EP0434704A1 - Valve-controlled reciprocating piston internal combustion engine. - Google Patents

Valve-controlled reciprocating piston internal combustion engine.

Info

Publication number
EP0434704A1
EP0434704A1 EP89909562A EP89909562A EP0434704A1 EP 0434704 A1 EP0434704 A1 EP 0434704A1 EP 89909562 A EP89909562 A EP 89909562A EP 89909562 A EP89909562 A EP 89909562A EP 0434704 A1 EP0434704 A1 EP 0434704A1
Authority
EP
European Patent Office
Prior art keywords
valves
valve
internal combustion
inlet
combustion engine
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
EP89909562A
Other languages
German (de)
French (fr)
Other versions
EP0434704B1 (en
Inventor
Wilhelm Hannibal
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi AG
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Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Publication of EP0434704A1 publication Critical patent/EP0434704A1/en
Application granted granted Critical
Publication of EP0434704B1 publication Critical patent/EP0434704B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/265—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder peculiar to machines or engines with three or more intake valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the invention relates to a valve-controlled reciprocating internal combustion engine according to the preamble of claim 1.
  • the middle of the three intake or exhaust valves with the cylinder central axis must enclose a smaller angle than the two outer valves, so that all intake and exhaust valves from the cams of an intake or Exhaust camshaft can be actuated directly, ie without the interposition of rocker arms. If the middle valve is an intake valve, it is the first of the three intake valves to be immersed in the cylinder due to its lower inclination. If the middle valve is an exhaust valve, it is the last of the three exhaust valves to emerge from the cylinder.
  • valve pockets In the case of high-compression internal combustion engines, in which the piston crown in TDC is almost in the parting plane between the cylinder block and the cylinder head, this means that a valve pocket must be provided in the piston crown, into which the valve disk of the central valve can be immersed. If three inlet valves and three outlet valves are provided, then such a valve pocket must be provided for the middle inlet valve and for the middle outlet valve, so that the piston is prevented from striking the valve disks of these middle valves.
  • these valve pockets are detrimental to the quality of the combustion, since unburned hydrocarbons can collect in these pockets, which not only reduces the efficiency but also has a negative effect on the exhaust gas composition.
  • Another disadvantage of such valve pockets is that the distance between the first piston ring and the piston crown must be greater than would be required without valve pockets in order to obtain the required height of the top land in the area of the valve pockets, with the result that the piston is longer overall and therefore heavier.
  • the invention has for its object to provide a reciprocating piston internal combustion engine of the generic type in which a high compression can be realized without adverse effects on the combustion process and an optimal piston design.
  • the central intake valve only begins to open when the piston is already moving down again.
  • the depth of the valve pocket can be kept smaller than in an internal combustion engine in which all three inlet valves have the same opening start. Even if the opening of the middle inlet valve is shifted by a few degrees of the camshaft rotation angle, the depth of the valve pocket is considerably reduced. Possibly. the valve pocket can also be omitted entirely.
  • valve pocket can have a smaller depth than in a machine in which all the exhaust valves close at the same time, or, if necessary, be omitted entirely.
  • the opening times of the three inlet valves or the three outlet valves can be the same, in which case the middle inlet valve closes later and the middle outlet valve opens earlier.
  • all three intake valves close simultaneously or open all three exhaust valves simultaneously.
  • Figure 1 schematically shows a partial view of a cylinder head from below in the direction of arrows 1-1 in Figure 2
  • Figure 2 shows a section along line 2-2 in Figure 1
  • Figure 3 shows a partial section of the cylinder head and the cylinder block in the plane of the middle intake valve
  • Figure 4 is a control diagram of the intake and exhaust valves of the internal combustion engine shown in Figures 1 and 2
  • Figure 5 is a control diagram of the intake and exhaust valves of an internal combustion engine having three exhaust valves per cylinder.
  • the cylinder head 1 shown in Figures 1 and 2 has for each cylinder 2, i.e. for each combustion chamber 3, three intake valves 4, 5 and 6 and two exhaust valves 7 and 8.
  • the inlet valves 4, 5 and 6 are actuated by cams 9, 10 and 11 of a common inlet camshaft 12 via bucket tappets 13.
  • the outlet valves 7 and 8 are actuated via tappets 14 by the cams 15 and 16 of an exhaust camshaft 17.
  • a spark plug bore 18 is provided in the center of the combustion chamber 3.
  • the middle Inlet valve 5 with the longitudinal central axis A an angle Cx_. includes, which is smaller than the angle 3 between the two outer intake valves 4, 6 and the cylinder central axis A, this smaller inclination of the central intake valve 5 has the result that the same intake times of the three intake 'valves 4, 5 and 6, the middle Inlet valve with its valve plate 20 dips into cylinder 2 earlier than the two outer inlet valves 4 and 6 when opening begins.
  • a valve pocket 22 is provided in the piston head , in which the valve plate 20 can dip.
  • valve pocket affects the quality of the combustion, especially if it has to be relatively deep.
  • the piston 21 must be made longer in order to be able to implement a top land 23 of sufficient width in front of the first piston ring groove 24 in the region of the valve pocket 22.
  • the opening of the middle inlet valve 5 is later than the beginning of the opening of the two outer inlet valves 4 and 6. This ensures that the middle inlet valve 5 with its valve disk 20 later dives into the cylinder 2 and only reaches its full opening stroke when the piston 21 has already moved down again from its top dead center. Already a shift of the opening start of the middle inlet valve 5 by a few degrees of cam angle rotation angle results in a noticeable reduction in the depth of the valve pocket 22. a valve pocket can be dispensed with at all.
  • the later opening start is achieved by appropriate position or shape of the cam 10.
  • FIG. 4 A corresponding control diagram is shown in FIG. 4.
  • B is the valve lift curve of the exhaust valves
  • C the valve lift curve of the outer intake valves 4 and 6
  • D the valve lift curve of the middle inlet valve 5.
  • the opening start a of the two outer inlet valves 4 and 6 is, as usual, in or shortly before TDC, while the inlet start d of the middle inlet valve 5 is shortly after TDC.
  • the inlet cams 9, 10 and 11 have the same shape and only the middle inlet cam is rotated with respect to the other two against the direction of rotation R of the inlet camshaft 12, the inlet valve d for the middle inlet valve 5 results after the Inlet c of the two outer inlet valves 4 and 6 is.
  • the middle inlet cam 12 it can also be achieved that the inlet end d of the middle inlet valve 5 coincides with the inlet end c of the two outer inlet valves 4 and 6.
  • FIG. 5 shows the control diagram for such an internal combustion engine with three exhaust valves, E denoting the valve lifting curves of the two outer exhaust valves and F denoting the valve lifting curve of the middle exhaust valve. While the outlet end f for the two outer outlet valves (curve E) is, as usual, shortly after TDC, the outlet end e for the middle outlet valve (curve F) is just before TDC.
  • the cams for all three exhaust valves are identical and only the cam actuating the central exhaust valve is rotated in the direction of rotation of the exhaust camshaft relative to the other two cams, this naturally results in an earlier exhaust start g for the central exhaust valve (curve F) compared to the exhaust start h of the two outer exhaust valves (curve E)
  • the cam for the middle exhaust valve can be designed so that all three exhaust valves have the same start of exhaust.
  • the control diagram of FIG. 5 is for an internal combustion engine with three exhaust valves and two intake valves, the valve lift curve g for the two intake valves corresponding to the valve lift curve C of FIG. 4. If three inlet valves are provided, the valve lift curve D according to FIG. 4 is selected for the middle inlet valve, at least with regard to the start of opening.
  • the invention also facilitates the use of a variable valve control in which a load and / or speed-dependent rotation of the intake camshaft in particular relative to the crankshaft is carried out in order to achieve optimum control times, since the maximum possible adjustment angle of the camshaft depends on the distance between the central intake valve and the piston.

Abstract

Avec un moteur à combustion interne à piston alternatif comportant trois soupapes d'admission par cylindre, actionnées séparément et directement par les cames d'un arbre à cames d'admission au moyen de poussoirs à cloche et disposées obliquement par rapport à l'axe médian du cylindre, celle de ces trois soupapes qui constitue la soupape centrale formant avec l'axe médian du cylindre un angle moins important que celui des deux soupapes d'admission extérieures, le début de l'ouverture de la soupape centrale est décalé par rapport au début de l'ouverture des deux soupapes extérieures; il est ainsi possible de rendre moins profond, et même de supprimer entièrement le logement pratiqué dans le fond de piston pour recevoir la tête de la soupape dans les moteurs à taux de compression élevés. De même, avec un moteur à combustion interne comportant trois soupapes d'échappement, la fermeture de la soupape centrale se produit avant celle des deux soupapes extérieures.With a reciprocating piston internal combustion engine comprising three intake valves per cylinder, actuated separately and directly by the cams of an intake camshaft by means of bell valve lifters and arranged obliquely to the median axis of the cylinder, that of these three valves which constitutes the central valve forming with the median axis of the cylinder an angle less important than that of the two external intake valves, the start of the opening of the central valve is offset with respect to the start of the opening of the two external valves; it is thus possible to make it less deep, and even to entirely remove the housing provided in the piston bottom to receive the valve head in engines with high compression ratios. Likewise, with an internal combustion engine comprising three exhaust valves, the central valve closes before that of the two external valves.

Description

Ventilgesteuerte Hubkolben-Brennkraftmaschine Valve-controlled reciprocating piston internal combustion engine
Die Erfindung bezieht sich auf eine ventilgesteuerte Hubkolben- Brennkraftmaschine entsprechend dem Oberbegriff des Anspruchs 1,The invention relates to a valve-controlled reciprocating internal combustion engine according to the preamble of claim 1.
Bei derartigen, beispielsweise aus der EP-B 0063385 bekannten Brennkraftmaschinen muß das mittlere der drei Einlaß- oder Auslaßventile mit der Zylinder-Mittelachse einen kleineren Winkel einschließen als die beiden äußeren Ventile, damit alle Einlaß- bzw. Auslaßventile von den Nocken einer Einlaß- bzw. Auslaßnockenwelle direkt, d.h. ohne Zwischenschaltung von Kipp¬ hebeln betätigt werden können. Handelt es sich bei dem mittleren Ventil um ein Einlaßventil, so taucht dieses aufgrund seiner geringeren Schrägstellung als erstes der drei Einlaßventile in den Zylinder ein. Ist das mittlere Ventil ein Auslaßventil, so taucht es als letztes der drei Auslaßventile aus dem Zylinder aus. Bei hoch verdichtenden Brennkraftmaschineπ, bei denen der Kolbenboden in OT fast in der Teilungsebene zwischen dem Zylinderblock und dem Zylinderkopf liegt, bedeutet dies, daß im Kolbenboden eine Ventiltasche vorgesehen werden muß, in welche der Ventilteller des mittleren Ventils eintauchen kann. Sind drei Einlaßventile und drei Auslaßventile vorgesehen, so muß für das mittlere Einlaßventil und für das mittlere Aus¬ laßventil eine derartige Ventiltasche vorgesehen werden, damit ein Aufschlagen des Kolbens auf die Ventilteller dieser mitt¬ leren Ventile vermieden ist. Diese Ventiltaschen sind jedoch für die Güte der Verbrennung schädlich, da sich in diesen Taschen unverbrannte Kohlenwasserstoffe sammeln können, wodurch nicht nur der Wirkungsgrad herabgesetzt, sondern auch die Abgaszu¬ sammensetzung negativ beeinflußt wird. Ein weiterer Nachteil derartiger Ventiltaschen besteht darin, daß der Abstand des ersten Kolbenringes vom Kolbεnboden größer sein muß, als dies ohne Ventiltaschen erforderlich wäre, um die erforderliche Höhe des Feuersteges im Bereich der Ventiltaschen zu erhalten, was zur Folge hat, daß der Kolben insgesamt länger und dadurch schwerer wird.In such, for example from EP-B 0063385 known internal combustion engines, the middle of the three intake or exhaust valves with the cylinder central axis must enclose a smaller angle than the two outer valves, so that all intake and exhaust valves from the cams of an intake or Exhaust camshaft can be actuated directly, ie without the interposition of rocker arms. If the middle valve is an intake valve, it is the first of the three intake valves to be immersed in the cylinder due to its lower inclination. If the middle valve is an exhaust valve, it is the last of the three exhaust valves to emerge from the cylinder. In the case of high-compression internal combustion engines, in which the piston crown in TDC is almost in the parting plane between the cylinder block and the cylinder head, this means that a valve pocket must be provided in the piston crown, into which the valve disk of the central valve can be immersed. If three inlet valves and three outlet valves are provided, then such a valve pocket must be provided for the middle inlet valve and for the middle outlet valve, so that the piston is prevented from striking the valve disks of these middle valves. However, these valve pockets are detrimental to the quality of the combustion, since unburned hydrocarbons can collect in these pockets, which not only reduces the efficiency but also has a negative effect on the exhaust gas composition. Another disadvantage of such valve pockets is that the distance between the first piston ring and the piston crown must be greater than would be required without valve pockets in order to obtain the required height of the top land in the area of the valve pockets, with the result that the piston is longer overall and therefore heavier.
Der Erfindung liegt die Aufgabe zugrunde, eine Hubkolben-Breπn- kraftmaschine der gattungsgemäßen Art zu schaffen, bei der eine hohe Verdichtung .ohne nachteilige Auswirkungen auf den Verbrennungsablauf und eine optimale Kolbengestaltung verwirk¬ licht werden kann.The invention has for its object to provide a reciprocating piston internal combustion engine of the generic type in which a high compression can be realized without adverse effects on the combustion process and an optimal piston design.
Diese Aufgabe wird erfindungsgemäß durch die im Kennzeichen des Anspruchs 1 angegebenen Merkmale gelöst.This object is achieved by the features specified in the characterizing part of claim 1.
Durch den erfindungsgemäßen Vorschlag wird erreicht, daß bei einer Brennkraftmaschine mit drei Einlaßventilen pro Zylinder das mittlere Einlaßventil sich erst dann zu öffnen beginnt, wenn sich der Kolben bereits wieder nach unten bewegt. Dadurch kann die Tiefe der Ventiltasche geringer gehalten werden als bei einer Brennkraftmaschine, bei der alle drei Einlaßventile den gleichen Öffnungsbegiπn haben. Bereits bei einer Verschiebung des Öffnungsbegiπns des mittleren Einlaßventils um wenige Grad Nockenwellen-Drehwinkel ergibt sich eine erhebliche Reduzierung der Tiefe der Ventiltasche. Ggf. kann die Ventiltasche auch ganz entfallen.It is achieved by the proposal according to the invention that, in an internal combustion engine with three intake valves per cylinder, the central intake valve only begins to open when the piston is already moving down again. As a result, the depth of the valve pocket can be kept smaller than in an internal combustion engine in which all three inlet valves have the same opening start. Even if the opening of the middle inlet valve is shifted by a few degrees of the camshaft rotation angle, the depth of the valve pocket is considerably reduced. Possibly. the valve pocket can also be omitted entirely.
Bei einer Brennkraftmaschine mit drei Auslaßventilen wird in analoger Weise durch den früheren Auslaßschluß des mittleren Auslaßventils erreicht, daß sein Ventilteller bereits weitgehend aus dem Zylinder ausgetaucht ist, wenn der Kolben in seinen oberen Totpunkt gelangt. Somit kann auch in diesem Fall die Ventiltasche eine geringere Tiefe haben als bei einer Maschine, bei der alle Auslaßventile gleichzeitig schließen, oder ggf. ganz entfallen.In an internal combustion engine with three exhaust valves, it is achieved in an analogous manner by the earlier exhaust closure of the middle exhaust valve that its valve plate is already largely immersed out of the cylinder when the piston reaches its top dead center. Thus, in this case too, the valve pocket can have a smaller depth than in a machine in which all the exhaust valves close at the same time, or, if necessary, be omitted entirely.
Die Öffnungszeiten der drei Einlaßventile bzw. der drei Ausla߬ ventile können gleich sein, in welchem Falle das mittlere Einlaß- ventil später schließt und das mittlere Auslaßventil früher öffnet. Vorzugsweise schließen jedoch alle drei Einlaßventile gleichzeitig bzw. öffnen alle drei Auslaßventile gleichzeitig.The opening times of the three inlet valves or the three outlet valves can be the same, in which case the middle inlet valve closes later and the middle outlet valve opens earlier. Preferably, however, all three intake valves close simultaneously or open all three exhaust valves simultaneously.
Ein Ausführungsbeispiel der Erfindung wird im folgenden unter Bezugnahme auf die Zeichnungen bei einer Brennkraftmaschine mit drei Einlaßventilen und zwei Auslaßventilen beschrieben. Es sei jedoch darauf hingewiesen, daß die Erfindung auch bei Brennkraftmaschinen mit drei Einlaßventilen und drei Ausla߬ ventilen und bei Brennkraftmaschinen mit zwei Einlaßventilen und drei AusAemilen anwendbar ist. Es zeigt:An embodiment of the invention is described below with reference to the drawings in an internal combustion engine with three intake valves and two exhaust valves. However, it should be pointed out that the invention can also be used in internal combustion engines with three intake valves and three exhaust valves and in internal combustion engines with two intake valves and three exhaust valves. It shows:
Figur 1 schematisch eine Teilansicht eines Zylinderkopfes von unten in Richtung der Pfeile 1-1 in Figur 2, Figur 2 einen Schnitt entlang Linie 2-2 in Figur 1, Figur 3 einen Teilschnitt des Zylinderkopfes und des Zylinder¬ blocks in der Ebene des mittleren Einlaßventils, Figur 4 ein Steuerdiagramm der Einlaß- und Auslaßventile der in Figuren 1 und 2 gezeigten Brennkraftmaschine und Figur 5 ein Steuerdiagramm der Einlaß- und Auslaßventile einer Brennkraftmaschine mit drei Auslaßventilen pro Zylinder.Figure 1 schematically shows a partial view of a cylinder head from below in the direction of arrows 1-1 in Figure 2, Figure 2 shows a section along line 2-2 in Figure 1, Figure 3 shows a partial section of the cylinder head and the cylinder block in the plane of the middle intake valve Figure 4 is a control diagram of the intake and exhaust valves of the internal combustion engine shown in Figures 1 and 2; and Figure 5 is a control diagram of the intake and exhaust valves of an internal combustion engine having three exhaust valves per cylinder.
Der in Figuren 1 und 2 dargestellte Zylinderkopf 1 weist für jeden Zylinder 2, d.h. für jeden Brennraum 3, drei Einlaßventile 4, 5 und 6 und zwei Auslaßventile 7 und 8 auf. Die Einlaßventile 4, 5 und 6 werden von Nocken 9, 10 und 11 einer gemeinsamen Einlaßnockenwelle 12 über Tassenstößel 13 betätigt. In ent¬ sprechender Weise erfolgt die Betätigung der Auslaßventile 7 und 8 über Tassenstößel 14 durch die Nocken 15 und 16 einer Auslaßnockenwelle 17. In der Mitte des Brennraumes 3 ist eine Züπdkerzenbohrung 18 vorgesehen.The cylinder head 1 shown in Figures 1 and 2 has for each cylinder 2, i.e. for each combustion chamber 3, three intake valves 4, 5 and 6 and two exhaust valves 7 and 8. The inlet valves 4, 5 and 6 are actuated by cams 9, 10 and 11 of a common inlet camshaft 12 via bucket tappets 13. In a corresponding manner, the outlet valves 7 and 8 are actuated via tappets 14 by the cams 15 and 16 of an exhaust camshaft 17. A spark plug bore 18 is provided in the center of the combustion chamber 3.
Damit die drei Einlaßventile 4, 5 und 6 von den Nocken 9, 10 und 11 der Einlaßnockenwelle 12 direkt über Tassenstößel 13 betätigt werden können, ist es erforderlich, daß das mittlere Einlaßventil 5 mit der Längsmittelachse A einen Winkel Cx_. einschließt, der kleiner ist als der Winkel 3 zwischen den beiden äußeren Einlaßventilen 4, 6 und der Zylindermittelachse A, Diese geringere Schrägstellung des mittleren Einlaßventils 5 hat zur Folge, daß bei gleichen Steuerzeiten der drei Einlaß- 'ventile 4, 5 und 6 das mittlere Einlaßventil mit seinem Ventil¬ teller 20 beim Öffnungsbeginn früher in den Zylinder 2 eintaucht als die beiden äußeren Einlaßventile 4 und 6. Um dabei ein Aufschlagen des in Figur 3 dargestellten Kolbens 21 auf das mittlere Einlaßventil 5 zu vermeiden, ist im Kolbenboden eine Ventiltasche 22 vorgesehen, in welche der Ventilteller 20 ein¬ tauchen kann. Diese Ventiltasche beeinträchtigt jedoch ins¬ besondere dann, wenn sie verhältnismäßig tief sein muß, die Güte der Verbrennung. Außerdem muß der Kolben 21 länger ausge¬ führt werden, um noch einen Feuersteg 23 ausreichender Breite vor der ersten Kolbenringnut 24 im Bereich der Ventiltasche 22 verwirklichen zu können.So that the three intake valves 4, 5 and 6 can be operated by the cams 9, 10 and 11 of the intake camshaft 12 directly via tappets 13, it is necessary that the middle Inlet valve 5 with the longitudinal central axis A an angle Cx_. includes, which is smaller than the angle 3 between the two outer intake valves 4, 6 and the cylinder central axis A, this smaller inclination of the central intake valve 5 has the result that the same intake times of the three intake 'valves 4, 5 and 6, the middle Inlet valve with its valve plate 20 dips into cylinder 2 earlier than the two outer inlet valves 4 and 6 when opening begins. In order to prevent the piston 21 shown in FIG. 3 from striking the middle inlet valve 5, a valve pocket 22 is provided in the piston head , in which the valve plate 20 can dip. However, this valve pocket affects the quality of the combustion, especially if it has to be relatively deep. In addition, the piston 21 must be made longer in order to be able to implement a top land 23 of sufficient width in front of the first piston ring groove 24 in the region of the valve pocket 22.
Um die Tiefe der Ventiltasche 22 möglichst klein halten zu können, ist der Öffnungsbeginn des mittleren Einlaßventils 5 später gelegt als der Öffnungsbeginn der beiden äußeren Einla߬ ventile 4 und 6. Damit wird erreicht, daß das mittlere Einla߬ ventil 5 mit seinem Ventilteller 20 später in den Zylinder 2 eintaucht und seinen vollen Öffnungshub erst dann erreicht, wenn sich der Kolben 21 von seinem oberen Totpunkt bereits wieder nach unten bewegt hat. Bereits eine Verschiebung des Öffnungsbeginns des mittleren Einlaßventils 5 um wenige Grad Nockenwinkel-Drehwinkel ergibt eine merkliche Reduzierung der Tiefe der Veπtiltasche 22. Ggf. kann auf eine Ventiltasche überhaupt verzichtet werden. Der spätere Öffnungsbeginn wird durch entsprechende Lage oder Form des Nockens 10 erreicht.In order to keep the depth of the valve pocket 22 as small as possible, the opening of the middle inlet valve 5 is later than the beginning of the opening of the two outer inlet valves 4 and 6. This ensures that the middle inlet valve 5 with its valve disk 20 later dives into the cylinder 2 and only reaches its full opening stroke when the piston 21 has already moved down again from its top dead center. Already a shift of the opening start of the middle inlet valve 5 by a few degrees of cam angle rotation angle results in a noticeable reduction in the depth of the valve pocket 22. a valve pocket can be dispensed with at all. The later opening start is achieved by appropriate position or shape of the cam 10.
Ein entsprechendes Steuerdiagramm ist in Figur 4 dargestellt. Hierin ist B die Ventilerhebungskurve der Auslaßventile, C die Ventilerhebuπgskurve der äußeren Einlaßventile 4 und 6 und D die Ventilerhebungskurve des mittleren Einlaßventils 5. Wie ersichtlich, ist der Öffnungsbeginn a der beiden äußeren Einlaßventile 4 und 6 wie üblich in oder kurz vor OT, während der Einlaßbeginπ d des mittleren Einlaßventils 5 kurz nach OT liegt. Wenn die Einlaßnocken 9, 10 und 11 die gleiche Form haben und lediglich der mittlere Einlaßnocken gegenüber den beiden anderen entgegen der Drehrichtung R der Einlaßπocken- welle 12 verdreht ist, so ergibt sich für das mittlere Einla߬ ventil 5 ein Einlaßschluß d, der nach dem Einlaßschluß c der beiden äußeren Einlaßventile 4 und 6 liegt. Durch entsprechende Ausbildung des mittleren Einlaßnockens 12 läßt sich jedoch auch erreichen, daß der Einlaßschluß d des mittleren Einla߬ ventils 5 mit dem Einlaßschluß c der beiden äußeren Einla߬ ventile 4 und 6 zusammenfällt.A corresponding control diagram is shown in FIG. 4. Herein B is the valve lift curve of the exhaust valves, C the valve lift curve of the outer intake valves 4 and 6 and D the valve lift curve of the middle inlet valve 5. As can be seen, the opening start a of the two outer inlet valves 4 and 6 is, as usual, in or shortly before TDC, while the inlet start d of the middle inlet valve 5 is shortly after TDC. If the inlet cams 9, 10 and 11 have the same shape and only the middle inlet cam is rotated with respect to the other two against the direction of rotation R of the inlet camshaft 12, the inlet valve d for the middle inlet valve 5 results after the Inlet c of the two outer inlet valves 4 and 6 is. By appropriate design of the middle inlet cam 12, however, it can also be achieved that the inlet end d of the middle inlet valve 5 coincides with the inlet end c of the two outer inlet valves 4 and 6.
Bei einer Brennkraftmaschine mit drei Auslaßventilen wird in analoger Weise der Auslaßschluß des mittleren Auslaßventils früher gelegt als der Auslaßschluß der beiden äußeren Ausla߬ ventile. Dadurch taucht der Ventilteller des mittleren Ausla߬ ventils früher aus dem Zylinder 2 aus, so daß keine oder keine so tiefe Ventiltasche im Kolben vorgesehen werden muß als bei einer Anordnung, bei der alle Auslaßventile gleichzeitig schlies- sen. Figur 5 zeigt das Steuerdiagramm für eine derartige Brenn¬ kraftmaschine mit drei Auslaßventilen, wobei mit E die Ventiler- hebuπgskurven der beiden äußeren Auslaßventile und mit F die Ventilerhebuπgskurve des mittleren Auslaßventils bezeichnet ist. Während der Auslaßschluß f für die beiden äußeren Ausla߬ ventile (Kurve E) wie üblich kurz nach OT liegt, liegt der Auslaßschluß e für das mittlere Auslaßventil (Kurve F) kurz vor OT. Sind die Nocken für alle drei Auslaßventile identisch und ist nur der das mittlere Auslaßventil betätigenden Nocken in Drehrichtung der Auslaßnockenwelle gegenüber den beiden anderen Nocken verdreht, so ergibt sich naturgemäß ein früherer Auslaßbeginn g für das mittlere Auslaßventil (Kurve F) gegen¬ über dem Auslaßbeginn h der beiden äußeren Auslaßventile (Kurve E) Der Nocken für das mittlere Auslaßventil kann jedoch so ausgelegt werden, daß alle drei Auslaßventile den gleichen Auslaßbeginn haben. Das Steuerdiagramm von Figur 5 ist für eine Brennkraft¬ maschine mit drei Auslaßventilen und zwei Einlaßventilen, wobei die Ventilerhebungskurve g für die beiden Einlaßventile der Ventilerhebungskurve C von Figur 4 entspricht. Wenn drei Einla߬ ventile vorgesehen sind, so wird für das mittlere Einlaßventil zumindest hinsichtlich des Öffnungsbeginns die Ventilerhebungs¬ kurve D gemäß Figur 4 gewählt.In an internal combustion engine with three exhaust valves, the exhaust closing of the middle exhaust valve is set earlier than the exhaust closing of the two outer exhaust valves in an analogous manner. As a result, the valve plate of the middle exhaust valve emerges from the cylinder 2 earlier, so that no or no valve pocket as deep as this has to be provided in the piston than in an arrangement in which all exhaust valves close simultaneously. FIG. 5 shows the control diagram for such an internal combustion engine with three exhaust valves, E denoting the valve lifting curves of the two outer exhaust valves and F denoting the valve lifting curve of the middle exhaust valve. While the outlet end f for the two outer outlet valves (curve E) is, as usual, shortly after TDC, the outlet end e for the middle outlet valve (curve F) is just before TDC. If the cams for all three exhaust valves are identical and only the cam actuating the central exhaust valve is rotated in the direction of rotation of the exhaust camshaft relative to the other two cams, this naturally results in an earlier exhaust start g for the central exhaust valve (curve F) compared to the exhaust start h of the two outer exhaust valves (curve E) However, the cam for the middle exhaust valve can be designed so that all three exhaust valves have the same start of exhaust. The control diagram of FIG. 5 is for an internal combustion engine with three exhaust valves and two intake valves, the valve lift curve g for the two intake valves corresponding to the valve lift curve C of FIG. 4. If three inlet valves are provided, the valve lift curve D according to FIG. 4 is selected for the middle inlet valve, at least with regard to the start of opening.
Abgesehen von den bereits erwähnten Vorteilen, nämlich Verkleine¬ rung oder Wegfall der Ventiltasche (n) und die Möglichkeit, einen kürzeren und dadurch leichteren Kolben verwenden zu können, erleichtert die Erfindung auch die Anwendung einer variablen Ventilsteuerung, bei der eine last- und/oder drehzahlabhängige Verdrehung insbesondere der Einlaßnockenwelle relativ zur Kurbel¬ welle zur Erzieluπg optimaler Steuerzeiten vorgenommen wird, da der maximal mögliche Verstellwinkel der Nockenwelle von dem Abstand zwischen dem mittleren Einlaßventil und dem Kolben abhängig ist. In addition to the advantages already mentioned, namely reduction or elimination of the valve pocket (s) and the possibility of being able to use a shorter and therefore lighter piston, the invention also facilitates the use of a variable valve control in which a load and / or speed-dependent rotation of the intake camshaft in particular relative to the crankshaft is carried out in order to achieve optimum control times, since the maximum possible adjustment angle of the camshaft depends on the distance between the central intake valve and the piston.

Claims

P a t e n t a n s p r ü c h e Patent claims
1. Hubkolben-Brennkraftmaschine mit drei Einlaß- und/oder1. Reciprocating internal combustion engine with three intake and / or
Auslaßventilen (4, 5, 6) pro Zylinder (2), die einzeln direkt über Tasse'nstößel (.13) von Nocken (9, 10, 11) einer Einla߬ bzw. Auslaßnockenwelle (12) betätigt sind und schräg zur Zylindermittelachse A angeordnet sind, wobei das mittlere (5) der drei Einlaß- und/oder Auslaßventile mit der Zylinder¬ mittelachse A einen kleineren Winkel (°Oeinschließt als die beiden äußeren Ventile (4, 6), dadurch gekennzeichnet, daß der Öffnungsbeginn (b) des mittleren Einlaßventils (5) später liegt als der Öffnungsbeginn(a) der beiden äußeren Einla߬ ventile (4, 6) bzw. der Auslaßschluß(e) des mittleren Ausla߬ ventils früher liegt als der Auslaßschluß(f)der beiden äußeren Auslaßventile.Exhaust valves (4, 5, 6) per cylinder (2) which are actuated individually directly over cup 'nstößel (.13) of cams (9, 10, 11) of a Einla߬ or exhaust camshaft (12) and obliquely to the cylinder center axis A are arranged, the middle (5) of the three inlet and / or outlet valves with the cylinder central axis A enclosing a smaller angle (° O than the two outer valves (4, 6), characterized in that the opening (b) of the middle inlet valve (5) is later than the start of opening (a) of the two outer inlet valves (4, 6) or the outlet end (e) of the middle outlet valve is earlier than the outlet end (f) of the two outer outlet valves.
2. Hubkolben-Brennkraftmaschine nach Anspruch 1 dadurch gekenn¬ zeichnet, daß der Öffnungsbegiπn(b) des mittleren Einlaßventils (5) nach OT bzw. der Auslaßschluß (e)des mittleren Ausla߬ ventils- vor OT liegt.2. Reciprocating internal combustion engine according to claim 1, characterized gekenn¬ characterized in that the opening begin (b) of the middle inlet valve (5) after TDC or the outlet end (e) of the middle outlet valve before TDC.
3. Hubkolben-Brennkraft aschiπe nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Einlaßschluß aller Einlaßventile (4, 5, 6) bzw. der Auslaßbeginn aller Auslaßventile gleich ist. 3. reciprocating internal combustion engine aschiπe according to claim 1 or 2, characterized in that the inlet closure of all inlet valves (4, 5, 6) or the beginning of the outlet of all outlet valves is the same.
EP89909562A 1988-09-17 1989-08-23 Valve-controlled reciprocating piston internal combustion engine Expired - Lifetime EP0434704B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3831733A DE3831733A1 (en) 1988-09-17 1988-09-17 VALVE CONTROLLED PISTON COMBUSTION ENGINE
DE3831733 1988-09-17

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EP0434704A1 true EP0434704A1 (en) 1991-07-03
EP0434704B1 EP0434704B1 (en) 1993-07-21

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EP (1) EP0434704B1 (en)
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WO (1) WO1990003498A1 (en)

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Publication number Priority date Publication date Assignee Title
DE4018485A1 (en) * 1990-06-09 1991-12-12 Daimler Benz Ag INTERNAL COMBUSTION ENGINE WITH A THROTTLE VALVE IN A CYLINDER HEAD
DE19624785A1 (en) * 1996-06-21 1998-01-02 Abb Patent Gmbh Multi=valve piston engine

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DE452640C (en) * 1925-07-10 1927-11-15 Napier & Son Ltd Control for internal combustion engines to drive four or more valves in the cylinder head at an angle to the cylinder axis
DE1243459B (en) * 1965-04-03 1967-06-29 Bayerische Motoren Werke Ag Valve control for internal combustion engines
US4660529A (en) * 1981-04-22 1987-04-28 Yamaha Hatsudoki Kabushiki Kaisha Four-cycle engine
JPS57176311A (en) * 1981-04-22 1982-10-29 Yamaha Motor Co Ltd Four-cycle engine
JPS60216013A (en) * 1984-04-11 1985-10-29 Yamaha Motor Co Ltd Intake valve mechanism in internal-combustion engine
US4703734A (en) * 1985-03-06 1987-11-03 Nissan Motor Co., Ltd. Multi-valve internal combustion engine
US4667636A (en) * 1985-03-22 1987-05-26 Toyota Jidosha Kabushiki Kaisha Fuel injection type internal combustion engine
DE3524622A1 (en) * 1985-07-10 1987-01-15 Audi Ag Four-stroke internal combustion engine
DE3600408A1 (en) * 1986-01-09 1987-07-16 Audi Ag Reciprocating piston internal combustion engine

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Title
See references of WO9003498A1 *

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EP0434704B1 (en) 1993-07-21
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DE3831733A1 (en) 1990-03-22

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