EP3023608A1 - Variable valve drive - Google Patents

Variable valve drive Download PDF

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Publication number
EP3023608A1
EP3023608A1 EP15195397.3A EP15195397A EP3023608A1 EP 3023608 A1 EP3023608 A1 EP 3023608A1 EP 15195397 A EP15195397 A EP 15195397A EP 3023608 A1 EP3023608 A1 EP 3023608A1
Authority
EP
European Patent Office
Prior art keywords
adjusting member
variable valve
cam
bumpers
bumper
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.)
Withdrawn
Application number
EP15195397.3A
Other languages
German (de)
French (fr)
Inventor
Michael Hillebrecht
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Innio Jenbacher GmbH and Co OG
Original Assignee
GE Jenbacher GmbH and Co OHG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by GE Jenbacher GmbH and Co OHG filed Critical GE Jenbacher GmbH and Co OHG
Publication of EP3023608A1 publication Critical patent/EP3023608A1/en
Withdrawn legal-status Critical Current

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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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/146—Push-rods
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
    • F01L13/0026—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio by means of an eccentric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2305/00—Valve arrangements comprising rollers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators

Definitions

  • the invention relates to a variable valve train having the features of the preamble of claim 1.
  • variable valve train so the ability to adjust the timing and / or the valve lift to operating conditions is seen as an essential technology for achieving efficiency and emission targets in internal combustion engines.
  • variable valve trains An essential goal of variable valve trains is the reduction of gas exchange work through reduced throttling losses.
  • a fully variable mechanical valve train for an internal combustion engine is for example from the DE 10006018 known.
  • a transmission means is arranged, which makes it possible to change the predetermined by the cam contour stroke via an adjustable control between a minimum and the full stroke in accordance with the operating conditions.
  • a common method for operating an internal combustion engine with a high efficiency is the so-called "Miller cycle”.
  • the Miller cycle is an early closing of the intake valves. This means that the inlet valve is closed before the piston has reached bottom dead center in the suction stroke. As a result, the internal combustion engine is relieved of compression work, the cylinder filling remains cooler and the engine can deliver more power. The aim is to increase the efficiency.
  • the Miller cycle improves knocking behavior and nitrogen oxide emissions through internal charge cooling.
  • the "Atkinson cycle” is the process with extremely late inlet closure. Again, the engine has to do less charge exchange work.
  • variable valve train Since, among other things, the cold start behavior is a limiting factor for the position of the inlet closure, a variable valve train has already been proposed for the exploitation of the potentials of Miller or Atkinson control times. However, fully variable valve trains, ie valve trains in which timing, lift curves and valve lift can be varied, very expensive.
  • Object of the present invention is to provide a simple system for varying a valve opening time, which manages without complex hydraulic or mechanical components and without camshaft adjustment.
  • variable valve train having the features of claim 1.
  • Advantageous embodiments are specified in the dependent claims.
  • a rotatable adjusting member characterized in that between the outer contour of the cam and the bumper, a rotatable adjusting member is provided, wherein the actuation times of the intake or exhaust valves are changed synchronously on the at least two cylinder banks by rotation of the adjusting, is a mechanical, synchronous, ie simultaneous adjustment of on or Exhaust valves realized.
  • the change in the actuation times is carried out by, caused by rotation of the adjusting member, change in the angular position of the contact points of the adjusting member on the cam.
  • the adjustment member transmits the movement of the cam via bumpers to the intake or exhaust valves to such an extent that the gas exchange valves opposite the at least two cylinder banks are changed synchronously with respect to their actuation times.
  • the at least two bumpers are fixedly connected to the outer contour of the adjusting member. Stationary means that the bumper is engaged with the outer contour of the adjusting member and therefore the contact point moves with a rotation of the adjusting member with this.
  • the at least two bumpers are mounted on the outer contour of the adjusting sliding or rolling.
  • the bumpers are decoupled from the adjusting member, that is not connected in a stationary manner. You can either roll or slide over a roller or a sliding contact on the outer contour of the adjusting. The contact point does not have to move with this rotation of the adjusting.
  • the adjusting member is designed as a two-legged lever whose two legs transmit the movement of the cam via the respective bumpers on the inlet or outlet valves.
  • a rotation of the adjusting member causes the cam movement is changed over time transferred to the bumper.
  • a change of the valve actuation in the direction of earlier valve opening or later valve opening can be effected.
  • the adjusting member has a profile for valve clearance compensation on the surface in engagement with the bumper.
  • the lash adjuster profile causes the bumper contact points to move along such curves as the adjuster is rotated so that the valve lash of the intake or exhaust valves actuated by the respective bumpers remains unchanged.
  • the cylinder banks of the internal combustion engine are in a V-arrangement.
  • the problem of the same when changing the valve opening times changing valve clearance is given in particular in internal combustion engines with a V-arrangement of the cylinder banks.
  • the angle between the bumper and the rocker arm is usually close to 90 °, whereby changes in the axial position of the contact point of the bumper directly and significantly affect the valve clearance.
  • the adjusting member is rotatably mounted via an adjusting mechanism, preferably via an eccentric shaft, and changes during rotation of the adjusting the movement pattern of the bumpers, which the opposite of a cylinder bank gas exchange valves via optionally provided rocker arm the gas exchange valves actuated bumpers. This ensures that only one adjusting each two gas exchange valves are made variable in their control times.
  • the invention is particularly suitable for internal combustion engines with a V arrangement of the cylinders.
  • the internal combustion engine is particularly preferably a stationary internal combustion engine, in particular an Otto-powered gas engine.
  • the internal combustion engine is designed for operation in the Miller or Atkinson cycle.
  • FIG. 1 the valve train of a V-engine according to the prior art is shown. Shown schematically is an internal combustion engine 100 with two cylinder banks 110 and 110 'in V arrangement.
  • the bumpers 3 are about bearings 4 in contact with the cam 2 of the camshaft 22.
  • the profile of the cam 2 transmits upon rotation of the camshaft 22 a translational movement on the bumper 3, which actuates the gas exchange valves 6 in further consequence on the rocker arm 5.
  • FIG. 2 shows a variable valve train 1 according to a first embodiment in a reduced to the kinematics representation.
  • the direction of rotation of the camshaft 22 is indicated by an arrow and extends in a clockwise direction.
  • an adjusting member 8 is arranged in the form of a two-levered lever.
  • the legs of the adjusting member 8 are denoted by 81 and 82.
  • the adjusting member 8 can be pivoted about an eccentrically mounted actuating shaft 11.
  • the bumpers 3 are fixedly connected in this embodiment with the legs 81 and 82, respectively. Stationary means that the bumpers 3 are connected at their points of contact with the legs 81 and 82, respectively.
  • the camshaft 22 transmits by means of cam 2 via the support rollers 9 a hub on the adjusting member 8.
  • the bumpers associated with the bearings 4 touch the adjusting member 8 on the support rollers 9 opposite side.
  • Dashed curves show the trajectories of individual points.
  • the bumper-side bearing 4 may be formed, for example, as a support roller or as a sliding contact.
  • valve clearance 12 While on the right side (side of the lever arm 82), the valve clearance 12 is larger, it decreases on the opposite cylinder bank. The result is an unacceptably large valve clearance 12 on one bank and jamming on the other bank.
  • FIGS. 3a and 3b show details 1 and 2, respectively FIG. 2 .
  • Out FIG. 3a shows by way of example how the valve clearance is reduced upon pivoting of the adjusting member 8 after initial opening.
  • Out FIG. 3b exemplifies how the valve clearance increases disproportionately. The kinematics of the components involved thus leads to an inequality of the valve clearance on the two cylinder banks of the V-engine.
  • FIG. 4 shows a variable valve train 1 according to a second embodiment.
  • the actuation of the adjusting member 8 takes place as for FIG. 2 described.
  • the adjusting member 8 contacts the cam 2 of the camshaft 22 via the supporting rollers 9 belonging to the adjusting member 8.
  • the direction of rotation of the camshaft 22 is indicated by an arrow and extends in the clockwise direction.
  • the bearings 4 associated with the bumpers contact the adjustment member 8 on the side opposite the support rollers 9, the movement surface being designed as a valve play compensating profile 10.
  • the bumpers 3 are guided here by means of guides 7 in the crankcase.
  • the bumpers 3 roll / slide by means of bearings 4 on the outer contour of the legs 81 and 82, respectively. This means that they are not fixedly connected to the adjusting member 8 in this embodiment.
  • the guides 7 essentially allow movement of the bumpers 3 along their longitudinal axis.
  • the guides 7 can also be designed so that they allow a game as a normal movement. To illustrate this additional allowed pivoting movement, the guides 7 in FIG. 4 shown crowned.
  • the angular position of the contact point of the adjusting member 8 on the cam 2 is variable. With angular position, the camshaft angle is meant. It is customary to specify control times in degrees of camshaft angle ( DE : degree crank angle, CA).
  • valve clearance compensating profile 10 is here to Figures 2 . 3a, 3b explained negative effect of an asymmetrically changing valve clearance when operating the actuator avoided.
  • the profile 10 is geometrically designed such that it compensates for the kinematic change in the valve clearance.
  • the valve clearance for both cylinder banks remains constant over the adjustment angle of the adjusting 8.
  • FIG. 5 shows a schematic of a variable valve train 1 in a reduced kinematic representation.
  • the bumpers 3 are guided in guides 7, as for FIG. 4 explains a game allow.
  • the inner dashed circle is the perimeter of the outer contour of the legs 81, 82.
  • the second dashed circle spaced therefrom shows the constant over the rotation of the adjusting 8 valve clearance 12th
  • Figures 6a and 6b show details of FIG. 5 upon actuation of the adjusting 8.
  • the bumper ends can be made both as rollers and sliding elements (eg made of ceramic), so that results in a simplification of the overall system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

Variabler Ventiltrieb (1) zur Verstellung von Ein- oder Auslassventilen (6) wenigstens zweier Zylinderbänke (110, 110') einer Brennkraftmaschine (100) mit - einer Nocken (2) tragenden Nockenwelle (22), wobei die Nocken (2) ein Profil aufweisen, - wenigstens zwei Stoßstangen (3) zur Übertragung des Profils in eine translatorische Bewegung zur Betätigung von Ein- oder Auslassventilen (6), wobei zwischen der Außenkontur der Nocke (2) und der Stoßstange (3) ein drehbares Verstellglied (8) vorgesehen ist, wobei durch Verdrehung des Verstellgliedes (8) die Betätigungszeiten der Ein- oder Auslassventile (6) auf den wenigstens zwei Zylinderbänken synchron veränderbar sind.Variable valve train (1) for adjusting intake or exhaust valves (6) of at least two cylinder banks (110, 110 ') of an internal combustion engine (100) a cam (2) carrying camshaft (22), said cams (2) having a profile, - At least two bumpers (3) for transmitting the profile in a translational movement for actuating inlet or outlet valves (6), wherein between the outer contour of the cam (2) and the bumper (3) a rotatable adjusting member (8) is provided, wherein by rotation of the adjusting member (8) the operating times of the inlet or outlet valves (6) on the at least two cylinder banks are synchronously changed ,

Description

Die Erfindung betrifft einen variablen Ventiltrieb mit den Merkmalen des Oberbegriffs von Anspruch 1.The invention relates to a variable valve train having the features of the preamble of claim 1.

Ein variabler Ventiltrieb, also die Möglichkeit, die Steuerzeiten und/oder den Ventilhub auf Betriebszustände anzupassen, wird als wesentliche Technologie zur Erreichung von Effizienz und Emissionszielen bei Brennkraftmaschinen gesehen. Es gibt dazu eine Vielzahl von kommerziell verfügbaren mechanischen, hydraulischen oder kombinierten Systemen.A variable valve train, so the ability to adjust the timing and / or the valve lift to operating conditions is seen as an essential technology for achieving efficiency and emission targets in internal combustion engines. There are a variety of commercially available mechanical, hydraulic or combined systems.

Ein wesentliches Ziel von variablen Ventiltrieben ist die Verringerung der Gaswechselarbeit durch reduzierte Drosselverluste.
Ein vollvariabler mechanischer Ventiltrieb für eine Brennkraftmaschine ist beispielsweise aus der DE 10006018 bekannt. Hier ist zwischen einem Antriebsmittel, beispielsweise einer Nocke, einer Nockenwelle und dem zu betätigenden Gaswechselventil ein Übertragungsmittel angeordnet, das es ermöglicht, den durch die Nockenkontur vorgegebenen Hub über ein verstellbares Steuerelement zwischen einem Minimalhub und dem Vollhub entsprechend der Betriebsbedingungen zu verändern.An essential goal of variable valve trains is the reduction of gas exchange work through reduced throttling losses.
A fully variable mechanical valve train for an internal combustion engine is for example from the DE 10006018 known. Here, between a drive means, such as a cam, a camshaft and the gas exchange valve to be actuated a transmission means is arranged, which makes it possible to change the predetermined by the cam contour stroke via an adjustable control between a minimum and the full stroke in accordance with the operating conditions.

Ein gängiges Verfahren zum Betreiben einer Brennkraftmaschine mit einem hohen Wirkungsgrad ist der sogenannte "Miller-Zyklus". Als Miller-Zyklus wird ein frühzeitiges Schließen der Einlassventile bezeichnet. Dies bedeutet, dass das Einlassventil geschlossen wird, bevor der Kolben im Saug-Hub den unteren Totpunkt erreicht hat. Dadurch wird die Brennkraftmaschine von Verdichtungsarbeit entlastet, die Zylinderfüllung bleibt kühler und der Motor kann mehr Leistung abgeben. Ziel dabei ist eine Steigerung des Wirkungsgrades. Der Miller-Zyklus verbessert über die innere Ladungskühlung das Klopf-Verhalten und die Stickoxid-Emissionen.A common method for operating an internal combustion engine with a high efficiency is the so-called "Miller cycle". The Miller cycle is an early closing of the intake valves. This means that the inlet valve is closed before the piston has reached bottom dead center in the suction stroke. As a result, the internal combustion engine is relieved of compression work, the cylinder filling remains cooler and the engine can deliver more power. The aim is to increase the efficiency. The Miller cycle improves knocking behavior and nitrogen oxide emissions through internal charge cooling.

Als "Atkinson-Zyklus" wird das Verfahren mit extrem spätem Einlassschluss bezeichnet. Auch hier hat der Motor weniger Ladungswechselarbeit zu leisten.The "Atkinson cycle" is the process with extremely late inlet closure. Again, the engine has to do less charge exchange work.

Da unter anderem das Kaltstartverhalten ein limitierender Faktor für die Lage des Einlassschlusses darstellt, wurde für die Ausnutzung der Potenziale von Miller bzw. Atkinson Steuerzeiten bereits ein variabler Ventiltrieb vorgeschlagen. Allerdings sind vollvariable Ventiltriebe, also Ventiltriebe, bei denen Steuerzeiten, Hubkurven und Ventilhub variiert werden können, sehr aufwendig.Since, among other things, the cold start behavior is a limiting factor for the position of the inlet closure, a variable valve train has already been proposed for the exploitation of the potentials of Miller or Atkinson control times. However, fully variable valve trains, ie valve trains in which timing, lift curves and valve lift can be varied, very expensive.

Aufgabe der vorliegenden Erfindung ist es, ein einfaches System zur Variation einer Ventilöffnungszeit anzugeben, das ohne aufwendige hydraulische oder mechanische Bauelemente und ohne Nockenwellenverstellung auskommt.Object of the present invention is to provide a simple system for varying a valve opening time, which manages without complex hydraulic or mechanical components and without camshaft adjustment.

Gelöst wird diese Aufgabe durch einen variablen Ventiltrieb mit den Merkmalen von Anspruch 1. Vorteilhafte Ausführungsformen sind in den abhängigen Ansprüchen angegeben.This object is achieved by a variable valve train having the features of claim 1. Advantageous embodiments are specified in the dependent claims.

Dadurch dass zwischen der Außenkontur der Nocke und der Stoßstange ein drehbares Verstellglied vorgesehen ist, wobei durch Verdrehung des Verstellgliedes die Betätigungszeiten der Ein- oder Auslassventile auf den wenigstens zwei Zylinderbänken synchron verändert werden, wird eine mechanische, synchrone, also gleichzeitige Verstellung der Ein- oder Auslassventile realisiert.
Die Veränderung der Betätigungszeiten erfolgt durch die, mittels Verdrehung des Verstellgliedes bewirkte, Veränderung der Winkellage der Kontaktpunkte des Verstellgliedes auf die Nocke. Das Verstellglied überträgt die Bewegung der Nocke über Stoßstangen auf die Ein- oder Auslassventile dermaßen, dass die auf den wenigstens zwei Zylinderbänken gegenüberliegenden Gaswechselventile bezüglich ihrer Betätigungszeiten synchron verändert werden.Characterized in that between the outer contour of the cam and the bumper, a rotatable adjusting member is provided, wherein the actuation times of the intake or exhaust valves are changed synchronously on the at least two cylinder banks by rotation of the adjusting, is a mechanical, synchronous, ie simultaneous adjustment of on or Exhaust valves realized.
The change in the actuation times is carried out by, caused by rotation of the adjusting member, change in the angular position of the contact points of the adjusting member on the cam. The adjustment member transmits the movement of the cam via bumpers to the intake or exhaust valves to such an extent that the gas exchange valves opposite the at least two cylinder banks are changed synchronously with respect to their actuation times.

Es kann vorgesehen sein, dass die wenigstens zwei Stoßstangen ortsfest mit der Außenkontur des Verstellgliedes verbunden sind. Ortsfest bedeutet, dass sich die Stoßstange im Eingriff mit der Außenkontur des Verstellgliedes befindet und sich daher der Kontaktpunkt bei einer Verdrehung des Verstellgliedes mit diesem mitbewegt.It can be provided that the at least two bumpers are fixedly connected to the outer contour of the adjusting member. Stationary means that the bumper is engaged with the outer contour of the adjusting member and therefore the contact point moves with a rotation of the adjusting member with this.

Alternativ kann vorgesehen sein, dass die wenigstens zwei Stoßstangen an der Außenkontur des Verstellgliedes gleitend oder rollend gelagert sind. In diesem Fall sind die Stoßstangen von dem Verstellglied entkoppelt, also nicht ortsfest verbunden. Sie können entweder über eine Rolle oder einen Gleitkontakt an der Außenkontur des Verstellgliedes abrollen oder gleiten. Der Kontaktpunkt muss sich bei Verdrehung des Verstellgliedes nicht mit diesem mitbewegen.Alternatively it can be provided that the at least two bumpers are mounted on the outer contour of the adjusting sliding or rolling. In this case, the bumpers are decoupled from the adjusting member, that is not connected in a stationary manner. You can either roll or slide over a roller or a sliding contact on the outer contour of the adjusting. The contact point does not have to move with this rotation of the adjusting.

Bevorzugt ist vorgesehen, dass das Verstellglied als zweischenkeliger Hebel ausgebildet ist, dessen zwei Schenkel die Bewegung der Nocke über die jeweiligen Stoßstangen auf die Ein- oder Auslassventile übertragen.It is preferably provided that the adjusting member is designed as a two-legged lever whose two legs transmit the movement of the cam via the respective bumpers on the inlet or outlet valves.

Bevorzugt ist vorgesehen, dass eine Verdrehung des Verstellgliedes bewirkt, dass die Nockenbewegung zeitlich verändert auf die Stoßstange übertragen wird.
So kann durch die Verdrehung des Verstellgliedes eine Veränderung der Ventilbetätigung in Richtung früherer Ventilöffnung oder späterer Ventilöffnung bewirkt werden.It is preferably provided that a rotation of the adjusting member causes the cam movement is changed over time transferred to the bumper.
Thus, by the rotation of the adjusting member, a change of the valve actuation in the direction of earlier valve opening or later valve opening can be effected.

Bevorzugt ist vorgesehen, dass das Verstellglied auf der mit der Stoßstange im Eingriff befindlichen Oberfläche ein Profil zum Ventilspielausgleich aufweist. Das Profil zum Ventilspielausgleich bewirkt, dass bei Verdrehung des Verstellgliedes die Kontaktpunkte der Stoßstange sich entlang solcher Kurven bewegen, dass das Ventilspiel der von den jeweiligen Stoßstangen betätigten Ein- oder Auslassventile unverändert bleibt.It is preferably provided that the adjusting member has a profile for valve clearance compensation on the surface in engagement with the bumper. The lash adjuster profile causes the bumper contact points to move along such curves as the adjuster is rotated so that the valve lash of the intake or exhaust valves actuated by the respective bumpers remains unchanged.

Besonders bevorzugt ist vorgesehen, dass sich die Zylinderbänke der Brennkraftmaschine in einer V-Anordnung befinden. Die Problematik der sich bei einer Verstellung der Ventilöffnungszeiten gegengleich verändernden Ventilspiels ist im speziellen bei Brennkraftmaschinen mit einer V-Anordnung der Zylinderbänke gegeben. Der Winkel zwischen Stoßstange und Kipphebel ist meist nahe 90°, wodurch sich Änderungen der axialen Position des Kontaktpunktes der Stoßstange unmittelbar und deutlich auf das Ventilspiel auswirken.Particularly preferably, it is provided that the cylinder banks of the internal combustion engine are in a V-arrangement. The problem of the same when changing the valve opening times changing valve clearance is given in particular in internal combustion engines with a V-arrangement of the cylinder banks. The angle between the bumper and the rocker arm is usually close to 90 °, whereby changes in the axial position of the contact point of the bumper directly and significantly affect the valve clearance.

Das Verstellglied ist über einen Verstellmechanismus, vorzugsweise über eine Exzenterwelle, drehbar gelagert und verändert bei Rotation des Verstellglieds das Bewegungsmuster der Stoßstangen, welche die auf einer Zylinderbank gegenüberliegenden Gaswechselventile über gegebenenfalls vorgesehene Kipphebel die Gaswechselventile betätigenden Stoßstangen. Damit wird erreicht, dass mit lediglich einem Verstellglied jeweils zwei Gaswechselventile in ihren Steuerzeiten variierbar gemacht werden. Die Erfindung eignet sich im Speziellen für Brennkraftmaschinen mit einer V-Anordnung der Zylinder. Besonders bevorzugt handelt es sich bei der Brennkraftmaschine um eine stationäre Brennkraftmaschine, im speziellen um einen Otto-motorisch betriebenen Gasmotor.
Speziell bevorzugt ist die Brennkraftmaschine zum Betrieb im Miller- oder Atkinson-Zyklus ausgebildet.The adjusting member is rotatably mounted via an adjusting mechanism, preferably via an eccentric shaft, and changes during rotation of the adjusting the movement pattern of the bumpers, which the opposite of a cylinder bank gas exchange valves via optionally provided rocker arm the gas exchange valves actuated bumpers. This ensures that only one adjusting each two gas exchange valves are made variable in their control times. The invention is particularly suitable for internal combustion engines with a V arrangement of the cylinders. The internal combustion engine is particularly preferably a stationary internal combustion engine, in particular an Otto-powered gas engine.
Especially preferably, the internal combustion engine is designed for operation in the Miller or Atkinson cycle.

Die Erfindung soll mit Hilfe der Figuren näher erläutert werden.The invention will be explained in more detail with the aid of the figures.

Dabei zeigt:

Fig. 1
einen Ventiltrieb nach Stand der Technik,
Fig. 2
eine schematische Darstellung eines variablen Ventiltriebs,
Fig. 3a, 3b
kinematische Details des Ventiltriebs nach Figur 2
Fig. 4
eine schematische Darstellung eines variablen Ventiltriebs in einer zweiten Ausführungsform
Fig. 5
eine schematische Darstellung eines variablen Ventiltriebs
Fig. 6a, 6b
Details von Figur 5 bei Betätigung des Verstellglieds 8
Showing:
Fig. 1
a valvetrain according to the prior art,
Fig. 2
a schematic representation of a variable valve train,
Fig. 3a, 3b
kinematic details of the valvetrain FIG. 2
Fig. 4
a schematic representation of a variable valve train in a second embodiment
Fig. 5
a schematic representation of a variable valve train
Fig. 6a, 6b
Details of FIG. 5 upon actuation of the adjusting 8

In Figur 1 ist der Ventiltrieb eines V-Motors nach Stand der Technik dargestellt. Gezeigt ist schematisch eine Brennkraftmaschine 100 mit zwei Zylinderbänken 110 und 110' in V-Anordnung.
Die Stoßstangen 3 sind dabei über Lagerungen 4 in Kontakt mit den Nocken 2 der Nockenwelle 22. Das Profil der Nocke 2 überträgt bei Rotation der Nockenwelle 22 eine translatorische Bewegung auf die Stoßstange 3, die in weitere Folge über den Kipphebel 5 die Gaswechselventile 6 betätigt. Wegen des symmetrischen Aufbaus der Brennkraftmaschine 100 sind die Bezugszeichen für die auf beiden Zylinderbänken 110 und 110' teilweise nur für eine Seite vergeben.In FIG. 1 the valve train of a V-engine according to the prior art is shown. Shown schematically is an internal combustion engine 100 with two cylinder banks 110 and 110 'in V arrangement.
The bumpers 3 are about bearings 4 in contact with the cam 2 of the camshaft 22. The profile of the cam 2 transmits upon rotation of the camshaft 22 a translational movement on the bumper 3, which actuates the gas exchange valves 6 in further consequence on the rocker arm 5. Because of the symmetrical structure of the internal combustion engine 100, the reference numerals for the on both cylinder banks 110 and 110 'partially awarded only for one side.

Figur 2 zeigt einen variablen Ventiltrieb 1 nach einer ersten Ausführungsform in einer auf die Kinematik reduzierten Darstellung.
Die Drehrichtung der Nockenwelle 22 ist mit einem Pfeil gekennzeichnet und verläuft im Uhrzeigersinn.
Zwischen der stoßstangenseitigen Lagerung 4 (welche beispielsweise als Stützrolle ausgebildet ist), der Stoßstange 3 und den Nocken 2 ist ein Verstellglied 8 in Form eines zweischenkeligen Hebels angeordnet. Die Schenkel des Verstellglieds 8 sind mit 81 und 82 bezeichnet. Das Verstellglied 8 lässt sich über eine exzentrisch gelagerte Betätigungswelle 11 schwenken. Die Stoßstangen 3 sind in diesem Ausführungsbeispiel ortsfest mit den Schenkeln 81 bzw. 82 verbunden. Ortsfest bedeutet, dass die Stoßstangen 3 an ihren Kontaktpunkten mit den Schenkeln 81 bzw. 82 verbunden sind. Dies kann etwa über Pfannen oder ähnliche Mittel an den Schenkeln 81 bzw. 82 realisiert sein.
Die Nockenwelle 22 überträgt mittels Nocken 2 über die Stützrollen 9 einen Hub auf das Verstellglied 8. Die den Stoßstangen zugeordneten Lagerungen 4 berühren das Verstellglied 8 auf der den Stützrollen 9 gegenüberliegenden Seite. FIG. 2 shows a variable valve train 1 according to a first embodiment in a reduced to the kinematics representation.
The direction of rotation of the camshaft 22 is indicated by an arrow and extends in a clockwise direction.
Between the bumper side storage 4 (which is for example designed as a support roller), the bumper 3 and the cam 2, an adjusting member 8 is arranged in the form of a two-levered lever. The legs of the adjusting member 8 are denoted by 81 and 82. The adjusting member 8 can be pivoted about an eccentrically mounted actuating shaft 11. The bumpers 3 are fixedly connected in this embodiment with the legs 81 and 82, respectively. Stationary means that the bumpers 3 are connected at their points of contact with the legs 81 and 82, respectively. This can be realized about pans or similar means on the legs 81 and 82, respectively.
The camshaft 22 transmits by means of cam 2 via the support rollers 9 a hub on the adjusting member 8. The bumpers associated with the bearings 4 touch the adjusting member 8 on the support rollers 9 opposite side.

Durch strichlierte Kurven sind die Bewegungsbahnen einzelner Punkte hervorgehoben. So erkennt man, dass bei Verdrehung der Betätigungswelle 11 gegen den Uhrzeigersinn sich die dem Verstellglied zugeordneten Stützrollen 9 auf dem Nocken 2 im Uhrzeigersinn bewegen.
Die stoßstangenseitige Lagerung 4 kann beispielsweise als Stützrolle oder als Gleitkontakt ausgebildet sein.Dashed curves show the trajectories of individual points. Thus, it can be seen that, when the actuating shaft 11 is rotated counterclockwise, the support rollers 9 associated with the adjusting member move clockwise on the cam 2.
The bumper-side bearing 4 may be formed, for example, as a support roller or as a sliding contact.

Bei Motoren in V-Anordnung müssen oft Winkel zwischen Stoßstange und Kipphebel von ungleich 90° realisiert werden. Bei Einsatz eines Verstellmechanismus gemäß dem ersten Ausführungsbeispiel führt so eine Öffnungszeitenverstellung zu einer Verringerung des eingeschlossenen Winkels auf der einen und einer Öffnung (Weitung) des Winkels auf der anderen Zylinderbank.
Bei großen Verstellwinkeln und insbesondere bei ortsfesten Stoßstangen führt dies kinematisch zu einer relativen Veränderung des Ventilspiels zwischen den Zylinderbänken, d.h. während auf der einen Seite das Ventilspiel größer wird, so verringert es sich auf der gegenüberliegenden Zylinderbank. Das Ergebnis ist ein unakzeptabel großes Spiel auf der einen Bank und, ab einem bestimmten Verdrehwinkel, Klemmen auf der anderen Bank.In motors in V-arrangement angle often need to be realized between bumper and rocker arm not equal to 90 °. When using an adjusting mechanism according to the first embodiment, such an opening adjustment leads to a reduction of the included angle on the one and an opening (widening) of the angle on the other cylinder bank.
In the case of large adjustment angles and in particular with fixed bumpers, this leads kinematically to a relative change in the valve clearance between the cylinder banks, ie, while the valve clearance increases on the one side, it reduces on the opposite cylinder bank. The result is an unacceptably large game on one bank and, at a certain twist angle, jamming on the other bank.

Aus der Figur 2 wird deutlich, dass durch die Verschwenkung des Verstellglieds 8 sich die Bewegungsbahn der Lagerung 4 auf der rechten Seite, d.h. auf der Seite des Hebelarmes 82, und die Bewegungsbahn der der Lagerung 4 zugewandten Kontur des Verstellglieds 8 voneinander wegbewegen (Kasten "Detail 2").
In umgekehrter Weise verringert sich der Abstand dieser Bewegungsbahn auf der linken Seite, d.h. auf der Seite des Hebelarmes 81, siehe Kasten "Detail 1".From the FIG. 2 It is clear that the movement path of the bearing 4 on the right side, ie on the side of the lever arm 82, and the movement path of the bearing 4 facing contour of the adjusting member 8 move away from each other by the pivoting of the adjusting member 8 (box "Detail 2") ,
Conversely, the distance of this movement path decreases on the left side, ie on the side of the lever arm 81, see box "Detail 1".

Es ist unmittelbar einsichtig, dass diese Veränderungen der Bewegungsbahnen sich auf das Ventilspiel 12 auswirken. Während auf der rechten Seite (Seite des Hebelarmes 82) das Ventilspiel 12 größer wird, so verringert es sich auf der gegenüberliegenden Zylinderbank. Das Ergebnis ist ein unakzeptabel großes Ventilspiel 12 auf der einen Bank und Klemmen auf der anderen Bank.It is immediately obvious that these changes in the trajectories affect the valve clearance 12. While on the right side (side of the lever arm 82), the valve clearance 12 is larger, it decreases on the opposite cylinder bank. The result is an unacceptably large valve clearance 12 on one bank and jamming on the other bank.

Figuren 3a und 3b zeigen die Details 1 bzw. 2 aus Figur 2.
Aus Figur 3a geht exemplarisch hervor, wie sich bei Verschwenkung des Verstellglieds 8 nach anfänglicher Öffnung das Ventilspiel verringert.
Aus Figur 3b geht exemplarisch hervor, wie sich das Ventilspiel überproportional vergrößert.
Die Kinematik der beteiligten Komponenten führt also zu einer Ungleichstellung des Ventilspiels auf den zwei Zylinderbänken des V-Motors. FIGS. 3a and 3b show details 1 and 2, respectively FIG. 2 ,
Out FIG. 3a shows by way of example how the valve clearance is reduced upon pivoting of the adjusting member 8 after initial opening.
Out FIG. 3b exemplifies how the valve clearance increases disproportionately.
The kinematics of the components involved thus leads to an inequality of the valve clearance on the two cylinder banks of the V-engine.

Figur 4 zeigt einen variablen Ventiltrieb 1 nach einer zweiten Ausführungsform. Die Betätigung des Verstellglieds 8 erfolgt wie für Figur 2 beschrieben.
Das Verstellglied 8 berührt über die zum Verstellglied 8 gehörigen Stützrollen 9 die Nocke 2 der Nockenwelle 22. Die Drehrichtung der Nockenwelle 22 ist mit einem Pfeil gekennzeichnet und verläuft im Uhrzeigersinn. Die den Stoßstangen zugeordneten Lagerungen 4 berühren das Verstellglied 8 auf der den Stützrollen 9 gegenüberliegenden Seite, wobei die Bewegungsfläche als ventilspielausgleichendes Profil 10 ausgebildet ist.
Die Stoßstangen 3 sind hier mittels Führungen 7 im Kurbelgehäuse geführt. Die Stoßstangen 3 rollen / gleiten mittels Lagerungen 4 an der Außenkontur der Schenkel 81 bzw. 82 ab. Das bedeutet, sie sind in diesem Ausführungsbeispiel nicht ortsfest mit dem Verstellglied 8 verbunden. Die Führungen 7 erlauben im wesentlichen eine Bewegung der Stoßstangen 3 entlang deren Längsachse. Die Führungen 7 können aber auch so ausgeführt sein, dass sie als Spiel auch eine Bewegung normal dazu zulassen. Zur Illustration dieser zusätzlich erlaubten Schwenkbewegung sind die Führungen 7 in Figur 4 ballig dargestellt. Durch Verdrehung des Verstellgliedes 8 ist die Winkellage des Kontaktpunktes des Verstellgliedes 8 auf der Nocke 2 veränderbar. Mit Winkellage ist der Nockenwellenwinkel gemeint. Es ist üblich, Steuerzeiten in Grad Nockenwellenwinkel anzugeben (englisch: degree crank angle, °CA). Wird beispielsweise das Verstellglied 8 um einen Winkel α nach rechts verschwenkt, führt dies zu einer Verschiebung der Ventilerhebungskurven in Richtung eines späten Ventilschließens, denn die Winkellage der Kontaktpunkte des Verstellglieds 8, in diesem Ausführungsbeispiel über die Stützrollen 9 ausgebildet, verschiebt sich im Uhrzeigersinn. Damit werden die Kontaktpunkte entsprechend später von der Nocke erfasst.
Durch das ventilspielausgleichende Profil 10 wird hier der zu Figuren 2, 3a, 3b erläuterte negative Effekt eines sich asymmetrisch ändernden Ventilspiels bei Betätigung des Stellgliedes vermieden. Das Profil 10 ist geometrisch so ausgestaltet, dass es die von der Kinematik bedingte Veränderung des Ventilspiels kompensiert.
Damit bleibt das Ventilspiel für beide Zylinderbänke über den Verstellwinkel des Verstellglieds 8 konstant. Die genaue Gestalt des Profils hängt natürlich von den geometrischen Verhältnissen des jeweiligen Ventiltriebs ab und kann vom Fachmann aus diesen berechnet werden.
Man erkennt am Ausführungsbeispiel der Figur 4 mit entkoppelten Stoßstangen, dass gegenüber dem Ausführungsbeispiel der Figur 2 mit ortsfesten Stoßstangen eine größere Freiheit hinsichtlich der erreichbaren Verstellwinkel besteht. FIG. 4 shows a variable valve train 1 according to a second embodiment. The actuation of the adjusting member 8 takes place as for FIG. 2 described.
The adjusting member 8 contacts the cam 2 of the camshaft 22 via the supporting rollers 9 belonging to the adjusting member 8. The direction of rotation of the camshaft 22 is indicated by an arrow and extends in the clockwise direction. The bearings 4 associated with the bumpers contact the adjustment member 8 on the side opposite the support rollers 9, the movement surface being designed as a valve play compensating profile 10.
The bumpers 3 are guided here by means of guides 7 in the crankcase. The bumpers 3 roll / slide by means of bearings 4 on the outer contour of the legs 81 and 82, respectively. This means that they are not fixedly connected to the adjusting member 8 in this embodiment. The guides 7 essentially allow movement of the bumpers 3 along their longitudinal axis. The guides 7 can also be designed so that they allow a game as a normal movement. To illustrate this additional allowed pivoting movement, the guides 7 in FIG. 4 shown crowned. By rotation of the adjusting member 8, the angular position of the contact point of the adjusting member 8 on the cam 2 is variable. With angular position, the camshaft angle is meant. It is customary to specify control times in degrees of camshaft angle ( DE : degree crank angle, CA). If, for example, the adjusting member 8 is pivoted by an angle α to the right, This leads to a shift of the valve lift curves in the direction of a late valve closing, because the angular position of the contact points of the adjusting member 8, formed in this embodiment on the support rollers 9, moves in a clockwise direction. Thus, the contact points are detected later by the cam accordingly.
By the valve clearance compensating profile 10 is here to Figures 2 . 3a, 3b explained negative effect of an asymmetrically changing valve clearance when operating the actuator avoided. The profile 10 is geometrically designed such that it compensates for the kinematic change in the valve clearance.
Thus, the valve clearance for both cylinder banks remains constant over the adjustment angle of the adjusting 8. The exact shape of the profile of course depends on the geometric relationships of the respective valve train and can be calculated by those skilled in this.
It can be seen in the embodiment of FIG. 4 with decoupled bumpers that over the embodiment of the FIG. 2 with fixed bumpers greater freedom in terms of achievable adjustment angle exists.

Figur 5 zeigt ein Schema eines variablen Ventiltriebs 1 in einer reduzierten kinematischen Darstellung.
Die Stoßstangen 3 sind in Führungen 7 geführt, die wie für Figur 4 erläutert ein Spiel zulassen. Der innere strichlierte Kreis ist der Umkreis der Außenkontur der Schenkel 81, 82. Der davon beabstandete zweite strichlierte Kreis zeigt das über die Verdrehung des Verstellglieds 8 konstante Ventilspiel 12.
Figuren 6a und 6b zeigen Details von Figur 5 bei Betätigung des Verstellglieds 8. FIG. 5 shows a schematic of a variable valve train 1 in a reduced kinematic representation.
The bumpers 3 are guided in guides 7, as for FIG. 4 explains a game allow. The inner dashed circle is the perimeter of the outer contour of the legs 81, 82. The second dashed circle spaced therefrom shows the constant over the rotation of the adjusting 8 valve clearance 12th
Figures 6a and 6b show details of FIG. 5 upon actuation of the adjusting 8.

Mit der vorgeschlagenen Lösung mit entkoppelten Stoßstangen ist es somit möglich, die Steuerzeiten innerhalb großer Winkelbereiche zu verstellen (zum Beispiel bis zu 12 ° Kurbelwinkel) und zugleich - durch Vorsehen eines ventilspielausgleichenden Profils - das Ventilspiel konstant zu halten.With the proposed solution with decoupled bumpers, it is thus possible to adjust the timing within large angular ranges (for example, up to 12 ° crank angle) and at the same time - by providing a valve clearance compensating profile - to keep the valve clearance constant.

Die Stoßstangen-Enden können sowohl als Rollen als auch gleitende Elemente (z.B. aus Keramik) ausgeführt werden, so dass sich eine Vereinfachung des Gesamtsystems ergibt.The bumper ends can be made both as rollers and sliding elements (eg made of ceramic), so that results in a simplification of the overall system.

Liste der verwendeten Bezugszeichen:List of reference numbers used:

11
variabler Ventiltriebvariable valve train
22
Nockencam
2222
Nockenwellecamshaft
33
Stoßstangebumper
44
Lagerung stoßstangenseitigStorage bumper side
55
Kipphebelrocker arm
66
GaswechselventilGas exchange valve
77
Führungguide
88th
Verstellgliedadjusting
81, 8281, 82
Schenkel des VerstellgliedsLeg of the adjusting member
99
Stützrolle nockenseitigSupport roller cam side
1010
Profilprofile
1111
Betätigungswelleactuating shaft
1212
Ventilspiellash
100100
BrennkraftmaschineInternal combustion engine
110, 110`110, 110`
Zylinderbänkecylinder banks

Claims (7)

Variabler Ventiltrieb (1) zur Verstellung von Ein- oder Auslassventilen (6) wenigstens zweier Zylinderbänke (110, 110') einer Brennkraftmaschine (100) mit - einer Nocken (2) tragenden Nockenwelle (22), wobei die Nocken (2) ein Profil aufweisen, - wenigstens zwei Stoßstangen (3) zur Übertragung des Profils in eine translatorische Bewegung zur Betätigung von Ein- oder Auslassventilen (6),
dadurch gekennzeichnet, dass zwischen der Außenkontur der Nocke (2) und der Stoßstange (3) ein drehbares Verstellglied (8) vorgesehen ist, wobei durch Verdrehung des Verstellgliedes (8) die Betätigungszeiten der Ein- oder Auslassventile (6) auf den wenigstens zwei Zylinderbänken synchron veränderbar sind. Variable valve train (1) for adjusting intake or exhaust valves (6) of at least two cylinder banks (110, 110 ') of an internal combustion engine (100) a cam (2) carrying camshaft (22), said cams (2) having a profile, - At least two bumpers (3) for transmitting the profile in a translational movement for actuating inlet or outlet valves (6),
characterized in that between the outer contour of the cam (2) and the bumper (3) a rotatable adjusting member (8) is provided, wherein by rotation of the adjusting member (8) the operating times of the inlet or outlet valves (6) on the at least two cylinder banks are synchronously changeable. Variabler Ventiltrieb (1) nach Anspruch 1, dadurch gekennzeichnet, dass die wenigstens zwei Stoßstangen (3) ortsfest mit der Außenkontur des Verstellgliedes (8) verbunden sind.Variable valve train (1) according to claim 1, characterized in that the at least two bumpers (3) are fixedly connected to the outer contour of the adjusting member (8). Variabler Ventiltrieb (1) nach Anspruch 1, dadurch gekennzeichnet, dass die wenigstens zwei Stoßstangen (3) an der Außenkontur des Verstellgliedes (8) gleitend oder rollend gelagert sind.Variable valve train (1) according to claim 1, characterized in that the at least two bumpers (3) on the outer contour of the adjusting member (8) are mounted sliding or rolling. Variabler Ventiltrieb (1) nach wenigstens einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass das Verstellglied (8) als zweischenkeliger Hebel ausgebildet ist, dessen zwei Schenkel (81, 82) die Bewegung der Nocke (2) über die jeweiligen Stoßstangen (3, 3') auf die Ein- oder Auslassventile (6) übertragen.Variable valve drive (1) according to at least one of Claims 1 to 3, characterized in that the adjusting member (8) is designed as a two-lever lever whose two legs (81, 82) control the movement of the cam (2) via the respective bumpers (3 , 3 ') to the inlet or outlet valves (6). Variabler Ventiltrieb (1) nach wenigstens einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass eine Verdrehung des Verstellgliedes (8) bewirkt, dass die Nockenbewegung zeitlich verändert auf die Stoßstange (3, 3') übertragen wird.Variable valve train (1) according to at least one of claims 1 to 4, characterized in that a rotation of the adjusting member (8) causes the cam movement is changed over time to the bumper (3, 3 ') is transmitted. Variabler Ventiltrieb (1) nach wenigstens einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass das Verstellglied (8) auf der mit der Stoßstange (3, 3') im Eingriff befindlichen Oberfläche ein Profil (10) zum Ventilspielausgleich aufweist.Variable valve drive (1) according to at least one of claims 1 to 5, characterized in that the adjusting member (8) on the surface with the bumper (3, 3 ') in engagement surface has a profile (10) for valve clearance compensation. Variabler Ventiltrieb (1) nach wenigstens einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass sich die Zylinderbänke (110, 110') der Brennkraftmaschine (100) in einer V-Anordnung befinden.Variable valve train (1) according to at least one of claims 1 to 6, characterized in that the cylinder banks (110, 110 ') of the internal combustion engine (100) are in a V-arrangement.
EP15195397.3A 2014-11-20 2015-11-19 Variable valve drive Withdrawn EP3023608A1 (en)

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