DE3418361A1 - Device for reducing the throttle losses in piston engines under partial load by phase control of the valves - Google Patents

Device for reducing the throttle losses in piston engines under partial load by phase control of the valves

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Publication number
DE3418361A1
DE3418361A1 DE19843418361 DE3418361A DE3418361A1 DE 3418361 A1 DE3418361 A1 DE 3418361A1 DE 19843418361 DE19843418361 DE 19843418361 DE 3418361 A DE3418361 A DE 3418361A DE 3418361 A1 DE3418361 A1 DE 3418361A1
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Germany
Prior art keywords
valve
closing
control
phase
inlet
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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.)
Ceased
Application number
DE19843418361
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German (de)
Inventor
Herbert Dipl.-Ing. 8000 München Gohle
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Individual
Original Assignee
Individual
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Application filed by Individual filed Critical Individual
Priority to DE19843418361 priority Critical patent/DE3418361A1/en
Publication of DE3418361A1 publication Critical patent/DE3418361A1/en
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L13/0047—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction the movement of the valves resulting from the sum of the simultaneous actions of at least two cams, the cams being independently variable in phase in respect of each other
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Abstract

In order to improve the economy of piston engines under partial load it is proposed to avoid the systematic part of the throttle losses during induction and exhaust by induction up to the required filling without throttling in the intake pipe and then closing the inlet valve and opening the exhaust valve in the event of over expansion only when the atmospheric pressure has been re-attained during return of the piston (fig. 1). In method 2 the inlet valve remains open until the excess filling is blown back out during return of the piston. For the control a mechanical solution is described in which the valve levers (3) are given a profiling (4), so that the desired phase control is achieved according to the position of the horizontally displaceable camshaft (2), and secondly an electronic control with actuating magnets for each valve, which also optimises the EO and AS control points. For method 2 a solution with 2 camshafts running out of phase is described with identical phase at full load. <IMAGE>

Description

Vorrichtung zur Verringerung der Drosselverluste bei Kolbenmotoren unter Teillast durch Phasenanschnittsteuerung der Ventile. Anlage 2 zur Anmeldung Herbert Gohle vom 17. 5. 1984Device for reducing throttle losses in piston engines under partial load by phase control of the valves. Annex 2 to the registration of Herbert Gohle from May 17, 1984

Bei Kolbenmotoren, die unter stark wechselnder Last laufen (Fahrzeugmotoren), treten unter Teillast Drosselverluste auf, die dadurch entstehen, daß bei teilweise geschlossener Drosselklappe in der Ansaugleitung unter niedrigem Druck angesaugt wird, während nach dem Arbeithub gegen den vollen Atmosphärendruck ausgeblasen werden muß. Ebenso treten nach dem Arbeitshub Drosselverluste durch Überexpansion auf, wenn bei kleiner Ladung der Druck am Ende des Arbeitshubs unter die AtmosphärenIinie absinkt.For piston engines that run under heavily fluctuating loads (Vehicle engines), throttle losses occur under partial load, which arise from the fact that when the throttle valve is partially closed in the Suction line is sucked in under low pressure, while after the work stroke must be blown against full atmospheric pressure. as well After the working stroke, throttling losses occur due to overexpansion if the pressure at the end of the working stroke is below the atmospheric line with a small load sinks.

Die hier vorgestellte Erfindung vermeidet den systematischen Teil dieser Verluste dadurch, daß ohne Drosselung in der Ansaugleitung bis zur gewünschten Ladung angesaugt und dann das Einlaßventil geschlossen wird. Ebenso wird bei Teillast mit Überexpansion der Auslaß solange geschlossen gehalten, bis beim Kolbenrückgang der Atmosphärendruck wieder erreicht ist (vgl. Abb.1 p,v-Diagramm). Die Unterdruckbereiche zwischen ES (Einlaß-Schließen) und AÖ (Auslaß-Offnen) sind dagegen unschädlich. Anstelle einer vom Gaspedal betätigten Drosselklappe im Ansaugrohr muß hier eine vom Gaspedal betätigte Steuerung des Schließpunktes für das Einlaßventil und des Öffnungspunktes für das Auslaßventil eingebaut werden. Der Vorteil gegenüber der gebräuchlichen Ansaugdrosselung besteht in der Vermeidung der störenden niedrigen Ansaugdrücke und der evtl. eintretenden Uberexpansion bei Teillast und der dadurch verlorengehenden Energie, die nur zum Bremsen verwendet werden kann. Das Schließen des Einlaßventils während des Kolbenhingangs bei großer Luftbewegung verursacht dagegen weitaus geringere Reibungsverluste. Als Variante dieses Gedankens (Methode 2) ist es auch möglich, immer eine volle Ladung anzusaugen, beim Kolbenrückgang (im Verdichtungshub) die überschüssige Ladung wieder auszublasen und erst dann den Einlaß zu schließen. Gegenüber der 1. Methode entstehen dabei größere Verluste, die aber evtl. durch andere Vorteile - bessere Gemischbildung, Kühlung ausgeglichen werden können.The invention presented here avoids the systematic part of this Losses due to the fact that the intake line is sucked in to the desired charge without throttling and then the inlet valve is closed. Likewise, at partial load with overexpansion, the outlet is kept closed until atmospheric pressure is reached again when the piston decreases (see Fig.1 p, v diagram). In contrast, the negative pressure areas between ES (inlet closing) and AÖ (outlet opening) are harmless. Instead of a throttle valve operated by the gas pedal in the intake pipe must be controlled by the gas pedal to control the closing point for the inlet valve and the Opening point for the exhaust valve can be installed. The advantage over the conventional intake throttling is the avoidance of the annoying low intake pressures and the possible over-expansion at partial load and the energy lost as a result, which is only used for braking can be. Closing the inlet valve during the piston swing at Large air movement, on the other hand, causes far lower friction losses. As a variant of this thought (method 2) it is also possible to always have one suck in full charge, blow out the excess charge again when the piston retracts (in the compression stroke) and only then close the inlet conclude. Compared to the first method, there are greater losses, but these may be offset by other advantages - better mixture formation, cooling can be.

Insbesondere durch das hohe mögliche Verdichtungsverhältnis bei Verwendung von gefederten Kolben (meine Anmeldung Nr. P 34 14 041.7 v. 13. 4. 84) lassen sich hierdurch sicher bei Teillast sehr wirtschaftliche Motoren bauen.In particular due to the high compression ratio possible when used of spring-loaded pistons (my registration no. P 34 14 041.7 of 13.4.84) This means that very economical engines can be built safely at part load.

Diese Überlegungen gelten für Otto- und Diesel-Motoren in gleicher Weise. Bei Otto-Motoren kann Gemisch angesaugt und, bei Methode 2, bei Teillast wieder in den Ansaugstutzen zurückgefördert werden, wobei die Gemischbildung sehr intensiv wird, oder der Kraftstoff wird wie bei Dieselmotoren direkt in den Zylinder eingespritzt.These considerations apply equally to gasoline and diesel engines. In Otto engines, the mixture can be sucked in and, with method 2, returned to the intake manifold at partial load, whereby the mixture is formed becomes very intense, or the fuel is injected directly into the cylinder as in diesel engines.

Die Phasenanschnittsteuerung des Einlaßventils (oder der Einlaßventile)(1) geschieht z.B. entspr. Abb.2 durch einen entspr. geformten Schwinghebel (3) über dem die Nockenwelle (2) entspr. der Gaspedalstellung verschieblich angeordnet ist. Bei Vollast steht die Nockenwelle ganz rechts und hat die normale Funktion. Bei Teillast steht sie weiter links und der Nocken gleitet in die Ausnehmung (4) im Schwinghebel, so daß der Einlaß vorzeitig schließt. Die Verschiebung der Nockenwelle kann mit bekannten Möglichkeiten gemacht werden, die nicht direkt Gegenstand dieser Anmeldung sind, z.B. durch den in Abb.2 dargestellten Schneckenantrieb, durch den ein Schlitten, auf dem die Nockenwelle montiert ist, bewegt wird.The phase control of the intake valve (or intake valves) (1) happens e.g. according to Fig. 2 by means of a correspondingly shaped rocker arm (3) Above which the camshaft (2) is arranged to be displaceable according to the position of the accelerator pedal. At full load, the camshaft is on the far right and has the normal function. At part load it stands further to the left and the cam slides into the recess (4) in the rocker arm, so that the inlet closes prematurely. The displacement of the camshaft can be done with known possibilities which are not directly the subject of this application, e.g. through the worm drive shown in Figure 2, through which a slide on which the Camshaft is mounted, is moved.

Die Steuerung des Auslaßventils (6) mit bei Teillast größer werdendem Schließwinkel - oder auch bei Methode 2 des Einlaßventils (1) mit größer werdendem öffnungswinkel - erfolgt über eine ähnliche Anordnung (Abb.3). Der größer werdende öffnungswinkel des Einlaßventils ist besser über eine 2. Nockenwelle (5) wie in Abb.4 zu steuern, die entspr. der GaspedalstellungThe control of the exhaust valve (6) with increasing at part load Closing angle - or with method 2 of the inlet valve (1) with an increasing opening angle - takes place via a similar arrangement (Fig. 3). Of the Increasing the opening angle of the inlet valve is better than a 2nd Control the camshaft (5) as shown in Fig. 4, corresponding to the position of the accelerator pedal

gegenüber der 1. (normalen, (2)) phasenverschoben läuft. Beide Wellen können auf das eine oder auch auf 2 verschiedene Ventile wirken, wenn pro Zylinder 2 Einlaßventile eingebaut werden. Bei Vollast laufen beide Nockenwellen gleichphasig. Bei Teillast ist die 2. Nockenwelle (5) derart gegenüber der 1. phasenverschoben, daß der Punkt ES entspr. der Gaspedalstellung in den Verdichtungshub hinein verschoben wird, während die 1. Nockenwelle (2) den allenfalls von der Drehzahl abhängigen Öffnungspunkt (EÖ) des Einlaßventils steuert. Diese Phasensteuerung wird durch ein Getriebe bewirkt, das nicht direkt Gegenstand dieser Anmeldung ist. Es können bekannte Getriebeformen dazu verwendet werden, z.B. das in Abb.5 dargestellte sehr einfache Schneckengetriebe, oder eine andere mögliche Form. Denkbar ist auch eine elektronische Steuerung mit Betätigungsmagneten für jedes Ventil die noch den weiteren Vorteil hat, daß alle Steuerungspunkte entspr. den augenblicklichen Betriebsdaten optimal gewählt werden können.compared to the 1st (normal, (2)) runs out of phase. Both waves can act on one or two different valves if 2 inlet valves are installed per cylinder. Both camshafts run at full load in phase. At partial load, the 2nd camshaft (5) is out of phase with the 1st in such a way that the point ES corresponds to the accelerator pedal position in the The compression stroke is shifted into it, while the 1st camshaft (2) is the opening point (EÖ) of the inlet valve, which may be dependent on the speed controls. This phase control is effected by a transmission which is not directly the subject of this application. It can be known gear forms can be used for this, e.g. the very simple one shown in Figure 5 Worm gear, or some other possible form. An electronic control with actuating magnets for each valve is also conceivable has the further advantage that all control points can be optimally selected according to the current operating data.

PatentansprücheClaims

- Leerseite -- blank page -

Claims (3)

Vorrichtung zur Verringerung der Drosselverluste bei Kolbenmotoren unter Teillast durch Phasenanschnittsteuerung der Ventile. Anlage 3 zur Anmeldung Herbert Gohle vom 17. 5. 1984 PatentansprücheDevice to reduce throttle losses in piston engines under partial load by phase control of the valves. Annex 3 to the Herbert Gohle application from May 17, 1984 patent claims 1.JVorrichtung zur Verringerung der Drosselverluste bei Kolbenmotoren unter Teillast bestehend aus einer Ventilsteuerung mit variablen Steuerwinkeln dadurch gekennzeichnet, daß die variablen Steuerpunkte ES (Einlaß-Schließen) und Aö (Auslaß-Öffnen) durch den Steuerantrieb entspr. Anspruch 2 derart dem augenblicklichen Betriebspunkt angepaßt werden, daß Teilfüllung, statt durch Drosselung im Ansaugrohr, nur durch vorzeitiges Schließen des Einlaßventils (Methode 1), bzw. bei Methode 2 durch nachträgliches Ausblasen der überschüssigen Füllung mit Schließen des Einlaßventils im Laufe des Verdichtungshubs erreicht wird, und daß Überexpansion im Arbeitshub bei Teilfüllung dadurch unschädlich gemacht wird, daß das Auslaßventil erst geöffnet wird, wenn im Ausstoßhub der Atmosphärendruck wieder erreicht ist.1. Device to reduce throttle losses in piston engines under partial load consisting of a valve control with variable control angles characterized in that the variable control points ES (inlet closing) and Aö (outlet opening) by the control drive corresponding to claim 2 are adapted to the instantaneous operating point that partial filling, instead of throttling in the intake manifold, only by closing the inlet valve prematurely (method 1), or with Method 2 by subsequently blowing out the excess filling reached with closing the inlet valve in the course of the compression stroke and that over-expansion in the working stroke with partial filling is rendered harmless by first opening the outlet valve, when atmospheric pressure is reached again in the exhaust stroke. 2. Steuerantrieb zur Vorrichtung entspr. Anspruch 1 bestehend aus einer Profilierung der Ventilhebel (Ausnehmung (4)) die in Verbindung mit der transversal verschieblichen Nockenwelle (2) ein vorzeitiges (oder bei Methode 2 nachträgliches) Schließen bzw. nachträgliches öffnen der Ventile abhängig von der augenblicklichen Lage der Nockenwelle bewirkt. Eingeschlossen in diesen Anspruch ist die alternative Konstruktion zum nachträglichen Schließen des Einlaßventiles bei Methode 2 durch eine2. Control drive for the device according to claim 1 consisting of a Profiling of the valve lever (recess (4)) which in connection with the transversely displaceable camshaft (2) a premature (or with method 2 subsequent) closing or subsequent opening of the Valves depending on the current position of the camshaft causes. Included in this claim is the alternative construction for subsequent closing of the inlet valve in method 2 by a 2. Nockenwelle (5) die zur 1. (2) phasenverschoben läuft (bei Vollast gleichphasig).2nd camshaft (5) running out of phase with 1st (2) (at full load in phase). 3. Vorrichtung entspr. Anspruch 1, dadurch gekennzeichnet, daß alle Steuerpunkte, also auch EÖ (Einlaß-Offnen) und AS (Auslaß-Schließen) entspr. dem augenblicklichen Betriebspunkt optimal gewählt werden, und daß der Steuerantrieb über Betätigungsmagnete für jedes Ventil elektronisch erfolgt.3. Apparatus according to claim 1, characterized in that all Control points, also EÖ (inlet opening) and AS (outlet closing) optimally selected according to the current operating point, and that the control drive takes place electronically via actuating magnets for each valve.
DE19843418361 1984-05-17 1984-05-17 Device for reducing the throttle losses in piston engines under partial load by phase control of the valves Ceased DE3418361A1 (en)

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Application Number Priority Date Filing Date Title
DE19843418361 DE3418361A1 (en) 1984-05-17 1984-05-17 Device for reducing the throttle losses in piston engines under partial load by phase control of the valves

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Application Number Priority Date Filing Date Title
DE19843418361 DE3418361A1 (en) 1984-05-17 1984-05-17 Device for reducing the throttle losses in piston engines under partial load by phase control of the valves

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3444277A1 (en) * 1984-12-05 1986-02-06 Bayerische Motoren Werke AG, 8000 München Device for adjustment of the rotary position of a driven machine part relative to a driving machine part during operation, especially of a camshaft in relation to a crankshaft in an internal combustion engine
DE3531000A1 (en) * 1985-08-30 1986-08-28 Herbert Dipl.-Ing. 8000 München Gohle Device for reducing the throttle losses in piston engines under partial load by phase control of the valves
DE3520215A1 (en) * 1985-06-05 1986-09-11 Herbert Dipl.-Ing. 8000 München Gohle Device for reducing the throttle losses in piston engines under partial load by phase control of the valves
EP0203320A2 (en) * 1985-05-30 1986-12-03 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Variable valve drive for an internal-combustion engine
DE3521626A1 (en) * 1985-06-15 1986-12-18 Reinhard R. 3180 Wolfsburg Gospodar Internal combustion engine operated with reverse thrust compression control
WO2000061929A1 (en) * 1999-04-08 2000-10-19 Hedman, Olga Combustion method for an internal combustion engine
WO2001029384A1 (en) * 1999-10-21 2001-04-26 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine comprising at least one working cylinder which is guided in a cylinder
WO2008008583A1 (en) * 2006-07-10 2008-01-17 Borgwarner Inc Valve event duration control via secondary closing camshaft with phaser
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2410660A (en) * 1945-03-03 1946-11-05 George E Howard Valve actuating mechanism for internal-combustion engines
US2934052A (en) * 1958-11-17 1960-04-26 Irvin R Longenecker Valve operating mechanism
DE2036374A1 (en) * 1969-07-17 1971-03-11 Gen Electric Information Syste Device for controlling the paper feed on high-performance, high-speed printers
DE2521363A1 (en) * 1974-05-16 1975-12-04 Textron Inc HELICOPTER ROTOR BLADE
DE2535845A1 (en) * 1975-08-12 1977-02-24 Daimler Benz Ag IC engine load regulation by varying charging rate - is performed exclusively through varying duration of inlet valve opening during downward piston stroke

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2410660A (en) * 1945-03-03 1946-11-05 George E Howard Valve actuating mechanism for internal-combustion engines
US2934052A (en) * 1958-11-17 1960-04-26 Irvin R Longenecker Valve operating mechanism
DE2036374A1 (en) * 1969-07-17 1971-03-11 Gen Electric Information Syste Device for controlling the paper feed on high-performance, high-speed printers
DE2521363A1 (en) * 1974-05-16 1975-12-04 Textron Inc HELICOPTER ROTOR BLADE
DE2535845A1 (en) * 1975-08-12 1977-02-24 Daimler Benz Ag IC engine load regulation by varying charging rate - is performed exclusively through varying duration of inlet valve opening during downward piston stroke

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
US-SAE-Druckschrift 82 04 08 *

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3444277A1 (en) * 1984-12-05 1986-02-06 Bayerische Motoren Werke AG, 8000 München Device for adjustment of the rotary position of a driven machine part relative to a driving machine part during operation, especially of a camshaft in relation to a crankshaft in an internal combustion engine
EP0203320A2 (en) * 1985-05-30 1986-12-03 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Variable valve drive for an internal-combustion engine
EP0203320A3 (en) * 1985-05-30 1987-12-16 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Variable valve drive for an internal-combustion engine
DE3520215A1 (en) * 1985-06-05 1986-09-11 Herbert Dipl.-Ing. 8000 München Gohle Device for reducing the throttle losses in piston engines under partial load by phase control of the valves
DE3521626A1 (en) * 1985-06-15 1986-12-18 Reinhard R. 3180 Wolfsburg Gospodar Internal combustion engine operated with reverse thrust compression control
DE3531000A1 (en) * 1985-08-30 1986-08-28 Herbert Dipl.-Ing. 8000 München Gohle Device for reducing the throttle losses in piston engines under partial load by phase control of the valves
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
WO2000061929A1 (en) * 1999-04-08 2000-10-19 Hedman, Olga Combustion method for an internal combustion engine
US6655327B1 (en) 1999-04-08 2003-12-02 Cargine Engineering Ab Combustion method for an internal combustion engine
WO2001029384A1 (en) * 1999-10-21 2001-04-26 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine comprising at least one working cylinder which is guided in a cylinder
WO2008008583A1 (en) * 2006-07-10 2008-01-17 Borgwarner Inc Valve event duration control via secondary closing camshaft with phaser

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