DE202005017088U1 - Fully variable lift valve gear of internal combustion engine has rotatable adjusting shaft connected to bearing bracket with torsional fixing, and pawl with pressure face contacting roller of roller cam follower - Google Patents

Abstract

The fully variable lift valve gear of an internal combustion engine has a rotatable adjusting shaft (2) with a center (C2), which is in drive communication with an adjusting device. The adjusting shaft is connected to a bearing bracket (5) with torsional fixing, and each bearing bracket below the center of the adjusting shaft is provided with a first connecting point (C4). A pawl (7) designed as a cam follower is pivotable around the aforesaid connecting point and on the side facing the lift valve (11) has a pressure face (7b) which when the valve is closed describes a radius contour (R1) around the center of the adjusting shaft and contacts the roller of a roller cam follower.

Description

The invention describes a fully variable lift valve control of an internal combustion engine. This application is a utility model branch of the patent application DE 10 2005 050 894.4 whose priority is claimed for the protection claims of this utility model.

technological background

With a fully variable lift valve control can be in particular a spark ignition Operate engine throttle free, which manages the with conventional throttling over wide load conditions to minimize occurring charge exchange losses. Hereby leave improve the performance and torque characteristics and reduce fuel consumption and pollutant emissions.

Furthermore is characterized by such a fitted internal combustion engine in the lower Speed range through improved response and a increased Smooth running out.

The Load becomes with a mechanical fully variable lift valve control, which is designed as a so-called latching cam gear through the opening time cross-section determines the respectively adjusted elevation curve of the intake valve.

at Such Hubventilsteuerungen is in the partial load range in addition to the valve also the opening time considerably reduced.

Around the thermodynamically favorable tax strategy of the "early intake concludes "optimally realize to be able to It is particularly advantageous if the kinematics of a fully variable Hubventilsteuerung is designed such that at a reduction the opening duration and the hub at the same time a significant phase change of Ventilhubscheitepunkts is effected in the early direction.

at Hubventilsteuerungen which such a kinematic property Do not have to adversely affect the entire phase change in In the morning over a hydraulic camshaft adjusting be realized.

There this very large Adjustment angle can be represented by a hydraulic Camshaft adjustment system both in its adjustment angle as well in its dynamics quickly reach its limits. (See also in the Textbook "Variable Valve control 2 "ISBN 3-8169-2398-5 by Prof. Dr. med. Ing. Stefan Pischinger page 149, 150.)

at a fully variable lift valve control without kinematically generated Phase change of the Ventilhubscheitepunkts must further adversely a large piston clearance be given so that in case of failure of the additional required hydraulic camshaft adjustment no collision between the piston and valve can occur. (Please refer "Variable Valve control 2 "side 82, 89.)

Problematic in a load control with fully variable Hubventilsteuerungen Next, the opening time cross sections and thus the charge quantities of individual cylinders in a multi-cylinder internal combustion engine in idle or lower load range only very small differences may have one another otherwise it would become an unacceptable out-of-round engine or even misfiring can come.

It is in principle therefore absolutely necessary, a hydraulic valve clearance compensation to use in detent cam gears to a clearly defined representation the opening and closing ramps the survey curves under all thermal operating conditions to ensure.

Especially Advantageous in this case for direct actuation of the globe valves proven and inexpensive Roller cam followers are provided, which extend over the domes on the housing side arranged supporting elements Support with hydraulic valve clearance compensation.

State of technology

From the 1 of the DE 102 29 181 A1 (Daimler Chrysler) is a five-limbed, fully variable globe valve control known, wherein a camshaft on a cam follower a rocker arm in a swinging motion, the gate lever acts on an intermediate pawl and the pawl operates a downstream roller rocker arm, which is in operative connection with the end of the lift valve , The crank lever is mounted on the center of an adjusting shaft on this, wherein the pawl is articulated on a rotatably joined to the adjusting shaft bearing block.

Of the Gate lever is provided with a control link, which of a Valve detent section concentric with the center of the adjusting shaft is located above a starting ramp merges into a lifting section.

These Control contour is in operative connection with a pressure roller of the pawl, with the latch further over a circular arc print area is in contact with the roller of the roller cam follower.

The pressure surface of the latch is closed Senem lift valve arranged concentrically to the bearing axis of the crank lever or the adjusting.

One Rotation of the adjusting and thus the bearing block causes this only a change of position the pawl, whereby the engagement area of the pressure roller in the control contour changed the scenery lever and thereby both the valve lift and the opening duration varies from a maximum lift curve to a valve shutdown can be.

These Hubventilsteuerung has some very advantageous features, wherein especially a very cheap one tolerance compatibility given is.

This is justified in particular by the fact that the valve catch during a cam cycle through the, technically easy to control, concentric Position of the valve latch section on the crank lever to the center of the bearing is defined, in addition a hydraulic valve clearance compensation over, advantageously on the housing side arranged, supporting element given the roller cam follower.

hereby becomes a clearly defined representation of the opening and closing ramps the survey curves under all thermal operating conditions guaranteed. (See "Variable Valve Control 2 "page 87.) Next are advantageously inlet side only two bearing axles for the camshaft and the adjusting shaft in the cylinder head housing required, causing this also easy and inexpensive can be made.

In addition is given a compact space, which the trouble-free accommodation a nearly centrally located spark plug and an additional Exhaust camshaft in common Position allowed.

adversely At this Hubventilsteuerung is, however, that the phase angle of the Ventilhubscheitelpunkts by the given kinematics of this Hubventilsteuerung in the variation of stroke and opening duration unchanged remains, creating an optimal control strategy of "early intake closes "by a mandatory additional hydraulic camshaft adjusting device with a very large adjustment range must be displayed.

hereby The total system costs are significantly increased, with the limits of a such, hydraulic camshaft adjustment already were described at the beginning.

Out WO 2005/078246 (Honda) is further a four-membered fully variable Hubventilsteuerung known in which a camshaft a, designed as rocker arm, crank lever in a swinging motion offset, with the control link of the crank lever directly on the roller of a valve actuator acts, which is designed as a roller rocker arm. in this connection is both the pivot point of the crank lever and the pivot point of the Rollenkipphebels provided on a bearing block, which has a Toothed shaft pivoted about a pivot axis in the cylinder head housing is, with this pivot axis substantially immediately above the Lift valve is located. The roller rocker arm acts on a conventional valve clearance adjustment screw on the free end of the lift valve one.

Especially advantageous is shown by this kinematics at a reduction of opening duration and stroke at the same time a significant phase change of Ventilhubscheitpeunkts towards the morning causes.

One Disadvantage in terms of to be deduced degrees of freedom However, due to the predetermined component arrangement of this Hubventilsteuerung in Cylinder head, as these are only a common, very centrally and deeply arranged camshaft for joint operation of the Inlet and exhaust valves in the cylinder head permits. This is no, from Intake cam independent and functionally advantageous phase adjustment of the exhaust cams enabled by a camshaft phaser.

As well could only under very elaborate constructive measures a valve side arranged, integrated valve clearance compensation element Realize in the roller rocker arm, as the oil supply via the bearing block and the bearing axis the roller rocker arm would have to be done.

The shown, mechanical valve lash adjuster prevents it a clearly defined opening and closing ramp the survey curve in the case of a thermal and / or wear-related situation or length change the lift valve.

The Adjustment of this Hubventilsteuerung builds large and expansive, the adjustment of the bearing block must by the occurring adjustment and Holding moments by an additional Splined shaft, with a very expensive and expensive inlet side to be produced, graded bearing block with a total of three bearing bores at different levels is required.

Furthermore, the stiffness and thus the dynamics of this Hubventilsteuerung can be adversely affected by the sweeping design of the bearing block and by the indirect power flow of the relatively long crank lever and roller rocker arm be, so again very massive and thus disadvantageous mass components must be used.

A aspired, if possible central arrangement of the spark plug can not by the predetermined position of the camshaft also will be realized.

task

The object of the invention is to provide a fully variable lift valve control, in which are particularly advantageous properties, which in itself from the from DE 102 29 181 A1 or WO 2005/078246 are known to functionally complement each other, wherein synergetic at the same time the entire cylinder head system should be particularly easy and inexpensive to manufacture.

in this connection should be shown a new kinematic design, with which at a reduction of opening time and stroke simultaneously a significant shift in valve lift vertex towards Early effects becomes.

By the expert and skillful design of the innovative lift valve control can with advantage on a separate inlet-side camshaft adjuster completely be waived.

hereby Only a small control effort is necessary, the dynamics of entire adjustment system is advantageous, while low total system cost attack.

at the same time should a separate exhaust cam easily in common Position in the cylinder head housing to be integrated.

The Phase angle of the exhaust camshaft is here, completely independent of Inlet, to be adjusted by a camshaft adjuster Advantageously, the functionally important degrees of freedom of the outlet control (e.g., for internal exhaust gas recirculation) tap or to be able to receive.

• – im Zylinderkopfgehäuse werden einlassseitig lediglich zwei Lagerbohrungen benötigt (Nockenwelle, Verstellwelle). Weitere Anlenkpunkte in der Zylinderkopfstruktur sind nicht notwendig.
• – die direkte Betätigung des Hubventils soll durch einen einfachen Rollenschlepphebel in Kombination mit einem gehäuseseitigen Abstützelement mit hydraulischem Ventilspielausgleich realisiert sein.
• – zur Darstellung der Ventilrast und klar definierter Öffnungs- und Schließrampen während der Nockenzyklen muss, bezüglich thermisch-, verschleiß- und fertigungsbedingter Fehllagen der Bauteile, eine günstige Toleranzsituation und eine Kompensation durch den hydraulischen Ventilspielausgleich gegeben sein.
• – die Lagerbohrungen im Zylinderkopfgehäuse (Verstellwelle, Einlassnockenwelle und Auslassnockenwelle) sollen möglichst eine gemeinsame Trennfuge in einer Ebene aufweisen.
• – der Einsatz einer, im wesentlichen zentral angeordneten Zündkerze soll möglich sei
• – die Hubventilsteuerung muss kinetisch günstig mit direktem, kurzen Kraftfluss ausgeführt sein und sich dabei problemlos in den gegebenen Bauraum des Zylinderkopfs integrieren lassen.

The following advantageous functional and / or cost-reducing properties should continue to be represented with the inventive lift valve control:

• - In the cylinder head housing only two bearing bores are required on the inlet side (camshaft, adjusting shaft). Further articulation points in the cylinder head structure are not necessary.
• - The direct actuation of the lift valve should be realized by a simple roller cam follower in combination with a housing-side support element with hydraulic valve clearance compensation.
• - For the representation of the valve latch and clearly defined opening and closing ramps during the cam cycles, a favorable tolerance situation and a compensation by the hydraulic valve clearance compensation must be given with regard to thermal, wear and production-related incorrect positions of the components.
• - The bearing bores in the cylinder head housing (adjusting shaft, intake camshaft and exhaust camshaft) should preferably have a common parting line in one plane.
• - The use of a substantially centrally located spark plug should be possible
• - The Hubventilsteuerung must be designed kinetically favorable with direct, short power flow and can be easily integrated into the given space of the cylinder head.

solution

According to the invention Asked task by the totality of the characterizing features the new, fully variable lift valve control according to the protection claim 1 solved and thus a functional and cost-reducing synergy effect through the cooperation of all the advantageous properties in one achieved single cylinder head system.

design options according to the protection claim 1 are shown in the subclaims.

The embodiment with which the asked total task is optimally solved should, with the help of 1 to 3 be explained.

In the following embodiment, a five-membered lift valve control for actuating two parallel inlet valves 11 . 11 ' a cylinder shown.

1 , Shows the Hubventilsteuerung from the front side of the cylinder head during the Grundkreisphase, wherein the adjusting shaft 2 adjusted to Maximalhub and the globe valves 11 . 11 ' are closed.

2 , Shows the Hubventilsteuerung from the 1 , as a section in the cylinder plane.

3 , Shows the gate lever 6 as a single component.

In a cylinder head is the adjusting shaft 2 rotatably mounted with the center C2. The adjusting shaft 2 is defined by an electric servomotor angle defined about the bearing axis C2, wherein this via a worm gear or other gear mechanism with the adjusting 2 is in drive connection.

With the adjusting shaft 2 are rotationally fixed two axially spaced bearing blocks 5 . 5 ' connected, which in the embodiment designed as a clamping fist and with one screw on the adjusting shaft 2 are fixed.

Alternatively, the bearing blocks 5 . 5 ' by pressing or by positive engagement with the adjusting shaft 2 be joined.

Every bearing block 5 . 5 ' is provided below the bearing axis C2 with a first pivot point C4, which through the center C4 of the axle 4 is formed.

The axle bolt 4 is here with its two ends backlash in the two bearing blocks 5 . 5 ' pressed.

On the axle bolt 4 is a forked handle 7 with its hub swinging around the center C4 sliding or roller bearings, wherein the pawl 7 on the lower side in both Hubventilebenen, each with a pressure surface 7b . 7b ' is provided, which with the lift valve closed 11 . 11 ' a radius contour R1 about the center C2 of the adjusting shaft 2 describes.

Every printing surface 7b . 7b ' stands here with the roller ever a Rollenschlepphebels 9 . 9 ' in contact, which via dome on the housing side arranged support elements 10 . 10 ' with integrated hydraulic valve clearance compensation.

The free end of each roller cam follower 9 . 9 ' stands here with the end of each lift valve 11 . 11 ' in active connection.

Next lies within the fork, the pressure roller 7a the latch 7 arranged axially centrally in the cylinder plane.

Every bearing block 5 . 5 ' is above the adjusting shaft 2 provided with a further, second pivot point C3, which through the center C3 of the axle 3 is formed, which also play in the bearing blocks 5 . 5 ' is pressed.

To this second pivot point C3 is the crank lever 6 swinging on the axle 3 Sliding or rolling bearings. The gate lever 6 is arranged axially centrally in the cylinder plane and is above the cam follower roller 6a with the camshaft rotating about the axis C1 1 in contact and is offset by this in a swinging motion. Here is the gate lever 6 on both sides of each a prestressed torsion leg spring 8th . 8th' in the direction of the camshaft 1 acted upon by a restoring force, whereby always the full contact of the cam follower 6a to the camshaft 1 is guaranteed.

Advantageously, the turns of the Torsionsschenkelfedern 8th . 8th' arranged concentrically to the pivot point C3.

At its lower end is the gate lever 6 with a control link 6b provided, which of a Ventilrastsektion 6c , which describes a radius contour R2 about the bearing center C3 of the crank lever, via a start-up ramp 6d in a lifting section 6e passes. ( 3 ) This control link 6b stands here with the pressure roller 7a the latch 7 in contact.

The Operation of the Hubventilsteuerung will now be explained briefly.

In the following it is assumed that the lift valve control in the, in 1 is shown position.

Will now the camshaft 1 set in a rotation, acts after the base circle phase of the cam on the cam follower 6a of the scenery lever 6 a, which in this case is fully deflected about its bearing axis C3. This is where the starting ramp acts 6d the control gate 6b with subsequent lifting section 6c on the pressure roller 7a the latch 7 one, the latch 7 fully deflected about its bearing axis C4 and thereby over the pressure surfaces 7b . 7b ' on the rollers of the roller rocker arms 9 . 9 ' acts, which in this case also fully deflect and thereby the lift valves 11 . 11 ' open maximum.

In the further course follows the Nockenabgrifrolle 6a the trailing edge of the cam to the base circle portion, wherein by the restoring forces of the torsion leg springs 8th . 8th' the gate lever 6 his starting position occupies. At the same time, the valve closing springs act from below via the globe valves 11 . 11 ' on the roller rocker arms 9 . 9 ' one, with the roller rocker arms 9 . 9 ' and the latch 7 again take their starting positions. Here are the globe valves 11 . 11 ' closed again.

The following is the adjustment shaft 2 together with the bearing blocks 5 . 5 ' rotated by an adjustment angle W counterclockwise. (Zero stroke position) The cam follower roller rolls 6a of the scenery lever 6 along the base circle portion of the camshaft 1 from, wherein the tangential direction of movement of the cam follower 6a contrary to the direction of rotation of the camshaft 1 is directed.

in this connection there is a significant phase change in the direction of early, which in the illustrated embodiment at about 25 degrees NW.

Notwithstanding the embodiment can by a small selected base circle diameter of the camshaft 1 and a slightly lower arrangement of the Anlenkpunkts C3 this effect will be significantly enhanced. Adjustment angles of up to 35 degrees NW or 70 degrees KW can be displayed without any problems.

During the adjustment operation, the pawl shifts 7 in a circular arc around the center C2 of the adjusting shaft 2 , where the pressure roller 7a the latch 7 along the valve gate section 6c of the scenery lever 6 to the outer end of the valve latch section 6c rolls.

At the same time, the rollers of the roller rocker arms roll 9 . 9 ' at the moving pressure surfaces 7b . 7b ' with the rollers after the adjustment with the front end portion of the pressure surfaces 7b . 7b ' stay in contact.

In this novel kinematic design of a Hubventilsteuerung remains here, despite the simultaneous displacement of the crank lever 6 and the latch 7 always a clearly defined, circular arc-shaped contact surface with the center C2 for the rollers of Rollenschlepphebel 9 . 9 ' obtained, causing the roller rocker arms 9 . 9 ' remain unchanged during the adjustment process in their position.

Will now the camshaft 1 again offset from the base circle phase in a rotation, the cam acts again on the cam follower 6a of the scenery lever 6 which in turn is deflected about the axis C3. Here is the pressure roller 7a the latch 7 during the swinging motion of the crank lever 6 but only with the valve latch section 6c the control gate 6b in contact with the latch 7 remains in its position and not on the roller rocker arms 9 . 9 ' can act. Here remain the globe valves 11 . 11 ' completely closed. (Valves switched off)

By any rotation of the adjusting shaft 2 Within the adjustment angle W, the opening duration and the valve lift can be varied from a maximum lift curve up to a valve shutdown with simultaneous, significant phase adjustment of the valve lift vertex.

As for the Professional immediately apparent from the description and the drawings will, lets the design of the new Hubventilsteuerung said, functional advantageous properties are effective together, being synergistic at the same time a simple and thus particularly cost-effective production given the entire cylinder head system.

One particularly advantageous synergy effect in relation to the overall production costs of the cylinder head system is primary Given that kinematically a phase adjustment in the direction generated early which is the use of a separate inlet-side, costly Makes the camshaft adjuster superfluous, yet still inlet side only two bearing bores with the centers C1 and C2 in the cylinder head housing needed be, whereby a particularly simple and inexpensive production of Cylinder head housing given is. Such an advantageous combination of the latter two properties in a fully variable lift valve control is the inventor of the current state of the art not known.

in this connection lets the Construction functionally important degrees of freedom of the outlet side Valve control by a camshaft phaser on one separate exhaust camshaft too.

It no need for this fully variable Hubventilsteuerung further articulation points in the cylinder head structure, for example Bearing blocks, To swing rocker arms or scenes in the cylinder head structure, as is often practiced in the general art got to.

• 1. Es wird bei einer Reduzierung von Öffnungszeit und Hub gleichzeitig eine signifikante Verlagerung des Ventilhubscheitelpunkts in Richtung Früh bewirkt, wodurch auf einen einlassseitigen Nockenwellenversteller gänzlich verzichtet werden kann.
• 2. Der gesamte Verstellmechanismus (Verstellwelle 2, Lagerböcke 5, 5' , Achsbolzen 3, 4) ist sehr einfach und kostengünstig zu fertigen und dabei sehr stabil ausgeführt. Im Zylinderkopfgehäuse werden einlassseitig lediglich zwei Lagerbohrungen mit den Zentren C1 und C2 benötigt, welche in einer gemeinsamen, leicht geneigten, Ebene geteilt werden können.
• 3. Durch die günstige Bauteilanordnung der Hubventilsteuerung lässt sich problemlos eine separate Auslassnockenwelle in üblicher Position in das Zylinderkopfgehäuse integrieren, welche mit Vorteil durch eine Auslassnockenwellenverstelleinrichtung ergänzt ist. Hierdurch werden, unabhängig vom Einlass, auslassseitige Freiheitsgrade eröffnet, bzw. erhalten. Die Trennfuge der hierbei benötigten Auslassnockenwellenbohrung ist mit Vorteil in einer gemeinsamen Ebene mit der Trennfuge der Einlassnockenwellenlagerbohrung und der Verstellwellenlagerbohrung angeordnet.
• 4. Der Rollenschlepphebel 9, 9' mit hydraulischem Ventilspielausgleich 10, 10' gewährleistet unter allen thermischen Betriebsbedingungen stets klar definierte Öffnungs- und Schließrampen der Erhebungskurven.
• 5. Die Ventilrast innerhalb eines Nockenzyklus wird ausschließlich durch die, fertigungstechnisch einfach zu beherrschende, konzentrische Lage der Ventilrastsektion 6c zum Zentrum C3 der Lagerung des Kulissenhebels 6 definiert. Ein schleichendes Öffnen des Ventils während der Ventilrast wirrd dadurch auch beim Einsatz des unentbehrlichen, hydraulischen Ventilspielausgleichs zuverlässig unterbunden.
• 6. Der Kraftfluss der Hubventilsteuerung ist sehr direkt, wodurch die schnell oszillierenden Bauteile (Kulissenhebel 6, Klinke 7, Rollenschlepphebel 9, 9') leicht und filigran ausgestaltet werden können. Kulissenhebel 6 und Klinke 7 sind mit Vorteil eindeutig durch die geschlossenen Lagerbohrungen auf den Achsen 3 und 4 geführt.
• 7. Durch die günstige Bauteilanordnung der Hubventilsteuerung lässt sich eine problemlos eine, im wesentlichen, zentral angeordnete Zündkerze in das Zylinderkopfgehäuse integrieren.

The combination of the essential advantageous properties of the new Hubventilsteuerung should be briefly summarized here again.

• 1. It is at the same time causes a significant displacement of Ventilhubscheitelpunkts in the morning direction with a reduction of opening time and stroke, which can be dispensed with entirely on an intake-side camshaft adjuster.
• 2. The entire adjusting mechanism (adjusting shaft 2 , Bearing blocks 5 . 5 ' , Axle bolt 3 . 4 ) is very simple and inexpensive to manufacture and designed very stable. In the cylinder head housing only two bearing bores with the centers C1 and C2 are required on the inlet side, which can be divided in a common, slightly inclined plane.
• 3. Due to the favorable component arrangement of the Hubventilsteuerung can be easily integrate a separate exhaust camshaft in the usual position in the cylinder head housing, which is supplemented by an advantage Auslassnockenwellenverstelleinrichtung. As a result, independently of the inlet, outlet-side degrees of freedom are opened or obtained. The parting line of the exhaust camshaft bore required in this case is advantageously arranged in a common plane with the parting line of the intake camshaft bearing bore and the adjusting shaft bearing bore.
• 4. The roller rocker arm 9 . 9 ' with hydraulic valve clearance compensation 10 . 10 ' ensures clearly defined opening and closing ramps of the survey curves under all thermal operating conditions.
• 5. The valve latch within a cam cycle is exclusively due to the concentric position of the valve stop section, which is easy to control in terms of production technology 6c to the center C3 of the bearing of the crank lever 6 Are defined. A creeping opening of the valve during the valve lock is thus reliably prevented even when using the indispensable, hydraulic valve clearance compensation.
• 6. The power flow of the Hubventilsteuerung is very direct, causing the fast oscillating components (crank lever 6 , Latch 7 , Roller rocker 9 . 9 ' ) can be designed easily and filigree. rocker arm 6 and latch 7 Advantageously, these are clearly due to the closed bearing bores on the axles 3 and 4 guided.
• 7. Due to the favorable component arrangement of the Hubventilsteuerung can easily a, essentially, centrally located spark plug integrate into the cylinder head housing.

Here is an alternative design option for storing the crank lever 6 and the latch 7 be shown.

In order to facilitate a desired rolling bearing to reduce friction in tight spaces constructive, the arrangement of a rolling bearing in the bearing blocks 5 . 5 ' to get integrated.

For this purpose, a hardened axle is pressed into a bore with the center C3 rotatably in the crank lever, wherein in the two bearing blocks 5 . 5 ' concentric with the center C3 needle roller bearings are provided.

Similarly, a hardened axle is pressed into a hole with the center C3 rotatably in the pawl, wherein in the two bearing blocks 5 . 5 ' concentric with the center C4 needle roller bearings are also provided.

Basically also a one-piece, forked bearing block with two side shields are provided, which are interconnected by stiffening ribs are. Advantageously, the blank of this bearing block is characterized by a casting process produced.

The side shields of the bearing block can here above the adjustment 2 be bent on both sides inwardly to the axial distance of the crank lever 6 to make the inside of the bearing block as short as possible and thereby the storage of the crank lever 6 to further stiffen with advantage.

Here are the turns of the torsion springs 8th . 8th' on the outer sides of the bearing block on both ends of protruding ends of the axle bolt 3 be arranged and oriented.

This allows the assembly of the torsion springs 8th . 8th' advantageous also only after the assembly of the Hubventilsteuerung done in the cylinder head housing.

For this 1 to 3

Claims (4)

Fully variable lift valve control of an internal combustion engine ( 1 to 3 ), wherein one, by an adjustment angle W rotatable, adjusting shaft ( 2 ) is provided with a center C2, which is in drive connection with an adjusting device, wherein the adjusting shaft ( 2 ) with at least one bearing block ( 5 . 5 ' ) is rotatably connected and each bearing block ( 5 . 5 ' ) is provided substantially below the center C2 with a first pivot point C4, wherein, designed as a finger lever, pawl ( 7 ) is mounted to oscillate about this pivot point C4 and the pawl ( 7 ) at the lift valve ( 11 . 11 ' ) facing side with at least one pressure surface ( 7b . 7b ' ), which with closed lift valve ( 11 . 11 ' ) a radius contour R1 about the bearing axis C2 of the adjusting shaft ( 2 ) and each printing surface ( 7b . 7b ' ) the pawl ( 7 ) with the roller of a roller rocker arm ( 9 . 9 ' ) is in contact, wherein the roller rocker arm ( 9 . 9 ' ) with a hydraulic valve clearance compensation element ( 10 . 10 ' ) and with its one end a lift valve ( 11 . 11 ' ) and the bearing block ( 5 . 5 ' ) is provided substantially above the center C2 with a second pivot point C3, wherein a, designed as a finger lever, spring-reset link lever ( 6 ), which substantially between the camshaft ( 1 ) and the adjusting shaft ( 2 ) Is mounted to this pivot point C3 is mounted to oscillate and the, about the axis C1 rotating camshaft ( 1 ) on the cam follower roller ( 6a ) of the gate lever ( 6 ) and this set in a swinging motion, wherein the crank lever ( 6 ) at its lower end with a control link ( 6b ), which of a Ventilrastsektion ( 6c ), which a radius contour R2 to the bearing center C3 of the crank lever ( 6 ), via a start-up ramp ( 6d ) in a lifting section ( 6e ), whereby the control gate ( 6b ) with the pressure roller ( 7a ) the pawl ( 7 ) is in constant contact, wherein a rotation of the adjusting shaft ( 2 ) a simultaneous displacement of the gate lever ( 6 ) and the pawl ( 7 ), whereby the engagement area of the pressure roller ( 7a ) the pawl ( 7 ) in the control gate ( 6b ) of the gate lever ( 6 ) and at the same time a tangential displacement of the cam follower roller ( 6a ) along the camshaft ( 1 ), whereby the opening duration and the valve lift with simultaneous, significant phase adjustment of the apex of the valve lift curve varies becomes. Fully variable globe valve control of an internal combustion engine according to claim 1, characterized in that the fully variable Hubventilsteuerung together with a conventional exhaust camshaft, not shown for operation the exhaust valves is arranged in the cylinder head housing, wherein the exhaust camshaft with advantage in their phase position by a Camshaft adjusting device of known type can be adjusted can. Fully variable globe valve control of an internal combustion engine according to claim 1, characterized in that the adjusting shaft ( 2 ) is selectively in drive connection with an electromechanical or electro-hydraulic adjusting device. Fully variable globe valve control of an internal combustion engine according to claim 1, characterized in that the upper pivot point C3 on the bearing block ( 5 . 5 ' ) through the center C3 of a journal ( 3 ), which rotatably in a bore with the center C3 of the bearing block ( 5 . 5 ' ) is pressed and in the crank lever ( 6 ) in the center C3 a rolling or sliding bearing is recessed and the crank lever with the bearing pivotally mounted on the non-rotatable axle ( 3 ) of the bearing block ( 5 . 5 ' ) is mounted or the upper pivot point C3 on the bearing block ( 5 . 5 ' ) through the center C3 of a hole in the bearing block ( 5 . 5 ' ) is formed, wherein in this bore a rolling or sliding bearing is embedded, wherein in the crank lever ( 6 ) an axle is pressed against rotation with a center C3, wherein the axle of the crank lever ( 6 ) pivotable in the bearing of the bearing block ( 5 . 5 ' ) is stored. where, the lower pivot point C4 on the bearing block ( 5 . 5 ' ) through the center C4 of a journal ( 4 ), which rotatably in a bore with the center C4 in the bearing block ( 5 . 5 ' ) and in the pawl ( 7 ) in the center C4 a rolling or sliding bearing is inserted and the pawl ( 7 ) with the bearing pivotally mounted on the non-rotatable axle ( 4 ) of the bearing block ( 5 . 5 ' ) is mounted or the lower pivot point C4 on the bearing block ( 5 . 5 ' ) through the center C4 of a hole in the bearing block ( 5 . 5 ' ) is formed, wherein in this bore a rolling or sliding bearing is embedded, wherein in the crank lever ( 6 ) an axle is pressed against rotation with a center C3, wherein the axle of the crank lever ( 6 ) pivotable in the bearing of the bearing block ( 5 . 5 ' ) is stored.