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EP0835986A1 - Drive cam for a valve-controlled internal combustion engine - Google Patents

Drive cam for a valve-controlled internal combustion engine Download PDF

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Publication number
EP0835986A1
EP0835986A1 EP97115864A EP97115864A EP0835986A1 EP 0835986 A1 EP0835986 A1 EP 0835986A1 EP 97115864 A EP97115864 A EP 97115864A EP 97115864 A EP97115864 A EP 97115864A EP 0835986 A1 EP0835986 A1 EP 0835986A1
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EP
European Patent Office
Prior art keywords
acceleration
curve
valve
abscissa
control cam
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP97115864A
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German (de)
French (fr)
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EP0835986B1 (en
Inventor
Claus-Otto Griebel
Jürgen Thams
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP0835986A1 publication Critical patent/EP0835986A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2101—Cams

Definitions

  • the invention relates to a control cam with one in the preamble of Claim 1 cam contour described.
  • the invention has for its object a generic control cam with such a cam contour at least for the valve opening area, that the gas dynamics of the internal combustion engine on the exhaust and / or intake side is effectively influenced by the opening acceleration curve.
  • Control cam has an opening flank with a contour, by means of a Opening acceleration curve with a relatively small by an intermediate curve positive acceleration values with spaced acceleration curves with relative high and differently large acceleration peak values is generated such that a first acceleration curve has a peak value of approximately 40 to 60 % of a 100% peak value of an adjacent acceleration curve having.
  • the advantage of the invention is in a delayed acceleration of opening see what when using this control cam as an outlet cam for actuation an exhaust valve a pre-exhaust shock critical with regard to the exhaust gas acoustics is avoided.
  • each cylinder also has the advantage that there is an angularly offset arrangement the exhaust cam to a cylinder unit is unnecessary and thus all Exhaust cams can be machined via a grinding wheel.
  • the opening acceleration curve according to the invention with a first acceleration curve and one compared to this higher second acceleration curve is in a further embodiment of the invention for the two acceleration curves connecting intermediate curve one with regard to the extent of the Acceleration deceleration specified advantageous measurement range.
  • This acceleration deceleration achieved according to the invention causes on the exhaust side a significant reduction in the muzzle noise and thus the surface radiation.
  • the opening acceleration curve according to the invention can be on the inlet side with delay for dynamic gap formation to increase the gas velocity for vortex formation.
  • the invention is based on a preferred acceleration curve shown in the drawing described.
  • the starting point of the invention is a control cam (not shown) for one Shown valve-controlled internal combustion engine, the one at least one positive Acceleration curve in the valve opening area generating cam contour having.
  • Cam contours with high opening accelerations with large mass flows cause a pre-exhaust blow on exhaust valves of the internal combustion engine, whose shape and amplitude result in disadvantageous exhaust acoustics.
  • the control cam preferably has an opening flank with a contour, by means of which an opening acceleration curve 1 with acceleration curves 3 and 4 spaced apart by an intermediate curve 2 with relatively low positive acceleration values and with relatively high and differently sized acceleration peak values a 1 and a 2 is generated such that the first acceleration curve 3 has a peak value a 1 of approximately 40 to 60% of a peak value a 2 of the adjacent acceleration curve 4 which is set to 100%.
  • the control cam also causes the rising curve section 3 'of the first acceleration curve 3 and the falling Curve section 4 ′′ of the second acceleration curve 4 with the zero acceleration line at least on the abscissa of the acceleration diagram form a projected intersection 5, 6, the distance between respective connection points 7, 8 of the sloping curve section 3 ′′ of the first Acceleration curve 3 and the rising curve section 4 'of the second Acceleration curve 4 with the intermediate curve 2 an amount of 10 to 15% corresponds to the 100% set distance of the abscissa intersections 5, 6.
  • the contour of the opening flank is designed so that the distance between the first abscissa intersection 5 of the first acceleration curve 3 and the first connection point 7 of the intermediate curve 2 to the first acceleration curve 3 an amount of 45 to 50% and the distance between the second connection point 8 of the intermediate curve 2 and the second abscissa intersection 6 of the second Acceleration curve 4 an amount of 45 to 35% of the 100% set Distance of the abscissa intersections 5, 6 corresponds.
  • the first acceleration curve points 3 a crest area 3 '' 'with a constant acceleration curve on.
  • the second, higher acceleration curve 4 is the intermediate curve 2 with a constant acceleration curve 2 'between the connection points 7 and 8 upstream.
  • the entire acceleration curve shown in the diagram points in the closing area a conventional course of closing acceleration.
  • This conventional acceleration curve can be invention by the invention Acceleration curve 1 to be replaced.
  • the one in the diagram overall acceleration curve shown with the invention Opening acceleration curve 1 also in the case of an inlet cam for actuation of an intake valve serving control cam can be used.
  • Acceleration deceleration is more advantageous with an intake valve How a dynamic valve gap to trigger vortex formation.
  • the mixture formation can also be advantageously influenced.
  • the invention is preferably used in multi-valve engines, in particular in four-valve engines Application.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The control cam is for an exhaust valve in a valve-controlled internal combustion engine. The modified cam profile gives an initial rapid increase (3') in acceleration of motion (3) away from the valve seat as the valve begins to open. The acceleration reaches an initial peak (3''') of approximately 40-60% before falling away (3'') to a minimum (2) before building up again (4') to a maximum of 100%. The acceleration goes negative and the valve slows to a stop and begins to close. The acceleration goes positive again as the valve slows down and comes to rest gently on its seat.

Description

Die Erfindung bezieht sich auf einen Steuernocken mit einer im Oberbegriff des Patentanspruches 1 beschriebenen Nockenkontur.The invention relates to a control cam with one in the preamble of Claim 1 cam contour described.

Bekanntlich sind zur Erzielung hoher spezifischer Arbeiten für ein sattes Drehmoment einerseits und eine hohe Leistung andererseits die Brennkraftmaschinen mit einer Ventilsteuerung ausgestattet, die sehr "scharfe" Ventilerhebungsverläufe für die Einlaß- und Auslaßventile aufweist, um die gewünschten Massenströme über entsprechend rasch sich ändernde Ventilöffnungsquerschnitte zu erzielen. Bei rasch sich öffnenden Auslaßventilen ist damit ein sehr hoher Vorauslaßstoß erzeugt, der zu einem ungleichmäßigen Ausströmen der Abgase führt. Da aber die Abgasakustik sehr wesentlich von Form und Amplitude des Vorauslaßstoßes geprägt ist, ergibt sich bei großem Massenstrom und hoher Öffnungsbeschleunigung des Auslaßventiles ein Mündungsgeräusch mit einem hohen Anteil an höheren Harmonischen, die zu einer verstärkten, nachteiligen Oberflächenabstrahlung der Abgasanlage bzw. der Brennkraftmaschine führen.It is known to achieve high specific work for a rich torque on the one hand and high performance on the other hand with the internal combustion engines a valve control, the very "sharp" valve lift curves for has the inlet and outlet valves to the desired mass flows to achieve correspondingly rapidly changing valve opening cross sections. At exhaust valve that opens quickly creates a very high pre-exhaust surge, which leads to an uneven outflow of exhaust gases. But there Exhaust acoustics very much shaped by the shape and amplitude of the pre-exhaust surge is, with a large mass flow and high opening acceleration the outlet valve a muzzle noise with a high proportion of higher Harmonics that lead to an increased, disadvantageous surface radiation of the Lead exhaust system or the internal combustion engine.

Bei bekannten Serienmotoren mit durch mehrere Auslaßventile je Zylindereinheit erzeugten großen Auslaßquerschnitten und durch scharfe Ventilerhebungsverläufe erzeugten hohen Öffnungsbeschleunigungen ist dieses Problem dadurch gelöst, daß die zur Steuerung der Auslaßventile je Zylinder vorgesehenen Auslaßnocken gegeneinander winkelversetzt angeordnet sind (phasing). Diese Anordnung hat den erheblichen Nachteil, daß jeder Nocken gesondert geschliffen werden muß.In known series engines with several exhaust valves per cylinder unit generated large outlet cross-sections and by sharp valve lift profiles generated high opening accelerations, this problem is solved by that the exhaust cam provided for controlling the exhaust valves per cylinder are mutually angularly offset (phasing). This arrangement has the considerable disadvantage that each cam has to be ground separately.

Der Erfindung liegt die Aufgabe zugrunde, einen gattungsgemäßen Steuernocken mit einer solchen Nockenkontur zumindest für den Ventil-Öffnungsbereich auszubilden, daß die Gasdynamik der Brennkraftmaschine auslaß- und/oder einlaßseitig über den Öffnungs-Beschleunigungsverlauf wirksam beeinflußt ist.The invention has for its object a generic control cam with such a cam contour at least for the valve opening area, that the gas dynamics of the internal combustion engine on the exhaust and / or intake side is effectively influenced by the opening acceleration curve.

Diese Aufgabe ist mit dem Patentanspruch 1 gelöst, und zwar dadurch, daß der Steuernocken eine Öffnungsflanke mit einer Kontur aufweist, mittels der ein Öffnungs-Beschleunigungsverlauf mit durch eine Zwischenkurve relativ geringer positiver Beschleunigungswerte beabstandeten Beschleunigungskurven mit relativ hohen und unterschiedlich großen Beschleunigungs-Spitzenwerten erzeugt ist derart, daß eine erste Beschleunigungskurve einen Spitzenwert von ca. 40 bis 60 % eines zu 100 % gesetzten Spitzenwertes einer benachbarten Beschleunigungskurve aufweist.This object is achieved with claim 1, namely in that the Control cam has an opening flank with a contour, by means of a Opening acceleration curve with a relatively small by an intermediate curve positive acceleration values with spaced acceleration curves with relative high and differently large acceleration peak values is generated such that a first acceleration curve has a peak value of approximately 40 to 60 % of a 100% peak value of an adjacent acceleration curve having.

Der Vorteil der Erfindung ist in einer verzögerten Offnungsbeschleunigung zu sehen, wodurch bei Verwendung dieses Steuernockens als Auslaßnocken zur Betätigung eines Auslaßventiles ein hinsichtlich der Abgasakustik kritischer Vorauslaßstoß vermieden ist. Für eine Brennkraftmaschine mit mehreren Auslaßventilen je Zylinder ergibt sich des weiteren der Vorteil, daß sich eine winkelversetzte Anordnung der Auslaßnocken zu einer Zylindereinheit erübrigt und somit sämtliche Auslaßnocken über eine Schleifscheibe bearbeitbar sind.The advantage of the invention is in a delayed acceleration of opening see what when using this control cam as an outlet cam for actuation an exhaust valve a pre-exhaust shock critical with regard to the exhaust gas acoustics is avoided. For an internal combustion engine with several exhaust valves each cylinder also has the advantage that there is an angularly offset arrangement the exhaust cam to a cylinder unit is unnecessary and thus all Exhaust cams can be machined via a grinding wheel.

Der erfindungsgemäße Öffnungs-Beschleunigungsverlauf mit einer ersten Beschleunigungskurve und einer gegenüber dieser höheren zweiten Beschleunigungskurve ist in weiterer Ausgestaltung der Erfindung für die beiden Beschleunigungskurven verbindenden Zwischenkurve eine hinsichtlich des Ausmaßes der Beschleunigungs-Verzögerung vorteilhafter Bemessungsbereich angegeben.The opening acceleration curve according to the invention with a first acceleration curve and one compared to this higher second acceleration curve is in a further embodiment of the invention for the two acceleration curves connecting intermediate curve one with regard to the extent of the Acceleration deceleration specified advantageous measurement range.

In weiterer Ausgestaltung der Erfindung sind vorteilhafte, auf die Abszisse eines Beschleunigungsdiagramms bezogene Maßbereiche der beiden unterschiedlich hohen Beschleunigungskurven des Öffnungs-Beschleunigungsverlaufs angegeben. Der insbesondere für die erste Beschleunigungskurve relativ größere Maß- bzw. Auslegungsbereich ergibt in Verbindung mit einer konstanten Beschleunigung im Kuppenbereich der ersten Beschleunigungskurve und einer konstanten Beschleunigung der Zwischenkurve zwischen ihren Anschlußpunkten mittels dieser Beruhigungsabschnitte eine auf die Gasdynamik vorteilhaft günstig sich auswirkende Beschleunigungs-Verzögerung.In a further embodiment of the invention are advantageous on the abscissa Acceleration diagram related measurement ranges of the two different high acceleration curves of the opening acceleration curve. The relatively larger dimension or especially for the first acceleration curve Design range results in connection with a constant acceleration in the crest area of the first acceleration curve and a constant acceleration the intermediate curve between their connection points by means of this Calming sections are advantageous to the gas dynamics effective acceleration deceleration.

Diese erfindungsgemäß erzielte Beschleunigungs-Verzögerung bewirkt auslaßseitig eine wesentliche Herabsetzung des Mündungsgeräusches und damit der Oberflächenabstrahlung. Einlaßseitig kann der erfindungsgemäße Öffnungs-Beschleunigungsverlauf mit Verzögerung für eine dynamische Spaltbildung zur Erhöhung der Gasgeschwindigkeit für eine Wirbelausbildung.This acceleration deceleration achieved according to the invention causes on the exhaust side a significant reduction in the muzzle noise and thus the surface radiation. The opening acceleration curve according to the invention can be on the inlet side with delay for dynamic gap formation to increase the gas velocity for vortex formation.

Die Erfindung ist anhand eines in der Zeichnung dargestellten, bevorzugten Beschleunigungsverlaufs beschrieben.The invention is based on a preferred acceleration curve shown in the drawing described.

Ausgangspunkt der Erfindung ist ein nicht gezeigter Steuernocken für eine nicht dargestellte ventilgesteuerte Brennkraftmaschine, der eine zumindest einen positiven Beschleunigungsverlauf im Ventil-Öffnungsbereich erzeugende Nockenkontur aufweist. Nockenkonturen mit hohen Öffnungsbeschleunigungen bei großen Massenströmen bewirken an Auslaßventilen der Brennkraftmaschine einen Vorauslaßstoß, dessen Form und Amplitude eine nachteilige Abgasakustik ergeben.The starting point of the invention is a control cam (not shown) for one Shown valve-controlled internal combustion engine, the one at least one positive Acceleration curve in the valve opening area generating cam contour having. Cam contours with high opening accelerations with large mass flows cause a pre-exhaust blow on exhaust valves of the internal combustion engine, whose shape and amplitude result in disadvantageous exhaust acoustics.

Um insbesondere die mit dem Mündungsgeräusch des Vorauslaßstoßes verbundenen höheren Harmonischen zu vermeiden, wird erfindungsgemäß ein verzögerter Öffnungs-Beschleunigungsverlauf vorgeschlagen. Hierfür weist der Steuernocken vorzugsweise eine Öffnungsflanke mit einer Kontur auf, mittels der ein Öffnungsbeschleunigungsverlauf 1 mit durch eine Zwischenkurve 2 relativ geringer positiver Beschleunigungswerte beabstandeten Beschleunigungskurven 3 und 4 mit relativ hohen und unterschiedlich großen Beschleunigungs-Spitzenwerten a1 und a2 erzeugt ist derart, daß die erste Beschleunigungskurve 3 einen Spitzenwert a1 von ca. 40 bis 60 % eines zu 100 % gesetzten Spitzenwertes a2 der benachbarten Beschleunigungskurve 4 aufweist. In order to avoid, in particular, the higher harmonics associated with the muzzle noise of the pre-exhaust shock, a delayed opening acceleration curve is proposed according to the invention. For this purpose, the control cam preferably has an opening flank with a contour, by means of which an opening acceleration curve 1 with acceleration curves 3 and 4 spaced apart by an intermediate curve 2 with relatively low positive acceleration values and with relatively high and differently sized acceleration peak values a 1 and a 2 is generated such that the first acceleration curve 3 has a peak value a 1 of approximately 40 to 60% of a peak value a 2 of the adjacent acceleration curve 4 which is set to 100%.

Der vorzugsweise als Auslaßnocken zur Betätigung eines Auslaßventiles dienende Steuernocken bewirkt bezüglich seiner Kontur der Öffnungsflanke ferner, daß der ansteigende Kurvenabschnitt 3' der ersten Beschleunigungskurve 3 und der abfallende Kurvenabschnitt 4'' der zweiten Beschleunigungskurve 4 mit der Nullbeschleunigungsline auf der Abszisse des Beschleunigungsdiagramms jeweils zumindest einen projektierten Schnittpunkt 5, 6 bilden, wobei der Abstand zwischen jeweiligen Anschlußpunkten 7, 8 des abfallenden Kurvenabschnittes 3'' der ersten Beschleunigungskurve 3 und des ansteigenden Kurvenabschnittes 4' der zweiten Beschleunigungskurve 4 mit der Zwischenkurve 2 einen Betrag von 10 bis 15 % des zu 100 % gesetzten Abstandes der Abszissen-Schnittpunkte 5, 6 entspricht.The one that preferably serves as an exhaust cam for actuating an exhaust valve With regard to its contour of the opening flank, the control cam also causes the rising curve section 3 'of the first acceleration curve 3 and the falling Curve section 4 ″ of the second acceleration curve 4 with the zero acceleration line at least on the abscissa of the acceleration diagram form a projected intersection 5, 6, the distance between respective connection points 7, 8 of the sloping curve section 3 ″ of the first Acceleration curve 3 and the rising curve section 4 'of the second Acceleration curve 4 with the intermediate curve 2 an amount of 10 to 15% corresponds to the 100% set distance of the abscissa intersections 5, 6.

Weiter ist die Kontur der Öffnungsflanke so gestaltet, daß der Abstand zwischen dem ersten Abszissen-Schnittpunkt 5 der ersten Beschleunigungskurve 3 und dem ersten Anschlußpunkt 7 der Zwischenkurve 2 an die erste Beschleunigungskurve 3 einem Betrag von 45 bis 50 % und der Abstand zwischen dem zweiten Anschlußpunkt 8 der Zwischenkurve 2 und dem zweiten Abszissenschnittpunkt 6 der zweiten Beschleunigungskurve 4 einem Betrag von 45 bis 35 % des zu 100 % gesetzten Abstandes der Abszissen-Schnittpunkte 5, 6 entspricht.Furthermore, the contour of the opening flank is designed so that the distance between the first abscissa intersection 5 of the first acceleration curve 3 and the first connection point 7 of the intermediate curve 2 to the first acceleration curve 3 an amount of 45 to 50% and the distance between the second connection point 8 of the intermediate curve 2 and the second abscissa intersection 6 of the second Acceleration curve 4 an amount of 45 to 35% of the 100% set Distance of the abscissa intersections 5, 6 corresponds.

Zur Reduzierung von Anregungen im Ventiltrieb weist die erste Beschleunigungskurve 3 einen Kuppenbereich 3''' mit einem konstanten Beschleunigungs-Verlauf auf. Weiter ist der zweiten, höheren Beschleunigungskurve 4 die Zwischenkurve 2 mit einem konstanten Beschleunigungs-Verlauf 2' zwischen den Anschlußpunkten 7 und 8 vorgeschaltet.To reduce excitations in the valve train, the first acceleration curve points 3 a crest area 3 '' 'with a constant acceleration curve on. Furthermore, the second, higher acceleration curve 4 is the intermediate curve 2 with a constant acceleration curve 2 'between the connection points 7 and 8 upstream.

Der im Diagramm dargestellte gesamte Beschleunigungsverlauf weist im Schließbereich einen konventionellen Schließbeschleunigungsverlauf auf. Im Rahmen der Erfindung kann dieser konventionelle Beschleunigungsverlauf durch den erfindungsgemäßen Beschleunigungsverlauf 1 ersetzt sein. Weiter kann der im Diagramm gesamt dargestellte Beschleunigungsverlauf mit dem erfindungsgemäßen Öffnungs-Beschleunigungsverlauf 1 auch bei einem als Einlaßnocken zur Betätigung eines Einlaßventile dienenden Steuernocken verwendet sein. Mit der erfindungsgemäßen Beschleunigungs-Verzögerung ist bei einem Einlaßventil in vorteilhafter Weise ein dynamischer Ventilspalt zur Auslösung einer Wirbelbildung erzeugt. Ferner kann damit auch die Gemischbildung vorteilhaft beeinflußt sein.The entire acceleration curve shown in the diagram points in the closing area a conventional course of closing acceleration. As part of the This conventional acceleration curve can be invention by the invention Acceleration curve 1 to be replaced. The one in the diagram overall acceleration curve shown with the invention Opening acceleration curve 1 also in the case of an inlet cam for actuation of an intake valve serving control cam can be used. With the invention Acceleration deceleration is more advantageous with an intake valve How a dynamic valve gap to trigger vortex formation. Furthermore, the mixture formation can also be advantageously influenced.

Die Erfindung findet bevorzugt bei Mehrventilmotoren, insbesondere bei Vier-Ventilmotoren Anwendung.The invention is preferably used in multi-valve engines, in particular in four-valve engines Application.

Claims (7)

1. Steuernocken für eine ventilgesteuerte Brennkraftmaschine, der eine zumindest einen positiven Beschleunigungsverlauf im Ventil-Öffnungsbereich erzeugende Nockenkontur aufweist,
dadurch gekennzeichnet, daß der Steuernocken eine Öffnungsflanke mit einer Kontur aufweist, mittels der ein Öffnungs-Beschleunigunsgsverlauf (1) mit durch eine Zwischenkurve (2) relativ geringer positiver Beschleunigungswerte beabstandeten Beschleunigungskurven (3, 4) mit relativ hohen und unterschiedlich großen Beschleunigungs-Spitzenwerten (a1, a2) erzeugt ist derart, daß eine erste Beschleunigungskurve (3) einen Spitzenwert (a1) von ca. 40 bis 60 % eines zu 100 % gesetzten Spitzenwertes (a2) einer benachbarten Beschleunigungskurve (4) aufweist. 1. control cams for a valve-controlled internal combustion engine, which has a cam contour producing at least one positive acceleration curve in the valve opening area,
characterized, that the control cam has an opening flank with a contour by means of an opening acceleration curve (1) with acceleration curves (3, 4) spaced apart by an intermediate curve (2) with relatively low positive acceleration values and with relatively high and differently sized acceleration peak values (a 1 , a 2 ) is generated, that a first acceleration curve (3) has a peak value (a 1 ) of approximately 40 to 60% of a 100% set peak value (a 2 ) of an adjacent acceleration curve (4). 2. Steuernocken nach Anspruch 1, dadurch gekennzeichnet, daß dieser als Auslaßnocken zur Betätigung eines Auslaßventiles dient. 2. Control cam according to claim 1, characterized in that it serves as an exhaust cam for actuating an exhaust valve. 3. Steuernocken nach Anspruch 1 und 2, dadurch gekennzeichnet, daß die Kontur der Öffnungsflanke ferner bewirkt, daß der ansteigende Kurvenabschnitt (3') der ersten Beschleunigungskurve (3) und der abfallende Kurvenabschnitt (4'') der zweiten Beschleunigungskurve (4) mit der Null-Beschleunigungslinie auf der Abszisse jeweils zumindest einen projizierten Schnittpunkt (5, 6) bilden, wobei der Abstand zwischen jeweiligen Anschlußpunkten (7. 8) des abfallenden Kurvenabschnittes (3'') der ersten Beschleunigungskurve (3) und des ansteigenden Kurvenabschnitts (4') der zweiten Beschleunigungskurve (4) mit der Zwischenkurve (2) einem Betrag von 10 bis 15 % des zu 100 % gesetzten Abstandes der Abszissen-Schnittpunkte (5, 6) entspricht. 3. Control cam according to claim 1 and 2, characterized in that the contour of the opening flank also causes the rising curve section (3 ') of the first acceleration curve (3) and the falling curve section (4'') of the second acceleration curve (4) with the zero acceleration line on the abscissa each form at least one projected intersection (5, 6), whereby the distance between the respective connection points (7. 8) of the falling curve section (3 '') of the first acceleration curve (3) and the rising curve section (4 ') of the second acceleration curve (4) with the intermediate curve (2) is an amount of 10 to 15 % of the 100% distance between the abscissa intersections (5, 6). 4. Steuernocken nach den Ansprüchen 1 bis 3, dadurch gekennzeichnet, daß die Kontur der Öffnungsflanke auch bewirkt, daß der Abstand auf der Abszisse zwischen dem ersten Abszissen-Schnittpunkt (5) und dem ersten projizierten Anschlußpunkt (7) der Zwischenkurve (2) einem Betrag von 45 bis 50 % und der Abstand auf der Abszisse zwischen dem zweiten, projizierten Anschlußpunkt (8) der Zwischenkurve (2) und dem zweiten Abszissen-Schnittpunkt (6) einem Betrag von 45 bis 35 % des zu 100 % gesetzten Abstandes der Abszissen-Schnittpunkte (5, 6) entspricht. 4. Control cam according to claims 1 to 3, characterized in that the contour of the opening flank also causes the distance on the abscissa between the first abscissa intersection (5) and the first projected connection point (7) of the intermediate curve (2) is an amount of 45 to 50% and the distance on the abscissa between the second, projected connection point (8) of the intermediate curve (2) and the second abscissa intersection (6) is an amount of 45 to 35% of the 100% set distance of the abscissa intersection points (5, 6) corresponds. 5. Steuernocken nach den Ansprüchen 1 bis 4, dadurch gekennzeichnet, daß die erste Beschleunigungskurve (3) einen Kuppenbereich (3''') mit einem konstanten Beschleunigungsverlauf aufweist. 5. Control cam according to claims 1 to 4, characterized in that the first acceleration curve (3) has a crest area (3 ''') with a constant acceleration profile. 5. Steuernocken nach den Ansprüchen 1 bis 5, dadurch gekennzeichnet, daß die Zwischenkurve (2) abschnittsweise zwischen den Anschlußpunkten (7, 8) einen konstanten Beschleunigungs-Verlauf (2') aufweist. 5. Control cam according to claims 1 to 5, characterized in that the intermediate curve (2) in sections between the connection points (7, 8) has a constant acceleration profile (2 '). 7. Steuernocken nach Anspruch 1 und 3 bis 6, dadurch gekennzeichnet, daß dieser als Einlaßnocken zur Betätigung eines Einlaßventiles dient. 7. Control cam according to claim 1 and 3 to 6, characterized in that it serves as an intake cam for actuating an intake valve.
EP97115864A 1996-10-08 1997-09-12 Drive cam for a valve-controlled internal combustion engine Expired - Lifetime EP0835986B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19641418 1996-10-08
DE19641418A DE19641418A1 (en) 1996-10-08 1996-10-08 Control cam for a valve-controlled internal combustion engine

Publications (2)

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EP0835986A1 true EP0835986A1 (en) 1998-04-15
EP0835986B1 EP0835986B1 (en) 2001-04-11

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EP97115864A Expired - Lifetime EP0835986B1 (en) 1996-10-08 1997-09-12 Drive cam for a valve-controlled internal combustion engine

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US (1) US6631657B1 (en)
EP (1) EP0835986B1 (en)
DE (2) DE19641418A1 (en)
ES (1) ES2156324T3 (en)
WO (1) WO1998015722A1 (en)

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EP0835986B1 (en) 2001-04-11
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DE19641418A1 (en) 1998-04-09
WO1998015722A1 (en) 1998-04-16
DE59703347D1 (en) 2001-05-17

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