• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an internal combustion engine having a valve actuating device (1) with at least one first exhaust valve (11) and one second exhaust valve (21) per cylinder, which in at least one operating range of the internal combustion engine via an exhaust valve bridge (2) and a first valve lever (12) a first cam lobe (15) of a first exhaust cam (13) arranged on a camshaft (5) is jointly actuable, the camshaft (5) having a second exhaust cam (23) having a second cam lobe (15), with which the second exhaust valve (13) 21) is operable in at least one other operating range of the internal combustion engine. In order to enable a quick warm-up of the internal combustion engine in the simplest possible way, it is provided that the first exhaust cam (13) is rotatable relative to the second exhaust cam (23) and / or the second exhaust cam (23) is rotatable relative to the first exhaust cam (13). and that in the path of action between the second exhaust cam (23) and the second exhaust valve (21) a preferably hydraulically switchable transmission device (30) is arranged, with which a defined stroke height having Leerhub (36) can be activated or deactivated.
    公开号:AT518933A1
    申请号:T50662/2016
    申请日:2016-07-20
    公开日:2018-02-15
    发明作者:Andreas Zurk Ing；Martin Klampfer Ing；Ing Dr Gernot Hirschl Dipl
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    20371AT
    The invention relates to an internal combustion engine having a
    A valve actuator having at least a first exhaust valve and a second exhaust valve per cylinder operable in at least one operating range of the internal combustion engine via an exhaust valve bridge and a first valve lever by a first cam lobe of a camshaft arranged on a first exhaust cam, wherein the camshaft having a second cam lobe second exhaust cam, with which the second exhaust valve is operable in at least one other operating range of the internal combustion engine.
    Furthermore, the invention relates to a method for operating an internal combustion engine having at least one first exhaust valve and a second exhaust valve per cylinder, which are actuated in at least one operating range via an exhaust valve bridge and a first valve lever by a first cam lobe of a camshaft arranged on a first exhaust cam together the camshaft having a second cam lobe having second exhaust cam, with which at least the second exhaust valve is actuated in at least one other operating range of the internal combustion engine.
    It is known to arrange an internal engine brake valve in an internal combustion engine in addition to the exhaust valves, which is clocked during engine braking or constantly open. Such engine brake valves are usually actuated hydraulically or pneumatically and are known, for example, from DE 44 23 657 C2, DE 38 39 452 C2, DE 38 39 450 C2, AT 004.387 Ul or AT 003.600 Ul. From DE 41 25 831 Al a motor brake device is further known, the engine brake valve is electrically actuated.
    However, known actuators for engine brake valves require a relatively high construction cost and require a comparatively large amount of space in the cylinder head, which can be difficult to provide in many cases. To drain the cylinder pressure, usually an additional container and a high pressure oil system with high pressure pump and electrohydraulic valves for each cylinder is required. In addition, known motor brake device have a high
    Number of parts, which increase the susceptibility to interference and adversely affect the manufacturing cost.
    DE 39 36 808 A1 describes an exhaust cam-controlled engine brake for four-stroke internal combustion engines, in which the exhaust control is advanced by approximately one working stroke, ie a crank angle of approximately 180 °, for the duration of the required braking action. This results in a doubling of the braking cycles and a decompression at the end of the compression stroke, whereby a higher retarding effect can be achieved.
    US 6,000,374 A describes an engine brake for an internal combustion engine in which several braking phases can be realized per working cycle. In addition to intake and Auslaßkipphebel an additional brake rocker arm per cylinder is provided which - driven by a brake cam - actuates an exhaust valve. All rocker arms have a hydro element at its valve end. Solenoids can be used to influence which hydrogel elements are exposed to pressurized oil and which are not. This ensures that in normal working mode, the brake rocker arm runs empty and the exhaust valve is not operated via the brake rocker arm, because its hydro element without oil supply can not transmit the force. The intake and exhaust rocker arms operate during operation as long as their hydro elements are filled with oil. In braking mode, the hydroelements of the exhaust rocker arms are deactivated and the hydroelements of the brake rocker arms are activated. In this way it is also possible to hydraulically manipulate the valve movements to ensure brake power control and adaptation to any speed. The disadvantage is that a high regulatory effort is required.
    From WO 2015/177127 Al a valve train for an internal combustion engine is known, which per cylinder has a first and a second exhaust valve, which can be actuated together via a valve bridge and a first valve lever by a first exhaust cam. The second exhaust valve can also be actuated to realize an engine brake via a second valve lever by a second exhaust cam, wherein between the second valve lever and the second exhaust valve, a hydraulic transmission device is arranged. Both the first and the second exhaust cam are rotatably connected to a camshaft. The activation or deactivation of the engine brake is effected by the hydraulic transmission device.
    WO 2012/038191 A1 describes a four-stroke internal combustion engine having an engine brake with two exhaust valves per cylinder operated via a camshaft and a valve lever arrangement, the valve lever arrangement having an exhaust lever actuated by an exhaust cam and a brake lever operable by a brake cam. The brake lever is operable in accordance with a switchable first transmission member arranged between the brake lever and the brake cam, wherein the brake lever is activated in a first position of the first transmission member and deactivated in a second position of the first transmission member.
    WO 2012/038195 A1 discloses a four-stroke internal combustion engine with an engine brake, with two exhaust valves operated per cylinder via a camshaft and a valve lever arrangement, the valve lever arrangement having an exhaust lever actuated by an exhaust cam and a brake lever actuatable by a brake cam. The brake lever has a camshaft side first brake lever part and an exhaust valve side second brake lever part, wherein the two brake lever parts are mounted independently rotatable about a lever axis and rotatable by an adjustable between two positions locking element in the engine braking operation with each other. The exhaust lever has a camshaft-side first exhaust lever part and an exhaust-valve-side second exhaust lever part, the two exhaust lever parts being rotatably supported independently of each other about the lever axis and rotatable with each other by the locking element outside of the engine braking operation.
    Furthermore, from US Pat. Nos. 9,188,030 B2, DE 10 2014 225 054 A1, DE 10 2010 023 571 A1 and WO 11/032632 A1 variable
    Valve actuators for internal combustion engines known in which the control time can be adjusted by relative rotation of two cams of a camshaft.
    From EP 1 945 918 Bl a camshaft arrangement is known, which comprises an inner shaft and an outer shaft, wherein the inner shaft is disposed within the rotatable relative to this outer shaft. A first group of cams is non-rotatably connected to the outer tube, a second group of cams rotatably connected to the inner tube.
    The object of the invention is to allow the simplest possible way a rapid warm-up of an internal combustion engine of the type mentioned. A further object is to make it possible in the simplest possible way for a quick start of the exhaust gas aftertreatment device in such an internal combustion engine.
    According to the invention this is achieved in that the first exhaust cam relative to the second exhaust cam and / or the second exhaust cam is rotatable relative to the first exhaust cam, and that in Wirkweg between the second exhaust cam and the second exhaust valve, a preferably hydraulically switchable transmission device is arranged, with a soft a defined lifting height having Leerhub can be activated or deactivated.
    The rotatability of the first exhaust cam relative to the second exhaust cam may be realized in a manner similar to that described in EP 1 945 918 B1: the camshaft may have a first and a second shaft, the two shafts being concentric with each other, and the first shaft by means of a phaser with respect to the second shaft is rotatable. One of the two shafts - for example the first shaft - can be designed as a hollow shaft and the other shaft - for example, the second shaft - be arranged within the first shaft. The first shaft is advantageously rotatably mounted on the second shaft, wherein the first exhaust cam rotatably connected to the first shaft and the second exhaust cam rotatably connected to the second shaft.
    By using the phaser, the first exhaust cams can be advanced by rotating the first shaft relative to the second shaft, for example. The control of the second exhaust cam remains unchanged.
    Preferably, the second cam lobe has a maximum lift height which is equal to a maximum lift height of the first cam lobe or less than the maximum lift height of the first lobe lift. Alternatively or additionally, it can be provided that the second cam lobe has a stroke duration that is equal to or less than a stroke duration of the first cam lobe. It is particularly advantageous if-viewed in a projection parallel to the camshaft axis of the camshaft-the second cam lobe can be covered by the first cam lobe in at least one rotational position of the first exhaust cam. At least one second cam lobe of the second exhaust cam is thus configured to be within the normal exhaust stroke defined by the first exhaust cam in terms of timing and geometric shape in at least one rotational position of the first exhaust cam. If the first shaft and thus the first exhaust cam are not twisted in their home position, each first exhaust cam overlaps the corresponding adjacent second exhaust cam.
    By rotating the first exhaust cam relative to the second exhaust cam and / or rotating the second exhaust cam relative to the first exhaust cam, the exhaust port time may be extended by at least the second cam lobe of the second exhaust cam quasi out of the shadow of the exhaust stroke. This makes it possible to maintain or change the opening duration of at least one exhaust valve with simultaneous displacement of the main outlet.
    In a preferred embodiment of the invention it is provided that the second exhaust valve via a second valve lever by the second exhaust cam is actuated independently of the first exhaust valve, wherein preferably the second valve lever is mounted coaxially with the first valve lever pivotally. It can be provided in continuation of the invention that the second exhaust cam has at least one - preferably at least two additional cam lobes, wherein particularly preferably at least one additional cam lobe forms a Motorbremshub.
    It is particularly favorable if the maximum lifting height of at least one additional cam lobe is smaller than the maximum lifting height of the second cam lobe. This embodiment is particularly advantageous in an embodiment of the invention in which a preferably hydraulic transmission device is arranged in the path of action between the second exhaust cam and the second exhaust valve, with which an idle stroke having a defined lifting height can be activated or deactivated. The second exhaust cam thus fulfills two functions: On the one hand, it can be used - by the second cam lobe - to extend the Auslassöffnungsdauer.
    On the other hand, it serves - by means of the additional cam lobe - to enable effective engine braking operation by at least one exhaust valve - outside the exhaust stroke - at least once, for example, at the end of the intake and / or compression stroke is opened.
    Particular advantages can be achieved if the idle stroke of the transmission device - preferably adjusted by a transmission ratio of the second valve lever - at least equal to the maximum lifting height of at least one additional cam lobe. This makes it possible to turn the engine brake on and off. When the engine brake is switched off, the idle stroke is activated by the transmission device - the deflection of the second valve lever by the additional cam lift is completely compensated by the idle stroke. Thus, the stroke from the additional cam lobe is not forwarded to the exhaust valve. Since the maximum lift of the second cam lobe is greater than the maximum lift of the additional cam lobe, the stroke difference between the second cam lobe and the additional cam lobe, which exceeds the idle stroke, is forwarded by the transmission device. However, an opening of the corresponding exhaust valve may occur only if the second exhaust cam lobe of the second exhaust cam is not obscured by the first exhaust cam lobe of the first exhaust cam.
    In the rest position - ie without phase adjustment of the first shaft - the second exhaust cam is covered by the first exhaust cam. When the first shaft is rotated, for example, early, the second cam lobe of the second exhaust cam at least partially comes out of the overlap area of the first cam lobe of the first exhaust cam, thereby increasing the exhaust duration. Due to the shape of the second exhaust cam while the course of the entire exhaust stroke is determined. If the second cam lobe is smaller than the first cam lobe, then a step-shaped entire exhaust stroke course may possibly occur.
    By rotating the first exhaust cam, the exhaust valve lift can be advanced. By turning the second exhaust cam, the exhaust stroke, in particular the exhaust stroke end, can be retarded.
    The inventive method for operating an internal combustion engine having a valve actuating device with at least a first exhaust valve and a second exhaust valve per cylinder provides that in at least a first operating range of the internal combustion engine both exhaust valves are operated simultaneously only by the first exhaust cam that in at least a second operating range of Internal combustion engine, the first exhaust cam relative to the second exhaust cam is rotated, wherein in a first phase of the exhaust stroke, the first and the second exhaust valve simultaneously and only in a second phase of the exhaust stroke, the second exhaust valve is actuated or held open only by the first exhaust cam wherein the stroke transmission between the second exhaust cam and the second exhaust valve is partially interrupted and only a defined value exceeding strokes from the second exhaust cam to the second off In a third engine operating range, the stroke transmission between the second exhaust cam and the second exhaust valve is released and at least one brake stroke of the second exhaust valve is performed at the end of the intake stroke and / or the compression stroke.
    By advancing the exhaust valve lift of the first exhaust cam, a quick heating of the engine and an early start of exhaust aftertreatment is achieved. At the same time, the non-twisted second exhaust cam can avoid acoustic problems due to residual gas compression by lengthening the exhaust port duration.
    By turning the second exhaust cam 23 late, thermodynamic targets can be achieved.
    The invention will be explained below with reference to the embodiments shown in the non-limiting figures. Show in it
    1 shows a valve actuating device of an inventive internal combustion engine in an oblique view,
    2 shows a first and a second foreign cam in an oblique view, in a first rotational position of the first exhaust cam,
    3 shows a first and a second foreign cam in an oblique view, in a second rotational position of the first exhaust cam,
    4 is a detail of the valve actuator, in a section along the line IV - IV in Fig. 1, in a first position of the second valve lever,
    5 is a detail of the valve actuator, in a section along the line IV - IV in Fig. 1, in a second position of the second valve lever,
    6 is a valve lift diagram of an internal combustion engine according to the invention in a first embodiment variant with deactivated engine brake,
    Fig. 7 is a Ventilhubdiagramm this engine with activated engine brake and
    8 shows a valve lift diagram of an internal combustion engine according to the invention in a second embodiment variant with deactivated engine brake.
    1 shows a valve actuating device 1 of an internal combustion engine of the reciprocating type, which has at least two exhaust valves, namely a first exhaust valve 11 and a second exhaust valve 21 per cylinder, which can be actuated together via a valve bridge 2 and a first valve lever 12. The designed as a rocker arm first valve lever 12 is pivotally mounted about a lever axis 3 in the cylinder head of the internal combustion engine not shown. The actuation of the first valve lever 12 is effected by a first exhaust cam 13 of a rotation axis 4 rotatably arranged in the cylinder head camshaft 5, whose axis of rotation is indicated by reference numeral 4, via a rotatably mounted on the first valve lever 12 first roller 14. The first exhaust cam 13 has at least a first cam lobe 15.
    Furthermore, the valve actuating device 1 adjacent to the first valve lever 12, a second valve lever 22, which is also mounted pivotably about the lever axis 3. The actuation of the second valve lever 22 is effected by a second cam cam 23 having at least one second cam lobe 23, via a first roller 14 rotatably mounted on the first valve lever 12. Via the second valve lever 22, which is likewise designed as a rocker arm, this can be done second exhaust valve 21 separately to the first exhaust valve 11 by the second exhaust cam 23 actuate. By means of the spring 6, the second valve lever 22 to the second
    Exhaust cam 23 is pressed and a lifting of the second valve lever 22 from the exhaust cam 23 is prevented.
    Both the first valve lever 12, and the second valve lever 22 are arranged on the camshaft 5 and are rotated by this. The camshaft 5 can - as shown in EP 1 945 918 Bl - have a hollow shaft part and an inner shaft part, wherein the first exhaust cam 13 with the inner shaft part and the second exhaust cam 23 are rotatably connected to the outer shaft part. The inner shaft part can be rotated in a known manner via a phaser relative to the hollow shaft part.
    As can be seen from FIG. 2, in at least a first rotational position of the first exhaust cam 13, the profile of the second cam lobe 25 of the second exhaust cam 23 can be covered by the first cam lobe 15 of the first exhaust cam 13 - viewed in a projection parallel to the rotational axis 4 of the camshaft 5 , The second cam lobe 25 in this case has a maximum lifting height h25max, which in the exemplary embodiment is smaller than the maximum lifting height hi5maX of the first cam lobe 15. Furthermore, the second cam lobe 25 defines an opening duration t25, which in the example shown is smaller than an opening duration ti5 of the first cam lobe 15. However, it is also conceivable to match the shape and size of the second cam lobe 25 of the first cam lobe 15.
    If the first exhaust cam 13 is rotated with respect to the second exhaust cam 23 into at least one second rotary position shown in FIG. 3, for example pre-adjusted, the overlap of the second cam lobe 25 is again viewed in a projection parallel to the rotational axis 4 of the camshaft 5 lifted the first cam lobe 15. By means of the second cam elevation 25 of the second exhaust cam 23, an extended exhaust port can be realized by turning the first exhaust cam 13.
    In addition to the second cam lobe 25, the second exhaust cam 23 has at least one auxiliary cam lobe 26 configured as a brake cam lobe to enable engine braking operation. In the illustrated embodiment, a first auxiliary cam lobe 26a for performing a Motorbremshubes at the end of the intake stroke and a second additional cam lobe 26b for performing a Motorbremshubes at the end of
    Compression clock provided. The maximum lift height h26max of each auxiliary cam lobe 26a, 26b is less than the maximum lift height h25max of the second cam lobe 25.
    Furthermore, the valve actuating device 1 in the path of action between the second exhaust cam 23 and the second exhaust valve 21, a hydraulically switchable transmission device 30, with which the engine braking operation can be activated or deactivated. The example shown in Fig. 4 and 5 example in the second valve lever 22 arranged transfer device 30 has an actuating piston 31 which is slidably disposed in a guide cylinder 32. The actuating piston 31 is adjacent to a pressure chamber 33 which can be acted upon by a hydraulic medium via a channel 34 arranged in the second valve lever 22. When filling the pressure chamber 33 of the actuating piston 31 is deflected against the force of a return spring 35. In the channel 34 or in a line connected thereto, a not further shown pressure holding valve and / or control valve is arranged, with which the transmission device 30 can be deactivated or activated. 4 shows the transmission device in the deactivated state, in which the pressure chamber 33 is switched without pressure. The actuating piston 31 is thus moved by the return spring 35 in its rest position shown in Fig. 4, thereby defining a Leerhub 36 of the transmission device 30 game between the second exhaust valve 21 - more precisely between an attacking on the valve stem 27 of the second exhaust valve 21 Valve tappet 28 - and the actuating piston 31 sets. The idle stroke 36 corresponds at least to the lifting heights h26 of at least one additional cam elevation 26. Thus, only deflections of the second valve lever 21 are transmitted to the second outlet valve 21, which are larger than the idle stroke 36. The maximum effective stroke resulting from the second cam elevation 25 thus corresponds to the difference Ah the maximum lifting heights h25max - h26max. This means that when the transmission device 30 is deactivated, no strokes h26 of the additional cam elevations 26 are transmitted, but only strokes h25 of the second cam elevation 25, which project beyond the idle stroke 36.
    Fig. 5 shows the transmitter 30 in the activated, i. hydraulically stiff switched state. The pressure chamber 33 is acted upon by the pressurized hydraulic medium - for example, lubricating oil of the internal combustion engine - the piston is pressed against the restoring force of the return spring 35 in Fig. 5, the engine brake position shown, in which the actuating piston 31 on the valve stem 27 and the valve stem 28 is present. Since the pressure in the pressure space 33 is maintained, the deflection of the second valve lever 22 is transmitted to the second outlet valve 21 unabated. Since the valve tappet 28 is displaceably mounted in the valve lift 2 in the opening stroke direction of the second outlet valve 21 and is supported on a shoulder 7 of the valve bridge 2 in the closing direction of the second outlet valve 21, the second outlet valve 21 can be opened independently of the first outlet valve 11 by means of the second valve lever 22 become.
    In FIGS. 6 and 7, the valve strokes h of the intake valves and the exhaust valves 11, 21 are shown above the crank angle KW for a working cycle of an internal combustion engine in a first embodiment variant. Herein, the intake valve lift curves are designated by hiE, the exhaust valve lift curve of the first exhaust cam 13 is designated by hi3, and the exhaust valve lift curve of the first exhaust cam 23 is designated by h23. With hi3, o is the stroke of the exhaust valves 11, 21 at untwisted first position of the first exhaust cam 13 and hi3, voted the stroke of the exhaust valves 11, 21 at relative rotation of the first exhaust cam 13 with respect to the second exhaust cam 23. With h23, o the stroke is due to the second exhaust cam 23 when the engine brake is deactivated and h23, B is the stroke due to the second exhaust cam 23 when the engine brake is activated.
    As can be clearly seen from FIGS. 6 and 7, the described valve actuating device 1 according to the invention makes it possible to realize different modes of operation: normal operation, engine braking operation and extended exhaust operation.
    In normal operation, as can be seen in FIG. 2, the second cam lobe 25 of the second exhaust cam 23 for the exhaust stroke extension is concealed by the first exhaust cam 13. Furthermore, as shown in Fig. 4, in the second valve lever 22 of the actuating piston 31 retracted, resulting in consequence of the second cam lobe 25 instead of the full stroke h25 in the engine braking operation only a reduced stroke Ah is formed, see line h23, o in Fig. 6 Since this reduced stroke Ah is in normal operation within the stroke hi3, o of the outlet valves 11, 21 indicated by a dashed line in FIG
    Valve lever 22 without function. The first valve lever 12 actuates both outlet valves 11, 21 via the valve bridge 2.
    In engine braking operation, as shown in FIG. 5, in the second valve lever 22, the actuating piston 31 is extended by means of oil pressure, whereby the full stroke h25 is performed as a result of the second cam lobe 25 of the second exhaust cam 23, see FIG. 7. This results in additional brake strokes hi26 by the additional cam lobes 26 at the second exhaust valve 21 exhaust valve at the end of the intake stroke hE and before the exhaust stroke hi3. The increased stroke h25 due to the second cam lobe of the second exhaust cam 23 is further obscured by the normal exhaust stroke hi3, o caused by the first exhaust cam 13.
    Thus, the function of an engine brake can be implemented by the second valve lever 22 by the second exhaust valve is actuated directly by the second exhaust cam 23 taking over the function of a brake cam. The second valve lever 22 can be activated by an additional hydraulic, which bridges a clearance s between the second valve lever 22 and the second outlet valve 21. This bridgeable game s is designed so that it completely eliminates the Bremsventilhub in the deactivated state of the transmission device 30, wherein the second valve lever 22 performs the movement of the additional cam lobes 26, but no contact with the second outlet valve 21 due to the game s is present.
    In the extended exhaust operation, as shown in Figure 3, the first exhaust cam 13 is rotated by means of phaser of the camshaft 5 in an early position and moves the actuating piston 31 in the second valve lever 22 in the rest position shown in Figure 4. As a result, the Auslaufhubkurve hi3 shifts in the direction indicated by line hi3, v in Fig. 6 early position, wherein the indicated with line h23, o reduced lift curve of the second exhaust cam 23 is effective. By the Vorverschiebung the Auslasshubkurve hi3 of the first exhaust cam 13 defined by the second cam lobe 25 reduced stroke Ah is no longer hidden and thus extends the Auslassöffnungszeit at least the second exhaust valve 21 on tGes (see Fig. 6).
    By advancing the exhaust valve lift of the first exhaust cam 13, rapid heating of the engine and early start-up of an exhaust aftertreatment device (not shown further) can be achieved. By extending the exhaust port duration by the non-rotated second exhaust cam 23, acoustic problems due to the residual gas compression can be avoided.
    8 shows the valve lifts h of the intake valves and the exhaust valves 11, 21 above the crank angle KW for a working cycle of an internal combustion engine in a second embodiment of the invention, in which the second exhaust cam 23 is rotatable by the phaser relative to the first exhaust cam 13. In the extended exhaust operation, the second exhaust cam 23 is rotated by means of phaser of the camshaft 5 in a retarded position and the actuating piston 31 is moved in the second valve lever 22 in the rest position shown in Figure 4. As a result, the reduced lift curve h23, o of the second exhaust cam 23 shifts in the late position and emerges from the shadow of the lift curve hi3 of the first exhaust cam 13, with which it becomes effective. Due to the late displacement of Auslasshubkurve h23, o of the second exhaust cam 23 defined by the second cam lobe 25 reduced stroke Ah is no longer obscured and thus extends the Auslaßöffnungszeit at least the second exhaust valve 21. This function is used to achieve thermal targets.
    权利要求:
    Claims (9)
    [1]
    An internal combustion engine having a valve actuating device (1) with at least one first exhaust valve (11) and a second exhaust valve (21) per cylinder, which in at least one operating range of the internal combustion engine via an exhaust valve bridge (2) and a first valve lever (12) by a first Cam lobe (15) of a camshaft (5) arranged on a first exhaust cam (13) are actuated together, wherein the camshaft (5) has a second cam lobe (15) having second exhaust cam (23), with which the second exhaust valve (21) is operable in at least one other operating range of the internal combustion engine, characterized in that the first exhaust cam (13) relative to the second exhaust cam (23) and / or the second exhaust cam (23) relative to the first exhaust cam (13) is rotatable, and in that Wirkweg between the second exhaust cam (23) and the second exhaust valve (21) a preferably hydraulisc h switchable transmission device (30) is arranged, with which a defined lifting height having Leerhub (36) can be activated or deactivated.
    [2]
    2. Internal combustion engine according to claim 1, characterized in that the second cam lobe (25) has a maximum lift height (h25max) which is equal to a maximum lift height (hi5max) of the first cam lobe (15) or less than the maximum lift height (hi5max) of first cam lobe (15) is.
    [3]
    3. Internal combustion engine according to claim 1 or 2, characterized in that the second cam lobe (25) defines an opening duration (t25) which is equal to or smaller than an opening period (ti5) of the first cam lobe (15).
    [4]
    4. Internal combustion engine according to one of claims 1 to 3, characterized in that - viewed in a projection parallel to the axis of rotation (4) of the camshaft (5) - in at least one rotational position of the first exhaust cam (13) the second cam lobe (25) through the first cam lobe (15) can be covered.
    [5]
    5. Internal combustion engine according to one of claims 1 to 4, characterized in that the second exhaust valve (21) via a second valve lever (22) by the second exhaust cam (23) independently of the first exhaust valve (11) is operable, wherein preferably the second valve lever (22) is mounted coaxially with the first valve lever (12) pivotally.
    [6]
    6. Internal combustion engine according to one of claims 1 to 5, characterized in that the second exhaust cam (23) at least one - preferably at least two - additional cam lobes (26), more preferably at least one additional cam lobe (26) forms an engine braking stroke.
    [7]
    7. Internal combustion engine according to claim 6, characterized in that the maximum lifting height (h26max) of at least one additional cam lobe (26) is smaller than the maximum lifting height (h25max) of the second cam lobe (25).
    [8]
    8. Internal combustion engine according to one of claims 1 to 7, characterized in that the idle stroke (36) of the transmission device (30) - preferably adjusted by a gear ratio of the second valve lever (22) - at least the maximum lifting height (h26max) at least one additional cam lobe (26 ) corresponds.
    [9]
    9. A method for operating an internal combustion engine with a valve actuating device (1) having at least a first exhaust valve (11) and a second exhaust valve (21) per cylinder, which in at least one operating range via an exhaust valve bridge (2) and a first valve lever (12) a first cam lobe (15) of a first exhaust cam (13) arranged on a camshaft (5) is jointly actuated, the camshaft (5) having a second exhaust cam (23) having a second cam lobe (25), with which at least the second exhaust valve (21) is actuated in at least one other operating range of the internal combustion engine, characterized in that - in at least one second operating range of the internal combustion engine, both exhaust valves (11, 12) are actuated simultaneously only by the first exhaust cam (13) Operating range of the internal combustion engine, the first exhaust cam (13) relative to second exhaust cam (23) and / or the second exhaust cam (23) relative to the first exhaust cam (23) is rotated, wherein in a first phase of the exhaust stroke, the first and the second exhaust valve (21) at the same time only by the first exhaust cam (13) and in a second phase of the exhaust stroke, the second exhaust valve (21) is actuated or held open only by the second exhaust cam (23), the stroke transmission between the second exhaust cam (23) and the second exhaust valve (21) being partially interrupted and only one defined Be transferred value exceeding strokes from the second exhaust cam (23) to the second exhaust valve (21), and - that in a third engine operating range, the stroke transmission between the second exhaust cam (23) and the second exhaust valve (21) is released and at least one braking stroke of the second Outlet valve (21) at the end of the intake stroke and / or the compression stroke is performed. 2016 07 20 FU
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    DE102016215676A1|2018-02-22|Variable valve train for a reciprocating internal combustion engine
    DE102017201343A1|2018-08-02|Valve gear for a reciprocating internal combustion engine and method for valve control in a reciprocating internal combustion engine
    同族专利:
    公开号 | 公开日
    US20190242278A1|2019-08-08|
    WO2018014065A1|2018-01-25|
    AT518933B1|2018-07-15|
    CN109715909B|2021-01-12|
    DE112017003610A5|2019-05-02|
    US10669900B2|2020-06-02|
    CN109715909A|2019-05-03|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50662/2016A|AT518933B1|2016-07-20|2016-07-20|INTERNAL COMBUSTION ENGINE WITH A VALVE ACTUATING DEVICE|ATA50662/2016A| AT518933B1|2016-07-20|2016-07-20|INTERNAL COMBUSTION ENGINE WITH A VALVE ACTUATING DEVICE|
    DE112017003610.0T| DE112017003610A5|2016-07-20|2017-07-20|Internal combustion engine with a valve actuator|
    PCT/AT2017/060183| WO2018014065A1|2016-07-20|2017-07-20|Internal combustion engine having a valve actuation device|
    CN201780056374.7A| CN109715909B|2016-07-20|2017-07-20|Internal combustion engine with valve actuating device|
    US16/318,343| US10669900B2|2016-07-20|2017-07-20|Internal combustion engine having a valve actuation device|
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