be kept accurate to approximately 1 ms, which seems hardly possible with an ordinary clutch.
Die zweite Schwierigkeit ergibt sich daraus, dass die Verstellwelle beim Einrücken der Schaltkupplung stossartig auf die oben genannte Drehzahl (die 3000 Motorumdrehungen/min entspricht) gebracht werden müsste und dass sie am Ende der Einschaltzeit ruckartig zum Stillstand gebracht werden müsste. Derartige schlagartig auftretende Stoßkräfte sind äußerst unerwünscht.The second difficulty arises from the fact that the adjusting shaft when engaging the clutch shock-like on the above speed (which corresponds to 3000 engine revolutions / min) would have to be brought and that they would be brought to a halt at the end of the on-time. Such abrupt impact forces are extremely undesirable.
Um diese Schwierigkeiten zu umgehen und um gleichzeitig zu einer einfachen Lösung zu gelangen wird in einer bevorzugten Ausführungsform der Erfindung vorgeschlagen, eine Kurbelschwinge als Wendegetriebe zu verwenden, deren Kurbel auf derjenigen Welle angebracht ist, der die Verstellleistung entnommen werden soll, also z.B. auf der Nockenwelle, und deren Schwinge vorzugsweise koaxial zur Verstellwelle gelagert ist, und mit dieser durch eine schaltbare, formschlüssige Kupplung verbunden werden kann. Die Kurbelschwinge stellt an ihrer Schwinge beide Drehrichtungen in schnellem Wechsel bereit. Sie führt eine annähernd harmonische, oszillierende Drehbewegung aus, deren Amplitude, z.B. 30°, für einen Verstellvorgang ausreicht. Da das Ein- und Ausrücken der Schaltkupplung im Bereich der Umkehrpunkte der Schwingenbewegung erfolgt , sind die Genauigkeitsanforderungen an die jeweiligen Schaltzeitpunkte entschärft und die Verstellwelle wird beim Ein-und Ausrücken nicht oder nur in geringem Ausmaß mit störenden Stoßkräften beaufschlagt.To avoid these difficulties and at the same time to arrive at a simple solution is proposed in a preferred embodiment of the invention, a Use crank rocker as a reverse gear, the crank is mounted on that shaft to be taken from the adjustment, so for example on the camshaft, and the rocker is preferably mounted coaxially to the adjusting, and can be connected to this by a switchable, positive clutch. The rocker arm provides both directions of rotation in quick change on its rocker. It performs an approximately harmonic, oscillating rotary motion whose amplitude, for example 30 °, is sufficient for an adjustment process. Since the engagement and disengagement of the clutch takes place in the region of the reversal points of the rocker movement, the accuracy requirements are defused at the respective switching times and the adjusting is not or only to a small extent with disturbing impact forces applied during engagement and disengagement.
Je nach konstruktiven Gegebenheiten kann es auch günstiger sein, statt der Kurbelschwinge eine Kurbelschleife einzusetzen. Beispielsweise dann, wenn der Achsabstand zwischen Nockenwelle und Verstellwelle klein ist. Ausserdem hat die Kurbelschleife die Eigenschaft, dass sie in den beiden Drehrichtungen der Schleife unterschiedlich hohe Drehmomente aufbringen kann, nämlich ein grösseres, wenn sich der Kurbelzapfen in der grösseren Entfernung von der Drehachse der Schleife befindet und ein kleineres im umgekehrten Fall.Depending on the design conditions, it may also be cheaper to use a crank loop instead of the rocker arm. For example, when the center distance between the camshaft and adjusting shaft is small. In addition, the crank loop has the property that it can apply different high torques in the two directions of rotation of the loop, namely a larger, when the crank pin is located at a greater distance from the axis of rotation of the loop and a smaller in the opposite case.
Es liegt daher nahe, mit der erstgenannten Drehrichtung die Verstellung zu grösserem Ventilhub zu verbinden, die ein wesentlich grösseres Drehmoment an der Verstellwelle erfordert, und umgekehrt.It therefore makes sense to connect with the first-mentioned direction of rotation, the adjustment to a larger valve lift, which requires a much larger torque on the adjusting, and vice versa.
Wie bereits dargelegt, besteht der Vorteil von Kurbelschwinge und Kurbelschleife gegenüber anderen Wendegetrieben darin, dass die Schaltkupplung in den Bereichen der Umkehrpunkte der Schwingen- bzw. Schleifenbewegung ein- bzw. ausgerückt wird, wo deren Winkelgeschwindigkeiten gering sind. Um die Schaltgenauigkeit weiter zu verbessern wird erfindungsgemäss weiter vorgeschlagen, die doppelte Winkelamplitude der Schwinge, bzw. Schleife grösser zu wählen als den Verstellwinkel der Verstellwelle und die Differenz als Verdrehspiel vorzusehen, innerhalb dessen der Einrückvorgang mit vergleichsweise geringen Anforderungen an dessen Zeitpunkt gelegt werden kann. Weiter kann der Ausrückvorgang dadurch präzise an eine bestimmte Stellung der Schwinge oder Schleife, nämlich an einen Umkehrpunkt, gebunden werden, indem ein Sperrklinkenfreilauf, je Drehrichtung einer, als Schaltkupplung vorgesehen wird.As already stated, the advantage of the rocker arm and the crank loop over other reversing gears is that the shifting clutch is engaged and disengaged in the areas of the reversal points of the rocker or loop movement, where their angular velocities are low. In order to improve the switching accuracy is further proposed according to the invention to choose the double angle amplitude of the rocker or loop greater than to provide the adjustment of the adjustment and the difference as a backlash, within which the engagement can be placed with comparatively low requirements at the time. Further, the disengagement process can thereby be precisely linked to a specific position of the rocker or loop, namely at a turning point, by providing a pawl freewheel, depending on the direction of rotation, as a clutch.
Der Sperrklinkenfreilauf kann dabei sehr unterschiedlich ausgebildet sein. Beispielsweise kann eine zweiseitig wirkende Sperrklinke mit einem Drehgelenk von der Schwinge oder Schleife geführt werden und radial in eine Verzahnung eingreifen, die mit der Verstellwelle drehfest verbunden ist. Bei einem weiteren, wichtigen Ausführungsbeispiel werden mehrere, als Sperrklinken wirkende Stifte axial verschiebbar in einer drehfest mit der Verstellwelle verbundenen Trommel durch Schubgelenke geführt und greifen in passende Vertiefungen im Nabenbereich von Schwinge oder Schleife ein. Ein Verstellvorgang läuft dann folgendermassen ab: Im Bereich des Verdrehspiels und eines ersten Umkehrpunktes der Schwinge oder Schleife wird die Sperrklinke des Freilaufs in Sperrstellung gebracht, was durch einen vom Motormanagement aktivierten Elektromagnet geschehen kann. Nach diesem ersten Umkehrpunkt bewegt sich die Schwinge oder Schleife mit zunehmender Winkelgeschwindigkeit unter Mitnahme der Sperrklinke in Richtung des zweiten Umkehrpunktes bis das Verdrehspiel erschöpft ist, die Sperrklinke Last aufnimmt und die Verstellwelle mitgenommen wird. Schliesslich löst der Freilauf bei Erreichen des zweiten Umkehrpunktes die Verbindung zwischen Schwinge bzw. Schleife und der Verstellwelle und die Sperrklinke kehrt in ihre Ausgangsstellung zurück. Damit ist der Verstellwinkel lediglich von der Fertigungsgenauigkeit der beteiligten Bauteile abhängig. Je grösser das erwähnte Verdrehspiel gewählt wird, je mehr also die doppelte Winkelamplitude der Schwinge oder Schleife den Verstellwinkel der Verstellwelle übersteigt, desto mehr Zeit steht zur Verfügung um die Sperrklinke in Sperrstellung zu bringen, desto grösser wird naturgemäss aber auch der Stoss, wenn das Spiel erschöpft ist. Als günstiger Kompromiss erweist sich ein Spiel von 2 bis 10% des Verstellwinkels.The pawl freewheel can be designed very different. For example, a double-acting pawl can be performed with a hinge of the rocker or loop and engage radially in a toothing, which is rotatably connected to the adjusting shaft. In another important embodiment, a plurality of pawls acting as pawls are axially displaceable in a rotatably connected to the adjusting drum connected by sliding joints and engage in mating recesses in the hub area of rocker or loop. An adjustment process then proceeds as follows: In the area of the backlash and a first reversal point of the rocker or loop, the pawl of the freewheel is brought into blocking position, which can be done by an activated by the engine management solenoid. After this first reversal point, the rocker or loop moves with increasing angular velocity with entrainment of the pawl in the direction of the second reversal point until the backlash is exhausted, the pawl takes load and the adjusting shaft is taken. Finally, when the second turning point is reached, the freewheel releases the connection between rocker or loop and the adjusting shaft and the pawl returns to its starting position. Thus, the adjustment is only dependent on the manufacturing accuracy of the components involved. The greater the mentioned backlash is selected, the more so the double angle amplitude of the rocker or loop exceeds the adjustment of the adjustment, the more time is available to bring the pawl in the locked position, the greater is naturally also the shock when the game is exhausted. As a favorable compromise proves a game of 2 to 10% of the adjustment angle.
Die Verstellwelle muss nun nicht nur zwischen zwei Stellungen um den Verstellwinkel hin-und hergedreht werden, sondern es muss auch möglich sein, die Verstellwelle mehrmals hintereinander um den gleichen Verstellwinkel fortlaufend im gleichen Drehsinn zu verstellen. Auf diese Weise wird der Ventilhub stufenweise erhöht, bzw. verringert. Der gesamte Verstellbereich von Nullhub bis zum maximalen Hub kann z.B. durch sieben Winkelpositionen der Verstellwelle oder Stufen abgedeckt sein, zwischen denen sechsmal der Verstellwinkel von z.B. 50° liegt. Der gesamte Verdrehbereich der Verstellwelle wäre dann 300°. Da mit jeder Umdrehung der die Verstellvorrichtung antreibenden Welle die Verstellwelle nur um einmal den Verstellwinkel verstellt werden kann, hat eine kleine Anzahl von Stufen den Vorteil einer schnellen Verstellung über den gesamten Bereich und einer im praktischen Betrieb kleinen Anzahl von Schaltvorgängen mit entsprechend niedriger, mittlerer Verstellleistung. Eine grössere Anzahl von Stufen hat dagegen den Vorteil einer feineren Anpassung des Ventilhubes an die Betriebsbedingungen, kleinerer Verstellwinkel und kleinerer Stösse beim Eingreifen der Sperrklinke. Es zeigt sich in der Praxis, dass ein insgesamt günstiger Kompromiss mit fünf bis sieben Positionen der Verstellwelle, bzw. Stufen erreicht wird, wobei die erste Position dem Nullhub der Ventile zugeordnet werden kann und die höchste Stufe, also die 5., 6. oder 7. dem Grössthub.The adjusting shaft must now not only be rotated back and forth between the two positions by the adjustment angle, but it must also be possible to continuously adjust the adjusting shaft in the same direction of rotation several times in succession by the same adjustment angle. In this way, the valve lift is gradually increased or decreased. The entire adjustment range from zero stroke to the maximum stroke can be covered, for example, by seven angular positions of the adjustment shaft or steps, between which the adjustment angle of, for example, 50 ° is six times. The entire range of rotation of the adjusting shaft would then be 300 °. Since with each revolution of the adjusting shaft driving the adjusting shaft can be adjusted only once the adjustment angle, a small number of stages has the advantage of rapid adjustment over the entire area and one in the practical Operation of a small number of switching operations with correspondingly low, medium adjustment power. On the other hand, a greater number of stages has the advantage of finer adaptation of the valve lift to the operating conditions, smaller adjustment angle and smaller impacts when the pawl engages. It turns out in practice that an overall favorable compromise with five to seven positions of the adjusting, or stages is achieved, the first position can be assigned to the zero stroke of the valves and the highest level, ie the 5th, 6th or 7. the largest lift.
Wären alle auf einer Verstellwelle angebrachten Kurvenscheiben gleich ausgeführt, so würde die erste Position nach obiger Festlegung dazu führen, dass alle Zylinder abgeschaltet würden. Dies ist aber in den meisten Fällen nicht sinnvoll, so wie z.B. bei der am häufigsten ausgeführten Motorbauart mit vier Zylindern in Reihe und einer Verstellwelle für beispielsweise sämtliche Einlassventile. Hier dürfen nur zwei Zylinder abgeschaltet werden, während die beiden anderen weiterhin Leistung abgeben müssen. Aus diesem Grunde müssen die Kurvenscheiben einer Verstellwelle bei Zylinderabschaltung im Allgemeinen verschieden ausgeführt sein, z.B. so, dass bei den nicht abgeschalteten Zylindern in der ersten Position bereits ungefähr der Ventilhub einer höheren Position auftritt. Welcher Ventilhub sich bei einem Ventil einstellt, ist also nicht allein von der Winkelposition der Verstellwelle abhängig, sondern auch von der diesem Ventil wirkungsmäßig zugeordneten Kurvenscheibe.If all cam disks mounted on an adjusting shaft had the same design, the first position as defined above would cause all cylinders to be switched off. However, this is not useful in most cases, such as e.g. in the most commonly performed engine type with four cylinders in series and an adjusting shaft for, for example, all intake valves. Only two cylinders may be switched off here, while the other two must continue to deliver power. For this reason, the cams of an adjusting shaft in cylinder deactivation must generally be made different, e.g. such that with the cylinders not deactivated in the first position, approximately the valve lift already occurs at a higher position. Which valve lift is established with a valve is therefore not dependent solely on the angular position of the adjusting shaft, but also on the cam which is operatively associated with this valve.
Führt nun die Drehung der Kurvenscheiben zu einer kontinuierlichen Änderung des Ventilhubes, so führen die von den Kurvenscheiben aufzunehmenden Kräfte zu Momenten, die die Winkelposition der Kurvenscheiben zu verändern trachten, bzw. zu Abweichungen im Ventilhub führen. Ausserdem unterliegen die Winkelpositionen der Kurvenscheiben sowieso gewissen Toleranzen. Aus diesen Gründen wird erfindungsgemäss vorgeschlagen, die Kurvenscheiben so zu formen, dass die Ableitung des Ventilhubes nach dem Drehwinkel der Kurvenscheibe im Bereich der Eingriffspunkte der geschalteten Positionen zu Null wird. Anders ausgedrückt sind die Kurvenscheiben im Bereich der Eingriffspunkte der geschalteten Positionen als konzentrische Kreisbögen über einen Umfang von mindestens 3° ausgeführt.If the rotation of the cams now leads to a continuous change in the valve lift, the forces to be absorbed by the cams lead to moments which tend to change the angular position of the cams or lead to deviations in the valve lift. In addition, the angular positions of the cams anyway subject to certain tolerances. For these reasons, it is proposed according to the invention to shape the cams so that the derivative of the valve lift according to the angle of rotation of the cam in the region of the engagement points of the switched positions becomes zero. In other words, the cams in the area of the engagement points of the switched positions are designed as concentric circular arcs over a circumference of at least 3 °.
Die Erfindung wird nun anhand einer Zeichnung näher erläutert. Es zeigen :
-
Figur 1 -
Figur 2Fig. 1 , wobei der Grössthub des Ventils eingestellt ist. -
Figur 3 .Figur 1 -
Figur 4 -
Figur 5Verstellvorrichtung nach Figur 4 im Längsschnitt entlang B-B inFig.4 . -
Figur 6 -
Figur 7Verstellvorrichtung nach Figur 6 im Schnitt entlang C-C inFig. 6 . -
Figur 8 -
Figur 9
-
FIG. 1 an axially normal section through a variable valve timing, which is adjusted by turning an adjusting shaft, wherein a zero stroke of the valve is set. -
FIG. 2 an axis normal section through the valve control according toFig. 1 , where the maximum lift of the valve is set. -
FIG. 3 a longitudinal section through parts of the valve control along AA inFIG. 1 , -
FIG. 4 an axially normal view of an inventive adjusting device using a rocker arm and a two-sided, guided by the rocker with a swivel pawl. Shown is an end position of the swingarm. -
FIG. 5 the adjustment afterFIG. 4 in longitudinal section along BB inFigure 4 , -
FIG. 6 the achsnormale view of an inventive adjusting device using a crank loop and each angular position of a, each with a sliding joint in the adjusting guided pawl. -
FIG. 7 the adjustment afterFIG. 6 in section along CC inFig. 6 , -
FIG. 8 the perspective view of an embodiment of the rocker in the hub area. -
FIG. 9 the view of a cam.
Der Zylinderstift 40 stellt also eine in einem Schubgelenk geführte Sperrklinke dar. Dargestellt ist eine Stellung, in der eine Drehung der Nockenwelle im Uhrzeigersinn die höchste Winkelgeschwindigkeit der Schleife gegen den Uhrzeigersinn bewirkt, die aber mit dem kleinsten Drehmoment an der Schleife einhergeht. Sie ist daher für eine Schaltung zu einem kleineren Ventilhub geeignet. Im Beispiel ist eine Lochtrommel 37 mit sieben Zylinderstiften, bzw. Sperrklinken, jeweils in Abständen von 360°/7 = 51,429° für sieben Positionen der Verstellwelle 17 dargestellt. Die dargestellte Winkelamplitude der Schleife beträgt 28°, sodass die doppelte Winkelamplitude um den Faktor 2x28/51,429 = 1,09 grösser als der Verstellwinkel ist. Das Verdrehspiel beträgt 4,571°.The
Es versteht sich, dass die Lochtrommel 37 wie voranstehend in Bezug auf die Schleife 36 beschrieben auch in ganz analoger Weise mit der Schwinge 23 zusammenwirken kann, wie sie zu den Ausführungsbeispielen gemäß den
An dieser Stelle sei auch darauf hingewiesen, dass selbstverständlich auch die voranstehend in Bezug auf die Schwinge 23 beschriebene, eine Zahnscheibe 26 und eine mit der Verzahnung dieser Zahnscheibe 26 zusammenwirkende Sperrklinke 25 aufweisende, Schaltvorrichtung mit der Schleife 36 zusammenwirken kann. Die beschrieben Wendegetriebe (Kurbelschwinge und Kurbelschleife) und die beschriebenen Schaltvorrichtungen (Zahnscheibe 26 mit Sperrklinke 25 und Lochtrommel 37 mit Zylinderstiften 40) lassen sich im Rahmen der vorliegenden Erfindung beliebig miteinander kombinieren.At this point it should also be noted that, of course, the switching device described above with respect to the
- 11
- Ventilsteuerungvalve control
- 22
- Gehäusecasing
- 33
- Nockenwellecamshaft
- 44
- Nockencam
- 55
- SchlepphebelrolleCam follower roller
- 66
- Schlepphebelcam follower
- 77
- VentilValve
- 88th
- Hydraulisches VentilspielausgleichselementHydraulic valve clearance compensation element
- 99
- Zwischengliedintermediary
- 1010
- Nockenrollecam roller
- 1111
- Steuerkurvecam
- 1212
- Zwischengehäuseintermediate housing
- 1313
- Drehachse des ZwischengliedesRotary axis of the intermediate member
- 1414
- Drehachse des ZwischengehäusesRotary axis of the intermediate housing
- 1515
- Stösseltappet
- 1616
- Kurvenscheibecam
- 1717
- Verstellwelleadjusting
- 1818
- Steuerabschnittcontrol section
- 1919
- Rastabschnittdetent portion
- 2020
- Symmetrieebeneplane of symmetry
- 2121
- Zapfen (Zwischengehäuse)Pin (intermediate housing)
- 2222
- Spiralfederspiral spring
- 2323
- Schwingewing
- 2424
- Drehgelenk für SperrklinkeSwivel joint for pawl
- 2525
- Sperrklinkepawl
- 2626
- Zahnscheibe für SperrklinkePulley for pawl
- 2727
- Kurbelzapfencrank pin
- 2828
- Kurbelwangecrank web
- 2929
- Pleuelstangeconnecting rod
- 3030
- linker Zahn der Sperrklinkeleft tooth of the pawl
- 3131
- rechter Zahn der Sperrklinkeright tooth of the pawl
- 3232
- Zahnflanketooth flank
- 3333
- Elektromagnetelectromagnet
- 3434
- Blattfederleaf spring
- 3535
- Schwingenlagerbearing System
- 3636
- Schleifeloop
- 3737
- Lochtrommelperforated drum
- 3838
- Bohrungen (in Lochtrommel)Holes (in perforated drum)
- 3939
- Mantelfläche der ZylinderstifteLateral surface of the cylindrical pins
- 4040
- Zylinderstiftestraight pins
- 40a40a
- geschalteter Zylinderstiftswitched cylinder pin
- 4141
- Ausnehmungrecess
- 4242
- Ausnehmungrecess
- 4343
- Rampenramps
Claims (17)
- Adjusting device for variable valve controls of internal combustion engines, comprising a rotatably mounted adjusting shaft (!7) for adjusting the valve movement, and actuating means acting upon the adjusting shaft (17) and effecting an adjusting rotation thereof, characterised in that the actuating means at least comprisea) a mechanical reversing transmission (28, 27, 29, 23; 28, 27, 36) which derives the adjusting power required for the adjusting rotation from the crankshaft of the engine or another turning shaft, the rotation of which is derived from the crankshaft,b) switchable clutch means (24, 25, 26; 37, 38, 39, 40) for transmitting the adjusting power from the reversing transmission (28, 27, 29, 23; 28, 27, 36) to the adjusting shaft (17),a) wherein the reversing transmission has a crank-rocker mechanism (27, 28, 23) or a sliding crank (27, 28, 36), the crank (27, 28) of which is attached to the shaft which is turning in the engine and from which the adjusting power is drawn, and the rocker arm (23) or slideway (36) of which is mounted preferably coaxial to the adjusting shaft (17) and can be connected thereto directly or indirectly via a clutch.
- Adjusting device as claimed in claim 1, characterised in that the switchable clutch means (24, 25, 26; 37, 38, 39, 40) are integrated into the mechanical reversing transmission or are directly coupled thereto.
- Adjusting device as claimed in claim 1 or 2, characterised by the adjusting power being drawn from a camshaft (3).
- Adjusting device as claimed in the preceding claims, characterised in that the doubled angular amplitude of the rocker arm (23) or slideway (36) is greater than the adjusting angle of the adjusting shaft (17).
- Adjusting device as claimed in claim 4, characterised by a doubled angular amplitude of the rocker arm (23) or slideway (36) which is 2 to 10% greater than the adjusting angle of the adjusting shaft (17).
- Adjusting device as claimed in claims 1 to 5, characterised in that the clutch between the rocker arm (23) or slideway (36) and the adjusting shaft (17) is formed by a switchable latching freewheel clutch which acts on two sides.
- Adjusting device as claimed in claim 6, characterised in that for the two rotational directions two separate latches are provided.
- Adjusting device as claimed in claim 6, characterised in that for the two rotational directions a common dual-acting latch (25) is provided.
- Adjusting device as claimed in claim 6, characterised by a separate latch, formed for example by a cylinder pin (40), for each switching position of the adjusting shaft (17).
- Adjusting device as claimed in claims 6 to 9, characterised in that the latch (25) or the latches is or are attached to the rocker arm (23) or to the slideway (36), and the associated toothing is provided on the adjusting shaft (17) or on a component (26, 37) non-rotatably connected thereto.
- Adjusting device as claimed in claims 6 to 9, characterised in that the latch (25) or latches is or are attached to the adjusting shaft (17) or to a component (37, 26) non-rotatably attached thereto, and the associated toothing is provided in the form of recesses (41, 42) on the rocker arm (23) or slideway (36).
- Adjusting device as claimed in claims 6 to 11, characterised by swivel joints (24) for driving the latches (25).
- Adjusting device as claimed in claims 6 to 11, characterised by thrust joints (38, 39) for driving the latches formed as pins, in particular cylinder pins (40).
- Adjusting device as claimed in the preceding claims, characterised by an electric lifting magnet (33) which can be actuated by the engine management system in order to activate the latch which is to be switched in each case.
- Adjusting device as claimed in the preceding claims, characterised by five to seven switchable angular positions of the adjusting shaft (17) which are in each case located spaced apart from each other by the adjusting angle and cover the whole valve lift range from zero lift of the valve (7) to full lift.
- Adjusting device as claimed in the preceding claims, characterised in that differently formed cam discs (16) are attached to one adjusting shaft (17) and with a single adjusting rotation of the adjusting shaft (17) effect different valve control movements of the valves (7) allocated to them.
- Adjusting device as clamed in the preceding claims, characterised by cam discs (16) which are formed as circular arcs concentric with the axis of the adjusting shaft (17) in the region of the engagement points of the switchable positions.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102005010484A DE102005010484B3 (en) | 2005-03-04 | 2005-03-04 | Adjustment device for variable valve timing |
PCT/EP2006/001073 WO2006094589A1 (en) | 2005-03-04 | 2006-02-07 | Adjusting mechanism for a variable valve control device |
Publications (2)
Publication Number | Publication Date |
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EP1853796A1 EP1853796A1 (en) | 2007-11-14 |
EP1853796B1 true EP1853796B1 (en) | 2009-08-05 |
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Application Number | Title | Priority Date | Filing Date |
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EP06706717A Not-in-force EP1853796B1 (en) | 2005-03-04 | 2006-02-07 | Adjusting mechanism for a variable valve control device |
Country Status (6)
Country | Link |
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US (1) | US8225756B2 (en) |
EP (1) | EP1853796B1 (en) |
AT (1) | ATE438789T1 (en) |
DE (2) | DE102005010484B3 (en) |
ES (1) | ES2330253T3 (en) |
WO (1) | WO2006094589A1 (en) |
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DE102010048709B4 (en) * | 2010-10-19 | 2013-01-03 | Kolbenschmidt Pierburg Innovations Gmbh | Mechanically controllable valve drive and mechanically controllable valve train arrangement |
US9133735B2 (en) | 2013-03-15 | 2015-09-15 | Kohler Co. | Variable valve timing apparatus and internal combustion engine incorporating the same |
JP6298241B2 (en) * | 2013-03-27 | 2018-03-20 | 三菱自動車工業株式会社 | Cam structure |
JP5978235B2 (en) * | 2014-01-28 | 2016-08-24 | 京セラドキュメントソリューションズ株式会社 | Fixing apparatus and image forming apparatus |
DE102015214115A1 (en) * | 2015-07-27 | 2017-02-02 | Bayerische Motoren Werke Aktiengesellschaft | Hubvariabler valve drive for an internal combustion engine |
DE102017205151A1 (en) | 2017-03-27 | 2018-09-27 | Mahle International Gmbh | Valve train for an internal combustion engine |
DE102017205155A1 (en) | 2017-03-27 | 2018-09-27 | Mahle International Gmbh | Valve train for an internal combustion engine |
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DE10120451A1 (en) * | 2001-04-26 | 2002-10-31 | Ina Schaeffler Kg | Shaft rotatable by electric motor |
DE10123186A1 (en) | 2001-05-12 | 2002-11-14 | Bayerische Motoren Werke Ag | Valve gear device for variable lift adjustment is for gas exchange valve of internal combustion engine and has valve vai intermediary of transmission component effectively connected to roller movable around rotary axis |
US6694934B1 (en) * | 2002-11-22 | 2004-02-24 | Eaton Corporation | Variable valve actuator for internal combustion engine |
DE10312961C5 (en) | 2003-03-24 | 2009-01-29 | Thyssenkrupp Presta Teccenter Ag | Device for the variable actuation of gas exchange valves of internal combustion engines |
DE20317382U1 (en) * | 2003-03-24 | 2004-01-15 | Thyssenkrupp Automotive Ag | Device for variable actuation of gas shuttle valves for internal combustion engines comprises gas shuttle valves of one cylinder in one displacement unit with a displacement that occurs |
DE20317384U1 (en) * | 2003-09-30 | 2004-01-22 | Thyssenkrupp Automotive Ag | Motor vehicle internal combustion engine valve drive has actuator tappet assembly for each valve mounted in carrier bearing |
-
2005
- 2005-03-04 DE DE102005010484A patent/DE102005010484B3/en not_active Expired - Fee Related
-
2006
- 2006-02-07 EP EP06706717A patent/EP1853796B1/en not_active Not-in-force
- 2006-02-07 US US11/885,227 patent/US8225756B2/en not_active Expired - Fee Related
- 2006-02-07 AT AT06706717T patent/ATE438789T1/en active
- 2006-02-07 WO PCT/EP2006/001073 patent/WO2006094589A1/en active Application Filing
- 2006-02-07 ES ES06706717T patent/ES2330253T3/en active Active
- 2006-02-07 DE DE502006004444T patent/DE502006004444D1/en active Active
Also Published As
Publication number | Publication date |
---|---|
US8225756B2 (en) | 2012-07-24 |
DE102005010484B3 (en) | 2006-10-26 |
EP1853796A1 (en) | 2007-11-14 |
ES2330253T3 (en) | 2009-12-07 |
ATE438789T1 (en) | 2009-08-15 |
US20090194048A1 (en) | 2009-08-06 |
DE502006004444D1 (en) | 2009-09-17 |
WO2006094589A1 (en) | 2006-09-14 |
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