EP2568146A1 - Control system for a throttle system of a gas inlet and combustion engine - Google Patents

Abstract

The system (1) has a manual operator control system with which gas instruction of an operator is converted into a throttle position of a throttle system which determines an inlet volume flow of a gas into a gas space. An input element i.e. cable pulley (8) that can be connected to the manual operator control system is connected in a frictionally locking fashion to an output element i.e. gearwheel (18) acting on the throttle system, in an opening direction. The input element is connected with the output element via an intermediate spring (24). An independent claim is also included for an internal combustion engine for a motor car.

Description

The invention relates to a drive system for a throttle system of a gas inlet, with which a predeterminable via a manual operating system gas command of an operator in a the inlet volume flow of a gas in a gas space determining throttle position of the throttle system can be implemented. It further relates to an internal combustion engine, in particular for a motor vehicle, the throttle system is provided for the gas inlet with such a drive system.

In technical systems such as internal combustion engines, the controlled and metered introduction of a gas stream into a gas space is usually of particular importance. For example, in internal combustion engines, the ignitable fuel gas or air / fuel mixture is introduced into the combustion chamber via an inlet channel which can be closed with an inlet valve. For dosed and adapted to the engine cycle feeding the gas while the intake valves are suitable, usually via a corresponding valve train, driven. The dosage of the correct amount of gas, d. H. The correct amount of gas for the implementation of the gas command of the operator, takes place in the usual way via a throttle valve system upstream of the inlet valve, which is designed in a widely used construction as a throttle valve system. Depending on a manual operating system, for example a throttle or an accelerator, predetermined throttle command of the operator, or in particular the driver's motor vehicle, while the throttle position is set so that the amount of gas corresponding to the gas command pass the inlet tract and via the inlet valve in the gas or combustion chamber can get.

As an alternative to such throttle-based systems or engines, the control and metering of the gas inlet in an internal combustion engine can also take place via a valve drive designed for a variable valve lift. valvetrains with variable valve lift, for example, from the DE 101 00 173 A1 or from the EP 1 875 047 B1 known. In these systems, the gas command of the operator is converted to a corresponding lift height of the intake valve, so that the inlet valve in the gas inlet tract depending on the gas command of the operator releases a different opening cross section, thus allowing a gas command of the operator corresponding amount of gas into the combustion or gas space. In such a design of the valve train this thus acts in addition to its control function for the gas exchange operations in the combustion chamber even as a throttle system for the inlet flow rate of the fuel gas. The variable over the throttle command of the operator valve in such a valve train thus corresponds in functional terms, the throttle position in a conventional throttle system.

In general, a high efficiency and thus possibly a particularly low fuel consumption is a significant design target for internal combustion engines or for other systems based on gas exchange. For this purpose, in particular in internal combustion engines various parameters, u. a. with regard to the fuel gas flow, optimized. This may be, for example, the inflow velocity of the gas, turbulence, the filling of the combustion chamber or other parameters. In this case, it is generally desirable, even with frequent load changes, so occurring in daily use frequent changes between full and partial load conditions of the engine to achieve a total particularly low consumption of fuel and thus high efficiency.

The problem here is on the one hand that different parameter combinations such as mixture preparation, inflow velocity and the like are optimal for different load conditions, so that for an overall optimized system design compromises between the individual load conditions must be made. On the other hand, the operating behavior of the driver may also be disadvantageous for an overall optimized efficiency and consumption design of an internal combustion engine. In particular, during acceleration processes, for example, a current operating and speed state Increasing the gas supply adapted to the vehicle be very advantageous, whereas in the handling especially in vehicles with comparatively low-power or small-volume combustion engines during acceleration often immediate and sudden "dead gas" is given.

For internal combustion engines with the intake valves upstream throttle valve systems, this fact can be taken into account for a still comparatively low fuel consumption by multi-stage designed throttle valve systems. In such systems, the throttle system comprises two or more intake manifolds arranged in series, one of which directly via the manual control system, so the gas grip or accelerator pedal predetermined gas command of the operator, and another automatically via a motor control or an engine management System is controlled. The throttling effect of such a system thus results from a superposition of the two subsystems, so that operating errors of the driver such as too fast or too abrupt full throttle can be at least partially compensated by, for example, suitably delayed control of the other throttle. A disadvantage of such systems, however, is that on the one hand through the series connection of multiple throttle increased flow resistance in the inlet channel must be overcome, in addition also increased, usually occur in this region of the intake tract undesirable turbulence of the gas flow. On the other hand, such systems can only be realized with increased operational effort. In addition, such systems can only throttle the gas supply, but do not affect the timing.

The invention is therefore based on the object to provide a drive system for a throttle system of a gas inlet of the type mentioned above, with the apparatus and structurally particularly simple way a particularly needs-based and thus low consumption and high efficiency of the internal combustion engine promoting throttling of the inlet gas flow is reachable. In addition, an internal combustion engine to be specified with the with Particularly low expenditure on equipment, a particularly high efficiency even in mixed operation, that is often achievable partial and full load conditions, can be achieved.

With regard to the drive system of the abovementioned type, this object is achieved according to the invention by means of an input element which can be connected to the manual operating system and which is non-positively connected with an output element acting on the throttle system in an opening direction.

The invention is based on the consideration that, especially in mixed operation, ie frequent changes between partial load (or "partial gas") and full load (or "full throttle") of the internal combustion engine, abrupt transitions from part load to full load operation, for example during acceleration phases, should be avoided. In particular, the system should be designed to properly compensate for the widespread tendency of the driver or operator to transition immediately from "part-load" to "full-throttle", ie acceleration phases, into "full-throttle" mode. For this purpose, the drive system should in principle be designed in two or more components or stages, wherein in a first stage of the predetermined via the control element gas command of the operator is implemented, and wherein in a second stage, a post-correction by the system itself. In order to avoid in such a basic structure, which is functionally comparable to a multi-stage throttle system, but consistently to avoid impairments of the gas flow in the inlet channel, for example, by several throttles in series, such a multi-stage design should be shifted into components or components outside of the actual inlet tract become.

To take this into account, the drive system should be designed appropriately for the throttle system. In the manner of a decoupling element between the actual operating element, that is, for example, the throttle or the accelerator pedal, and the throttling system controlled thereby, the drive system for this purpose comprises an input element connectable to the operating element, which directly via suitable means, such as a cable, the gas command on the operating element receives. The input element is then coupled to an output element, which in turn drives the throttle system via a suitable mechanism, for example a drive shaft or the like. The desired multistage of the control of the throttle system can be achieved by the input element with the output element is at least in the opening direction of the throttle system only positively, but not positively connected. By virtue of this non-positive coupling, the operator's gas command applied to the input element can be suitably modified, namely transmitted via a suitable embodiment of the frictional connection to the output element and via this to the throttle system. As a result of the embodiment of the frictional connection, corrections can be made in the transfer of the gas command specified by the operator to the throttle system. In particular, operating errors of the driver, for example in the form of too fast and not appropriate situation given "full throttle" gas commands, can be compensated by the corresponding commands are passed to the output element and thus to the throttle system via the power circuit.

On mechanically and in terms of apparatus particularly simple manner, the desired frictional connection between the input and the output element can be achieved by the input element is advantageously connected via an intermediate spring to the output element. A via the control element, such as a throttle or an accelerator pedal, passed to the input element gas command of the operator or driver can be implemented in a corresponding movement of the input element. This movement of the input element can then initially result in a - with increasing movement of the input element increasing - bias of the intermediate spring. The bias of the intermediate spring then drives the output element, wherein the resulting from this bias movement of the output member of a number of other, constructive or technical prescribable boundary conditions such as restraining forces or the like is dependent. In this way, by the non-positive coupling of input element and output element and the design of the other structural conditions, the desired, if necessary, correction of operating errors of the driver in passing the gas command from the output element to the throttle system can be achieved.

In a particularly advantageous embodiment, the input element is designed as a cable pulley, which is connected in the manner of a conventional throttle cable via a cable with the control element for the driver or operator. Furthermore, in an advantageous embodiment, the output element is designed as a gear that can transmit its actuating movements on a drive shaft or the like for the downstream throttle system via a suitable gear transmission. A particularly compact and mechanically and structurally simple design is achievable by the input and the output member coaxially and rotatably mounted to each other in a particularly advantageous embodiment and are non-positively connected to each other via a coaxially mounted to the input element block spring.

In order to enable the desired automated correction of possible operating errors in the control of the throttle system in a particularly simple manner, in particular in terms of equipment, the output element of the drive system is provided in a particularly advantageous embodiment for limiting the maximum opening of the throttle system with a stop which with a via an actuator in its position adjustable stop pin cooperates. Especially with such an embodiment of the drive system, a maximum opening of the throttle system can be specified in a particularly simple manner by appropriate adjustment and positioning of the stop pin operating state-dependent. Even with recourse to comparatively simple held elements, in particular with respect to the actuator, an automated change between two or more positions of the stop pin can be achieved, for example. In a first position (for example, according to the state "throttle system partially closed") while the stop pin limit the movement of the output member and thus the maximum opening of the throttle system to a predetermined maximum value. If the driver in this state via the operating system presets the gas command "full throttle", so this initially results in the cable in a position corresponding to the position "full throttle" positioning of the input element. About the non-positive coupling of the intermediate spring to the output element this is taken so long until it strikes with its stop on the stop pin. In this position corresponding to a partial load state, it remains due to the stop, and the further movement of the input element results in an increasing bias of the intermediate spring, initially without further movement of the output member. Thus, although in this drive state, the operator generates a full-load command as a throttle command via the control element, only a partial-load command in the form of a corresponding opening state is forwarded to the throttle system via the output element. However, as soon as, for example, the engine control or other automated control system, the control state "full throttle" is released, the stop pin can be changed in position accordingly via the actuator, so that the "full throttle" state corresponding positioning of the output element is released. Due to the bias of the intermediate spring this then moves the output member to the maximum opening of the throttle system, so that now the "full throttle" command is passed to the throttle system.

In a particularly advantageous embodiment of the actuator for the stop pin is driven in response to the engine speed. By means of such a system design it can be achieved that during acceleration phases a "full throttle" command specified by the driver initially results, preferably below a predefinable limit speed, due to a corresponding positioning of the stop pin in a merely partial opening of the throttle system, so that in this speed range is passed in the gas space in terms of efficiency and consumption considered particularly favorable gas flow rate. Once the predetermined limit speed is exceeded, the stop pin can be repositioned in a position corresponding to a full opening of the throttle system via the actuator in an automated manner, so that above the limit speed via the output element a full Opening the throttle system and thus a maximum gas flow rate is set.

In a further advantageous embodiment, the drive system can be designed for a comparatively simple setting and / or specification of an idle gas volume flow. For this purpose, the output element is advantageously provided to limit the minimum opening of the throttle system with a stop which has a minimal stop surface and cooperates with a minimal stop element. In contrast to the maximum abutment surface, which limits the movement of the output element in the opening direction of the throttle system in cooperation with the stop pin, the minimum abutment surface together with the minimum stop element limits the movement of the output element in the closing direction of the throttle system, so that a minimum opening of the throttle system not fallen below.

In a further particularly advantageous embodiment, the stop pin actually provided for forming the maximum stop system is additionally designed for a further specification of an idle stop system. In order to be able to provide suitable stop surfaces for maximum and idle stop, which are provided in opposite directions of movement of the output element for limiting, the stop pin in an advantageous embodiment, on the one hand an integrally formed on a basic body curved contour tip, which forms the stop surface for the stop , To additionally provide a contact surface for the idle stop, this contour tip is advantageously carried out to form a supernatant relative to the base body, so that the peripheral collar formed thereby can form the contact surface for the idle stop.

Overall, three contact surface pairings are thus provided in this advantageous embodiment, which form the stop system: first, the arranged on the output element stop which limits the maximum opening of the throttle system with its maximum stop surface in contact with the contour tip of the stop pin. Second, the stop located at the output element, the limited with its minimum stop surface in contact with the minimum stop element, the minimum opening (idle) of the throttle system. Third, the separate, arranged at the output element idle stop which also limits the minimum opening (idle) of the throttle system with the rear circumferential collar of the contour tip of the stop pin. In such a system, the circumstance is taken into account that a gas deceleration predetermined by the driver, ie the withdrawal of a full throttle command, usually takes place comparatively abruptly. The motor-driven stop pin can therefore not follow this gas change command directly or not fast enough in the rule. Therefore, a separate idle stop member is provided which cooperates with the corresponding contact surface on the stop. Once then, the stop pin can move up, the contour surface can be due to their shape on separate, preferably designed as a resilient sheet on the output element idle stop passed and brought with its rear circumferential collar with the idle stop engaged.

The control system can basically be used in any technical systems in which a metered gas feed into a gas or combustion chamber is necessary or desired, for example, in steam engines. Preferably, however, the drive system is used in internal combustion engines.

With regard to the internal combustion engine, in particular for a motor vehicle, the stated object is achieved by the throttle system for the gas inlet is provided with a drive system of the type mentioned. In this case, the output element of the drive system advantageously acts on the gas inlet stream of the internal combustion engine, that is, for example, is mechanically connected to the throttle valve of the internal combustion engine.

Especially in the case of use in an internal combustion engine, in a particularly advantageous embodiment, the actuator provided for adjusting the position of the stop pin delimiting the opening region of the output element is controlled as a function of the engine rotational speed. Preferably, the drive is included designed such that the stop pin for engine speeds below a predetermined limit speed to a first position (in particular according to a suitably engine or other boundary conditions selected "partial gas" position for the opening of the throttle system) is set so that for such low speeds no full throttle Commands are passed through the output element to the internal combustion engine. For speeds above the limit speed of the stop pin is set to other positions up to a maximum opening position (preferably corresponding to a "full load" position for the opening of the throttle system), the setting of the position in particular map-controlled depending on the current engine speed and / or other for the current load state characteristic parameters can be done. This can be provided with comparatively simple and therefore particularly cost-effective components a reliable actuator.

The drive system is particularly suitable for use in internal combustion engines in which the gas inlet is controlled via a throttle valve system. In such an embodiment, the output element of the drive system advantageously acts on the throttle valve and determines its opening state, for example by the throttle valve is mechanically driven by the output member. However, the drive system is very particularly preferably used in an internal combustion engine, in which the gas inlet control takes place via a valve drive with a variable valve lift.

Accordingly, the drive system is advantageously used in an internal combustion engine, as he, for example, from DE 101 00 173 A1 is known. But most preferably, the drive system is used in an internal combustion engine, as he from the EP 1 875 047 B1 is known. The revelation of EP 1 875 047 B1 is expressly incorporated with respect to the design of the internal combustion engine and in particular of its valve train ("incorporation by reference"). Particularly preferred and considered as being inventive in the sense of the present invention is thus an internal combustion engine with a valve train for actuating an intake valve, wherein the valve train a first drive means, which is rotatable about a rotation axis, and a connecting rod, which is articulated with its first connecting rod joint on the first drive means and with its second connecting rod pivotable about a guide axis guide element for guiding the connecting rod, wherein the positioning of the rotation axis relative to Guide axis is variable via an adjusting system, which is controlled via a drive system of the type described above. When in the EP 1 875 047 B1 described engine concept, a variable valve lift is substantially enabled by the fact that a valve drive shaft drives a connecting rod, wherein the valve train comprises a flat coupling mechanism with four links or a four-link swivel chain. The joints include the valve drive axle, the guide axis about which the guide element for the connecting rod is pivotable, the first Pleuelgelenk and the second Pleuelgelenk. The link chain comprises as members first the connection between the guide axle and the valve drive axle (usually through the cylinder head), secondly the connection between the valve drive axle and the suspension of the connecting rod at its first hinge (generally by a crank pin on the Valve crank), third, the connection between the first Pleuelgelenk and the second Pleuelgelenk by the connecting rod itself and fourthly the connection between the second Pleuelgelenk and the guide axis by the guide member. In this preferred embodiment, all elements of said swivel chain are positively connected to each other, so that no independent movement of the elements against each other is possible.

The valve is controlled in this valve drive in that a pressure roller mounted in the second connecting rod joint and guided by the connecting rod is pressed against the contoured contact surface of a transmission element or rocker arm and rolls on it. The drag lever in turn acts on the intake valve. When rolling the pressure roller guided on the connecting rod joint on the contour surface, the drag lever reverses the rolling movement due to the contouring of the contact surface in a pivoting movement, which actuates the valve.

In this valve train, a variation of the valve lift is possible in that the position of the valve drive axis relative to the position of other axes, in particular relative to the position of the pivot axis of the finger lever, is variable. By changing the position of the valve drive axle while the rolling movement of the spinning roller is changed on the contoured contact surface, and a corresponding configuration of the contouring, the change in the axis position can be converted into a change in the valve lift. In a particularly advantageous embodiment, the drive system described above is used to change the position of the valve drive axle in said valvetrain. In other words, in a particularly preferred embodiment, the output element of the drive system described above is configured and provided for adjusting the position of the valve drive axle in the described valve drive.

The advantages achieved by the invention are in particular that seen by the opening direction of the throttle only frictional, but not positive coupling of input and output element of the control system with relatively simple means automated corrective interventions in the transfer of the introduced into the input element gas commands of the operator the output element is allowed to the throttle system. In particular, it is possible to identify a premature full-throttle command of the driver with regard to optimized efficiency and fuel consumption, and to pass it on to the throttle system in part only and only when a limit speed is exceeded. Especially in applications where it is increasingly likely to full throttle commands and corresponding acceleration phases, such as comparatively low-power or small-volume combustion engines, especially when used in the two-wheeled, particularly high efficiencies can be achieved by the appropriate specification of the mechanical boundary conditions in a particularly simple manner with load changes ,

FIG. 1

ein Ansteuersystem für ein Drosselsystem eines Gaseinlasses, insbesondere zur Verwendung in einem Verbrennungsmotor,

FIG. 2

das Ansteuersystem gemäß FIG. 1 im Längsschnitt,

FIG. 3

eine Explosionszeichnung des Ansteuersystems nach den FIG. 1, 2,

FIG. 4, 5

jeweils eine Detailansicht des Ansteuersystems gemäß FIG. 1, 2 in einem Teillastmodus,

FIG. 6, 7

das Ansteuersystem gemäß FIG. 1, 2 in einem Volllastmodus,

FIG. 8

das Ansteuersystem gemäß FIG. 1, 2 in einem Leerlaufmodus,

FIG. 9

ausschnittsweise einen Verbrennungsmotor,

FIG. 10

den Ventiltrieb des Verbrennungsmotors gemäß FIG. 9,

FIG. 11

einen Verbrennungsmotor mit variablem Ventilhub, der über das Ansteuersystem gemäß FIG. 1, 2 einstellbar ist, und

FIG. 12, 13

den Verbrennungsmotor gemäß FIG. 11 in jeweils unterschiedlicher seitlicher Ansicht.

An embodiment of the invention will be explained in more detail with reference to a drawing. Show:

FIG. 1

a control system for a throttle system of a gas inlet, in particular for use in an internal combustion engine,

FIG. 2

the drive system according to FIG. 1 in longitudinal section,

FIG. 3

an exploded view of the drive system according to the FIG. 1 . 2 .

FIG. 4, 5

in each case a detailed view of the drive system according to FIG. 1 . 2 in a partial load mode,

FIG. 6, 7

the drive system according to FIG. 1 . 2 in a full load mode,

FIG. 8th

the drive system according to FIG. 1 . 2 in an idle mode,

FIG. 9

a fragmentary combustion engine,

FIG. 10

the valve train of the internal combustion engine according FIG. 9 .

FIG. 11

an internal combustion engine with variable valve lift, via the drive system according to FIG. 1 . 2 is adjustable, and

FIG. 12, 13

the internal combustion engine according to FIG. 11 each in a different lateral view.

Identical parts are provided with the same reference numerals in all figures.

The drive system 1 according to the FIG. 1 . 2 . 3 is provided for a throttle system of a gas inlet, with which a predeterminable via a manual operating system gas command of an operator in a the inlet volume flow of a gas in a gas space determining throttle position of the throttle system feasible is. In particular, the drive system 1 is provided for use in an internal combustion engine of a motor vehicle, in which the throttle system of the gas inlet is designed, for example, as a throttle valve system or as a valve drive for the intake valves with variable valve lift.

For connection to the intended for the operator or driver manual control system, ie in particular a throttle or an accelerator pedal, the drive system 1 in this case a fixing sleeve 2, through which in a conventional manner a cable is guided. The cable is designed as a conventional throttle cable and end connected in the usual way with the manual control element, ie with the accelerator pedal or the throttle. For coupling the throttle cable, the drive element 1 has a connectable to the throttle cable input element 4, in which the throttle cable can be hooked with its free end, for example. In the exemplary embodiment, the input element 4 is designed as a cable pulley 8 rotatably mounted about a central axis 6. Operation of the throttle cable by the operator results in a rotation of the cable pulley 8 about the central axis 6. As soon as the operator releases the throttle cable, the cable pulley 8 is returned to its rest position via a return spring 10 arranged coaxially to the central axis 6.

For safety reasons, in addition, a further throttle cable can also be provided as a closing pull, as is particularly preferred when used for two-wheeled vehicles. If the return spring 10 should not be able to reset the cable pulley 8, this can be accomplished by the driver in an emergency via this closing pull. However, such a normally-closed train is usually used only as an emergency function, so preferably with plenty of free travel and game dimensioned so that an optionally provided idle control can function reliably in the normal case.

On the output side, the drive system 1 has a likewise mounted coaxially to the central axis 6 output shaft 12 through which the drive system 1 power flow side with the throttle system of the gas inlet is connectable. In the exemplary embodiment, the output shaft 12 is provided with a worm thread 14, over which a rotational movement of the output shaft 12 is mechanically convertible into corresponding Anstellbewegungen for the throttle system. Of course, however, other embodiments for the mechanical coupling of the output shaft 12 to the throttle system of the gas inlet are conceivable.

The output shaft 12 is in turn driven via an output element 16 of the drive system 1. The output element 16, which is designed in the embodiment as a gear 18 and also coaxial with the central axis 6 and thus coaxially mounted to the input element 4, drives in the exemplary embodiment, an intermediate gear 20, which in turn in the manner of an intermediate gear attached to the output shaft 12 drive gear 22 drives. About the intermediate gear formed by these gears 20, 22, a rotational movement of the output member 16 in a - under the predetermined boundary conditions under or translated - via the intermediate gear - rotational movement of the output shaft 12 implemented. The intermediate gear 20 and the intermediate gear formed by this together with the drive gear 22 are provided in the embodiment for a reduction of the rotational movement of the output member 16 in the transmission to the output shaft 12; Of course, they can also be omitted if such a reduction is not desired, for example if the output element 16 is to be connected to a throttle valve of an internal combustion engine.

The control system 1 is designed specifically for a comparatively easily automatable modified transmission of the gas commands of the operator to the downstream throttle system. In particular, the knowledge should be taken into account that especially in partial and alternating load operation and the use of relatively low-power and small-volume engines, the operators or drivers of motor vehicles tend to put in the acceleration phases as a gas command "full throttle". Just as in the partial load range such a full throttle state but not necessarily in terms of inflow, degree of filling and other characteristic engine parameters is optimal in terms of particularly efficient fuel use, thereby the efficiency of the engine is undesirably reduced and the total raised fuel consumption. In order to counteract this in a particularly simple manner and thus cost-effectively and with low expenditure on equipment, the control system 1 is designed specifically for a modified transfer of the gas command initiated by the operator via the throttle cable to the throttle system. For this purpose, in the drive element 1, the output element 16, the actuating commands to the downstream throttle system, so for example, a throttle valve system or a variable valve, passes on the output shaft 12, in the opening direction only force, but not positively with the on the throttle cable directly operable input element 4 connected. To produce the frictional connection, the output element 16 is connected to the input element 4 via an intermediate spring designed as a block spring 24.

As seen in the opening direction of the throttle system frictional connection of input element 4 and output element 16, the movement of the input element 4 can be decoupled from the output member 16. Due to the design of the frictional connection via the intermediate spring 24 and other components and components, a modification of the throttle command predetermined by the driver can be carried out in an automated manner during its transmission to the throttle system. In the embodiment, the particularly preferred embodiment is shown, in which also the intermediate spring 24 is arranged coaxially with the central axis 6 and thus coaxially with the input element 4 and with the output element 16. Due to the coaxial arrangement and the frictional connection in the opening direction with each other, the input element 4 and the output element 16 are within certain limits independently of each other and against each other about the central axis 6 rotatable. This is used in the drive system 1 for a particularly simple mechanized correction of operating errors of the driver via a suitable stop system for the output element 16.

To limit its maximum to the output shaft 12 weitergebbaren opening position, the output member 16 is provided with a stop 26 which is executed in the embodiment as mounted on the gear wheel 18 holding plate. The stop 26 acts together with a stop pin 28. The stop pin 28 limits the opening of the throttle system by a movement or rotation of the output member 16 seen in the opening direction of the throttle system is only allowed so long until the stop 26 abuts the contact surface of the stop pin 28. The stop pin 28 is adjustable in its position via a running in the embodiment as a linear actuator actuator 30.

The basic operation of the drive system 1 and the desired automated correction of operating errors of the driver, in particular in the form of not adapted to the current movement or load condition of the engine "full throttle" commands is as follows: An actuation of the control element, ie in particular the accelerator pedal or Throttle, transmitted by the driver via the throttle cable to the running as Seilzugscheibe 8 input element 4 of the control system 1 and results in a rotation of the input member 4 about the central axis 6, wherein the angle of rotation corresponds to the introduced via the throttle cable gas command of the operator. Due to the non-positive coupling of the input member 4 to the output member 16 via the intermediate spring 24, the output member 16 is first taken from the input member 4, until the stop 26 abuts on the stop pin 28 begins. Seen from here results in a further rotation of the input member 4 in an increasing bias of the intermediate spring 24, but without a further movement of the output member 16 could take place.

In this way, the throttle command of the driver is only partially, namely, depending on the current position of the stopper pin 28, implemented in a corresponding rotation of the output member 16 and thus in a control of the throttle system. Only when, for example, by appropriate control from the engine management, the position of the stop pin 28 changed via the actuator 30 and thus a greater deflection or rotation of the output member 16 is allowed, the gas command specified by the operator results in an additional opening of the throttle system; by the prestressed intermediate spring 24 is thereby already applied, in the corresponding Rotation of the input element 4 resulting gas command of the operator to the output shaft 12 passed.

In the exemplary embodiment, the position of the stopper pin 28 is adjusted via the actuator 30 depending on the engine speed, being essentially differentiated between two states "part load" or "partial gas" on the one hand and "full load" or "full throttle" on the other hand. As a distinguishing feature for the two operating conditions mentioned a speed criterion is provided, for speeds below a predetermined limit speed of the state "part load" and above the limit speed of the state "full load" is adjusted by suitable positioning of the stop pin 28. The control is carried out such that the stop pin 28 is set for engine speeds below a predetermined limit speed to a first position (in particular according to a suitable engine characteristics or other constraints selected "partial gas" position for the opening of the throttle system), so that for Such low speeds no full throttle commands are passed through the output element to the engine. For speeds above the limit speed of the stop pin 28 is set to other positions up to a maximum opening position (preferably corresponding to a "full load" position for the opening of the throttle system), the setting of the position in particular map-controlled depending on the current engine speed and / or other can take place for the current load condition characteristic parameters.

The actuator 30 is thus designed especially in the range of low speeds only for a comparatively rough employment of the stop pin 28 and its positioning in the corresponding operating state. In the range of higher speeds an operating state or map-dependent control and positioning of the stop pin 28 is provided. Overall, the actuator 30 can thus be comparatively simple and therefore cost-effective in terms of component selection and the expenditure on equipment. An example of the operating state "partial load", that is for speeds below the predetermined limit speed of, for example, about 6000 / min is - in different perspectives - in the FIG. 4, 5 shown. In this operating state, the stop pin 28 is provided by suitable control via the actuator 30 in the "fully extended" position, so that the stop 26 of the output member 16 comes relatively early with its maximum stop surface 31 when opening with the stop pin 28 in contact. A rotation of the output member 16 seen in the opening direction beyond the stop position is thus excluded. Due to the frictional connection of the input element 4 or the cable pulley 8 with the output element 16 or the gear 18, a relative movement of input element 4 and output element 16 to each other can take place when abutment of the stop 26 on the stop pin 28. At full operation of the control element, so for example, the accelerator pedal or throttle, by the operator thus remains the output member 16 in the predetermined by the stop 26 and the stop pin 28 maximum position, whereas the input member 4 can be biased to its maximum deflection. The occurring relative movement, that is seen in comparison with the output element 16 additional rotation of the input element 4, resulting in a corresponding bias of the intermediate spring 24th

In comparison, in the operating state "full load", which is in the FIG. 6, 7 is shown, the stop pin 28 relatively far retracted over a corresponding control of the actuator 30, so that the stop 26 seen with its maximum stop surface 31 in the opening direction comparatively late strikes the stop pin 28. For a comparatively far-reaching opening of the output member 16 and thus of the driven throttle system is possible. The transition between the two mentioned load conditions is thereby accomplished that upon reaching the limit speed, the engine control unit outputs a corresponding control signal to the actuator 30, through which the stop pin 28 is moved to its "retracted" position. The biased due to the different rotations of input element 4 and output element 16 intermediate spring 24 relaxes then and moves the output member 16 further seen in the opening direction until the stop 26 rests again on the now retracted stop pin 28. By this system design, even with the full throttle command given by the driver in an automated manner and with particularly simple means, the passing of only a partial load command to the throttle system allows so long until the engine control due to the detection of a satisfied criterion (for example, speed above the limit speed) of the gas command "Full throttle" is released.

Should the engine speed fall despite full throttle command (for example due to a gradient) again below the limit stored in the control unit, the actuator 30 is controlled again via the engine management and positioned the stop pin 28 again in its fully extended, the "part load" command corresponding position , The stop pin 28 can move through the bias of the intermediate spring 24 counteracting force "overpressure" and the output member 16 in the closing direction to generate situation and speed depending on the optimum engine torque. Such a function, ie the artificial limitation of the maximum opening of a throttle system via the appropriate positioning of the stop pin 28, can be used in a particularly advantageous embodiment and application also controllable by the engine management performance throttling of the engine, for example, with appropriate restrictions for the driver, eg. B. as a result of driving license classes or the like may be required.

In an advantageous embodiment, the drive system 1 is also designed to be suitable for a specification of the idle state. This is how, among other things in FIG. 8th illustrated on the one hand, the stop 26 of the output member 16 in addition to the maximum abutment surface 31 with a minimal abutment surface 32 which cooperates to limit the minimum opening of the throttle system with a designed in the embodiment as a stop cylinder minimum stop element 33. On the other hand, the intended actually to form the maximum stop system stop pin 28 is additionally designed for a further specification of an idle stop system. To do so for maximum and Idle stop, which are provided in opposite directions of movement of the output element for limiting each to be able to provide suitable stop surfaces, the stop pin 28 on the one hand to a base 34 integrally formed curved contour tip 36, the curved surface 38, the contact surface for the maximum abutment surface 31 of the stop 26 forms. The contour tip 36 is also designed to form a projection 40 relative to the base body 34, so that the circumferential collar 42 formed thereby can form the contact surface for a arranged on the output element, executed in the embodiment as a spring plate idle stop 43.

By "hooking" the idle stop 43 on the collar 42, so by concerns of the idle stop 43 on the contact surface on the stop pin 28, the rotation of the output member 16 is limited in the closing direction. Thus, regardless of the gas command initiated by the operator, there is always a minimal opening of the throttle system. The stop pin 28 is, as indicated by the double arrow 44, movable via the actuator 30 in its longitudinal direction; by appropriate positioning of the stopper pin 28 thus the idling of the engine can be adjusted independently of driver specifications. Thus, for example, a variable engine state-dependent idle setting is possible directly via the engine management, which can be used for example for warm-up phases of the engine or the like.

In a throttle given by the driver, ie when withdrawing a full throttle command, which is usually comparatively abrupt, the motor-driven stop pin 28 may not follow this gas change command directly or not fast enough. Therefore, the minimum stop element 33 is provided as a separate idle stop element, which cooperates with the corresponding minimum abutment surface 32 on the stop 26. Once then the stop pin 28 can move up, the curved surface 38 of the contour tip 36 due to their shape on a separate, preferably designed as a resilient sheet on the output member 16 idle stop 43rd passed and with its rear circumferential collar 42 with the idle stop 43 are engaged.

The drive system 1 is basically suitable for any systems in which, depending on a currently determined operating state and adapted to this targeted and metered gas injection into a gas or combustion chamber is to take place. In a particularly advantageous embodiment, however, the drive system 1 is used for an internal combustion engine, in particular in a motor vehicle or a two-wheeled vehicle, wherein its throttle system for the gas inlet is provided with said drive system 1. This can be an internal combustion engine of conventional design, that is to say its inlet flow is influenced by a throttle valve or a throttle valve system. In a particularly advantageous embodiment, the drive system 1 but is used in an internal combustion engine with variable valve lift, as he from the EP 1 875 047 B1 is known. Such an internal combustion engine 50 with associated valve drive 52 is in FIG. 9 shown in a lateral cross-section.

In the region of the cylinder head 54 of the internal combustion engine 50, the valve train 52 is arranged. The valvetrain 52 includes a drive system 56 and a transmission 58.

Not shown in FIG. 9 are further arranged below the cylinder head 54 parts of the engine 50, such as combustion chamber, reciprocating piston and crankshaft, which are arranged in a conventional manner.

The drive system 56 provides a rotational movement. The rotational movement is preferably synchronous with the engine cycle of the engine 50 such that full rotation corresponds to a full engine cycle, and more preferably is driven by the crankshaft of the engine 50. The transmission 58 transmits the rotational movement of the drive system 56 in a lifting movement for actuating a valve 60. Actuation of the valve here is a lifting movement of the valve 60 to understand that opens or closes the valve 60, preferably in synchronism with the engine cycle.

The drive system 56 comprises a drive gear 62, a valve crank gear 64 and a valve crank 66 provided as the actual drive means 65 of the valve drive 52. The drive gear 62 is fixedly mounted in the cylinder head 54 so as to be rotatable about a drive axis 68. The valve crank gear 64 is rigidly connected to the valve crank 66. The valve crank 66 and the valve crank gear 64 are rotatably supported about a valve crank shaft 70. The valve crank axle 70 thus forms an axis of rotation 71 about which the valve crank 66 and thus the first drive means 65 are rotatable.

Here and below, the term "axis" is to be understood as meaning a geometric axis or a rotation axis. Although the exact drive mechanism of the drive gear 62 in FIG. 9 not shown, each suitable for a camshaft drive mechanism is also suitable for the drive gear 62, z. As a gear, chain drive, sprocket, timing belt, gear or spur gear. The drive gear 62 is driven by a crankshaft of the engine 50. The drive is synchronous with the engine cycle, ie one complete revolution of the drive gear 62 corresponds to one engine cycle. In a four-stroke engine this is the case when the ratio between crankshaft and drive gear is 2: 1.

The drive gear 62 is engaged with the valve crank gear 64. The transmission ratio between drive gear 62 and valve crank gear 64 is 1: 1. Thus, the valve crank gear 64 is also driven synchronously with the engine cycle.

At the crank pin of the valve crank 66, a connecting rod 72 is articulated, that is connected via a hinge 74 with the valve crank 66. Thus, the connecting rod 72 is rotatable or pivotable about a rotation axis defined by the hinge 74 about the crank pin. This rotation axis is arranged parallel and eccentric to the valve crank axis 70. In the arrangement shown here it is clear that the connecting rod 72 preferably with the Pleuelgelenk 74 eccentric to the valve crank axis 70 at the valve crank 66 is articulated, and / or that the connecting rod joints 74 are hinges.

Furthermore, balancing weights are arranged on the side of the valve crank 66, which lies opposite the crankpin with respect to the valve crank axis 70. The counterweights are generally used to partially compensate for unbalance of the valve crank 66, which may be caused by a force transmitted from the connecting rod 72 to the valve crank 66. They are arranged with respect to the first axis of rotation relative to the connecting rod 72 and serve to reduce a caused by the connecting rod 72 imbalance of the rotation of the valve crank.

As continues in FIG. 9 In addition to the first joint 74 described above, the connecting rod 72 additionally comprises a second joint 76 as well as a connecting rod or connecting rod body which rigidly connects the first joint 74 and the second joint 76.

The connecting rod 72 has a short length in general (ie independent of the described embodiment), i. H. a length of less than 10 cm, preferably less than 5 cm. The length of the connecting rod 72 is to be understood here as the distance between the first and the second connecting rod joints 74 and 76 or between an axis defined by the first connecting rod joint 74 and an axis defined by the second connecting rod joint 76. The short length of the connecting rod 72 allows an efficient space utilization and in particular a low overall height of the valve train 52 and an advantageous transmission of the transmission 58th

In order to guide the connecting rod 72, that is, for example, to restrict or prevent free pivoting of the connecting rod 30 about the first connecting rod joint 74, the connecting rod 72 is articulated with its second joint 76 to a guide element 80. Thus, the connecting rod 72 is pivotally connected to the guide member 80 about a joint axis defined by the hinge 76. The guide member 80 is further pivotally mounted about a guide axis 82. The mounting of the guide element 80 is fixedly arranged in the cylinder head 54. This will be the By restricting the position of the second connecting rod 76 to a radius about the guide axis, free pivoting of the connecting rod 72 about the first connecting rod joint 74 is restricted or prevented.

It is a general aspect of the preferred embodiment that the valvetrain 52 comprises a planar four-link linkage or a four-link swivel link chain. The joints preferably comprise the drive axle 68, the guide shaft 82, the first connecting rod joint 74, and the second connecting rod joint 76. Furthermore, the swivel chain comprises the following links: first, the connection between the guide axle 82 and the drive axle 68 (through the cylinder head 54); second, the connection between the drive axle 68 and the suspension of the connecting rod 72 at its first hinge 74 (through the valve crank 66); third, the connection between the first hinge 74 and the second hinge 76 of the connecting rod 72 (through the connecting rod 72); and fourthly, the connection between the second hinge 76 of the connecting rod 72 and the guide shaft 82 (by the guide member 80).

All elements of the swivel chain described above are positively connected with each other, d. h., there is no independent movement of the elements against each other possible, or is no independent movement of the elements against each other possible, which significantly influences the valve lift. In particular, the fixed bearing of the guide shaft 82 in the cylinder head 54 and at a predetermined position of the valve crank shaft 70, the rotation angle of the valve crank 66 is the only essential degree of freedom of movement of the swivel chain. Thus, in particular the movement or the geometric arrangement of the connecting rod 72 and guide element 80 is determined by the angle of rotation of the valve crank 66.

Furthermore, in FIG. 9 a roller 84 is shown. The roller 84 is rotatably mounted to the hinge connection of the second connecting rod 76 with the guide member 80. The connection between roller 84, connecting rod 72 and guide element 80 is effected by a rigidly connected to the guide member 80 transmission pin on which both the connecting rod 72 and the roller 84 rotatable or pivotable are supported by the axis defined by the connecting rod 76 axis. The roller 84 rolls on a contoured contact surface 88 of a drag lever 86 from.

By the above-described hinge chain, the position or the movement of the roller 84 (apart from a rotational movement of the roller 84 about its roll axis) by the rotation angle of the valve crank 66 is fixed. Thus, by the rotational movement of the valve crank 66, the roller 84 is moved on a guideway. The guideway defines in particular a position of the roller 84 as a function of the angle of rotation of the valve crank 66. The guideway is predetermined by the shape and by the geometric arrangement of the valve crank 66, connecting rod 72 and guide element 80. In the valvetrain of FIG. 9 For example, the guideway lies on a circular segment about the guide axis 82.

The rocker arm 86 provided with the contact surface 88 for the roller 84 is pivotally mounted about a finger follower axis 90. On the drag lever 86, the contact surface 88 forms a rolling surface, along which the roller 84 can roll. Here, the term "roll" is to be understood that it can always include a roll-gliding, d. H. in general, the roller 84 will rotate about its rolling axis during its movement along the rolling surface, but the rotation may be such that there is also a partial sliding movement of the roller 84 along the rolling surface. As a result, friction losses can be minimized. This is possible in particular by largely dispensing with sliding elements in favor of rolling elements. Also, less critical conditions to the lubrication of the valve train 52nd

The drag lever 86 is pressed against the roller 84, so that a positive connection between the rocker arm 86 and roller 84 prevails. However, a maximum deflection of the drag lever 86 towards the roller 84 is predetermined by a holding element 92 so that the roller 84 can lift off the drag lever 86 if the roller 84 is further moved away from the drag lever 86 than corresponds to this maximum deflection.

Due to the frictional connection between roller 84 and rocker arm 86, the position of the roller 84 indicates a pivotal position of the rocker arm 86. Thus, the pivot position of the drag lever 86 is ultimately determined by the rotation angle of the valve crank 66. The exact relation between the angle of rotation of the valve crank 66 and the pivot position of the drag lever 86 depends on the one hand on the shape of the guide track of the roller 84 and on the other hand on the contour of the rolling surface 88 of the drag lever 86.

The valve 60 according to FIG. 9 includes a cylindrical valve stem and a valve disc. The valve 60 is seated on a valve seat 94 in the cylinder head and is thus shown in the closed position. The valve 60 is connected via a spring plate 96 with a valve spring 98; the valve spring 98 is mounted in the cylinder head and pushes the valve 60 in a closing direction (ie upward in FIG. 9 ). The valve 60 is actuated by being pushed down by a lifting movement against the force of the valve spring 98 along the valve axis (dashed line) and thus opened, and then being closed again by a lowering movement along the valve axis.

The valve contacts with its valve stem via an adjustment 100 the drag lever 86. The drag lever 86 is arranged so that it can open the valve 60, that can push in an opening direction. Conversely, the valve 60, as long as it is open, pressed against the drag lever 86 with the force of the valve spring 98. Thus, the non-positive connection is formed both between valve 60 and rocker arm 86 and between rocker arm 86 and roller 84. However, when the valve is closed and seated in the valve seat 94, the valve spring 98 no frictional connection between the valve 60 and rocker arm 86 and between rocker arms 86 and roll 84 produce. The holding element 92 is arranged so that it approximately defines the deflection, which corresponds to the closing of the valve 60, as the maximum deflection of the drag lever 86. Thus, the drag lever 86 and the adjustment member 100 can not lift off the valve stem, even if the valve 60 is closed and there is no adhesion between the valve 60 and drag lever 86. To the above-described effect of the retaining element 92 despite conventional manufacturing tolerances ensure the height of the adjusting element 100 can be adjusted. For this purpose, the adjustment element 100 is selected from a selection of elements with different heights. The adjustment member 100 is inserted in the finger lever 86 so that it is easily replaceable.

The height of the adjustment member 100 should still allow a certain valve clearance, which is desirable or necessary to compensate for thermal expansion and / or manufacturing tolerances of the components. The adjusting element 100 can be realized by various other elements, in particular by a screw on the valve stem or by a hydraulic element (hydraulic ram).

The valve drive 52 is arranged in the region of the cylinder head 54, as shown by way of example in FIG FIG. 9 is shown. An arrangement in the region of the cylinder head 54 is to be understood as meaning that the valve crank 66 is mounted in principle (ie in at least one possible position of the rotational axis 70 or in at least one pivot position of a pivoting frame) on the cylinder head side with respect to the separating surface between the engine block and the cylinder head 54. Even if a cylinder head 54 and an engine block should not be clearly delineated in the internal combustion engine 50, such a separation surface can be defined, for example, by an area defined by the piston crown of the reciprocating piston, with the reciprocating piston at the top piston dead center. According to this characterization, the valvetrain 52 corresponds to an overhead camshaft valvetrain with the valve crank 66 corresponding to the camshaft.

The functioning of the in FIG. 9 The valve crank 52 is rotated as follows: The valve crank 66 is rotated by means of the drive gear 62 and the valve crank gear 64 in synchronism with the engine timing.

A rotational movement of the valve crank 66 about the axis 70 causes a lifting movement of the connecting rod 72. The lifting movement of the connecting rod 72 in turn causes a pivoting movement of the guide member 80 about the guide axis 82. Together with the lifting movement of the connecting rod 72 and with the pivoting movement of the guide member 80, the roller 84 is periodically moved back and forth along its track.

As long as the drag lever 86 does not rest on the stop 92, the roller 84 is in frictional contact with the rolling surface 88 of the drag lever 86 and rolls on the roller surface 88 from. During the movement of the roller 84 along the rolling surface 88 in the direction of the rocker arm axis 90, the roller 84 presses the rocker arm 86 downwards and thus forces a pivoting movement of the rocker arm 86 toward the valve 60.

The path of the roller 84 is determined along its guideway. Due to the frictional connection between roller 84 and drag lever 86, each position of the roller 84 on its guideway is assigned a specific deflection of the drag lever 86. This assignment results from the contour shape of the rolling surface 88 in relation to the guideway.

The follower lever 86 transmits the pressing force received from the roller 84 to the valve 60, thereby pushing the valve 60 in an opening direction. A counterforce to this force is generated by the valve spring 98. The valve drive 52 or the drive system 56 of the valve drive 52 performs work against this force.

During the reverse movement, i. H. the return movement of the roller 84 away from the rocker shaft 90, the roller 84 allows a pivoting movement of the rocker arm 86 away from the valve 60. Thus, the valve spring 98, the valve 60 close again.

By the mechanism described, the valve train 52 assigns a rotational angle of the valve crank 66 at a given time of the engine cycle; this in turn determines a position of the roller 84 along its guideway; this in turn determines a pivot position of the rocker arm 86; this in turn determines an associated valve lift of the valve 60. Through the chain of effects described, the valve train 52 orders a valve lift at each point in the engine cycle to. The valve train 52 can be divided into an active subsystem and a passive subsystem as described above. The active subsystem can be characterized in that the movement state of the active subsystem is essentially determined by the movement state of the valve crank 66, ie by a rotation angle of the valve crank 66 and by the position of the valve crank axis 70. The passive subsystem, on the other hand, can be characterized by the fact that the state of motion of the passive subsystem, in addition to the state of movement of the valve crank 66, has other essential degrees of freedom which can influence the valve lift. Particularly preferably, the valve crank 66 or the first drive means, the connecting rod 72 and the guide member 80 associated with the active subsystem. Furthermore, the roller 84 is preferably associated with the active subsystem. Although the rotational movement of the roller 84 represents a degree of freedom independent of the state of motion of the valve crank 66, this is not essential to the valve train 52 in the sense that it does not significantly affect the valve lift. Furthermore, the valve 60 and possibly the rocker arm 86 is preferably associated with the passive subsystem, since these elements are only positively connected to the active subsystem. Therefore, in principle, they have their own degrees of freedom of movement, which could lead to a release of the frictional connection, for example, at extremely high speeds.

However, again, independently of the described embodiment, it is generally desirable that the passive system be arranged such that the traction at the rotational speeds for which the engine 50 is designed is largely maintained. As a result, valve flutter can be largely avoided. For this purpose, it is a preferred aspect of the invention that the masses accelerated by the valve spring 98 or the masses of the passive subsystem are less than 200 g, preferably less than 100 g. Depending on the design of the valve train and depending on the materials used, these compounds can be reduced to up to 90 g, up to 60 g or even up to 50 g.

A reduction of the weight to the lower mentioned weight limit is, for example, by using titanium or steel sheet for the valve, of aluminum or steel for the spring plate, by using a pneumatic spring as a valve spring possible. An additional weight saving can be achieved by the valve is realized as a hollow shaft valve. Also, in various preferred embodiments, the mass to be moved by spring force of a valve spring may be limited to the mass of the valve 60, the valve spring 98, or a portion (typically half) of the mass of the valve spring 98, the spring plate 96, and the rocker arm 86.

The stroke movement of the valve is typically divided into several different phases, which in detail in the EP 1 875 047 B1 are explained; their disclosure content is explicitly included ("incorporation by reference").

In the in FIG. 9 shown valve drive 52, the position of the valve crank shaft 70 can be changed. This is, as the representation according to FIG. 10 is removable, in addition to the in FIG. 9 shown elements a pivot frame 110 is provided. The swing frame 110 consists of several rigidly interconnected parts. It is pivotally mounted on the cylinder head 54 about the pivot axis, which is identical to the in FIG. 9 Furthermore, the valve crank 66 is mounted in the pivot frame 110, so that pivoting of the swing frame 110 pivoting the valve crank axis 70, ie causes a change in the position of the valve crank shaft 70 along a circular path about the pivot axis 68.

Characterized in that the pivot axis and the drive shaft 68 are identical, it is ensured that the position of the valve crank shaft 70 in each pivot position of the swing frame 110 remains on a circular segment about the drive axis 68. This ensures that the valve crank gear 64 rotatably mounted about the valve crank axle 70 and the drive gear 62 remain engaged in each pivotal position of the swing frame 110.

On the right side of the swing frame 110, the pivot drive 112 is shown. It comprises a toothed segment 114 which is rigidly connected to the pivoting frame 110 and into which a toothed wheel 116 engages. The swing frame 110 can be pivoted be moved by by rotating the gear 116, the toothed segment 114 up and down. According to this function, the toothed segment 114 is curved along a circular segment about the pivot axis 68. Regardless of the embodiment described herein, it is generally advantageous if the gear 116 is arranged to be rotatable about the finger follower axis 90. As a result, a compact design is possible from which advantages can arise both in terms of space and with respect to the rigidity of the construction.

Furthermore, in FIG. 10 a worm gear 118 is shown, which is also part of the pivoting area 112. The worm gear 118 is engaged with the gear 116 and serves to rotate it. Thereby, the swing frame 110 can be pivoted. The worm gear 118 is arranged on the output shaft 12 of the drive system 1 and is driven by this.

The internal combustion engine 50 thus has in summary a valve drive 52 for actuating an intake valve 60, wherein the valve drive 52, a first drive means 65 which is rotatable about a rotation axis 71, and a connecting rod 72, with its first connecting rod 74 on the first drive means 65 and his second Pleuelgelenk 76 is hinged to a pivotable about a guide axis 82 guide member 80 for guiding the connecting rod 72. In this case, the positioning of the rotation axis 71 relative to the guide axis 82 is variable via a control system. In the preferred embodiment, this actuating system is now controlled via the output shaft 12 of the drive system 1 of the above construction. The combustion engine 50 provided with the drive system 1 is in FIG. 11 in the lateral section and in the FIG. 12 . 13 shown in perspective view.

LIST OF REFERENCE NUMBERS

1

Drive System

2

fixing sleeve

4

input element

6

central axis

8th

cable pulley

10

return spring

12

Output shaft / -wave

14

Worm

16

output element

18

gear

20

intermediate gear

22

drive gear

24

block spring

26

attack

28

stop pin

30

actuator

31

Maximum stop surface

32

Minimally stop surface

33

Minimum stop element

34

body

36

contour tip

38

arched surface

40

Got over

42

collar

43

Idle stop

44

double arrow

50

internal combustion engine

52

valve train

54

cylinder head

56

drive system

58

transmission

60

Valve

62

drive gear

64

Valve crank gear

65

drive gear

66

valve crank

68

drive axle

70

Valve crank axle

71

axis of rotation

72

pleuel

74

first joint

76

second joint

80

guide element

82

guide axis

84

role

86

cam follower

88

contact area

90

Rocker arm shaft

92

retaining element

94

valve seat

96

spring plate

98

valve spring

100

adjustment

110

swing frame

112

Swivel drive / swivel range

114

toothed segment

116

gear

118

worm gear

Claims (14)

Control system (1) for a throttle system of a gas inlet, with which a predeterminable via a manual operating system throttle command of an operator in a the inlet flow of a gas in a gas space determining throttle position of the throttle system can be implemented, in which a connectable to the manual operating system input element (4 ) is non-positively connected with an output element (16) acting on the throttle system in an opening direction. Drive system (1) according to Claim 1, whose input element (4) is connected to the output element (16) via an intermediate spring (24). Drive system (1) according to claim 1 or 2, whose input element (4) is designed as a cable pulley (8). Drive system (1) according to one of claims 1 to 3, whose output element (16) is designed as a gear (18). Drive system (1) according to claim 3 in conjunction with claim 4, wherein the input and the output member (4, 16) are mounted coaxially and rotatable to each other. Control system (1) according to claim 5, wherein the input and the output element (4, 16) via a coaxial with the input member (4) mounted in the block spring (24) are non-positively connected to each other. Drive system (1) according to one of claims 1 to 6, whose output element (16) is provided for limiting the maximum opening of the throttle system with a stop (26) with its maximum abutment surface (31) with a via an actuator (30). in its position adjustable stop pin (28) cooperates. Drive system (1) according to one of claims 1 to 7, whose output element (16) for limiting the minimum opening of the throttle system with a stop (26) is provided with its minimal abutment surface (32) with a minimum stop element (33). interacts. Drive system (1) according to claim 7 or 8, whose stop pin (28) has a convex contour tip (36) integrally formed on a base body (34) and having its peripheral collar (42) formed by a projection (46) relative to the base body (34) ) forms a contact surface for an idle stop (43). Internal combustion engine (50), in particular for a motor vehicle, whose throttle system for the gas inlet is provided with a drive system (1) according to one of Claims 1 to 9. Internal combustion engine (50) according to Claim 10, in which the actuator (30) provided for positional adjustment of the stop pin (28) delimiting the opening region of the output element (16) is actuated as a function of the engine rotational speed. Internal combustion engine (50) according to claim 11, wherein the drive of the actuator (30) is designed such that the stop pin (28) is set for engine speeds below a predetermined limit speed to a first position and for speeds above the limit speed to a second position. An internal combustion engine (50) having a valve gear (52) for actuating an intake valve (60), the valve gear (52) having a first drive means (65) which is rotatable about a rotation axis (71) and a connecting rod (72) cooperating with its first connecting rod joint (74) on the first drive means (65) and with its second Pleuelgelenk (76) on a about a guide axis (82) pivotable guide member (80) for guiding the connecting rod (72) is articulated, wherein the positioning of the axis of rotation (71) relative to the guide axis (82) via a control system is variable, which is controlled via a drive system (1) according to one of claims 1 to 9. Internal combustion engine (50) according to claim 13, in which the connecting rod (72) of the valve drive (52) acts on a contoured contact surface (88) of a rocker arm (86) pivotably mounted about a lever axis (90) via a push element (84) for actuating the inlet valve (60) acts on the latter, wherein the valve lift of the inlet valve (60) due to the contouring of the contact surface (88) depending on the positioning of the rotation axis (71) relative to the lever axis (90) is variable.

Images