EP0434704A1 - Moteur a combustion interne a piston alternatif a commande par soupapes. - Google Patents

Moteur a combustion interne a piston alternatif a commande par soupapes.

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)
English (en)
Other versions
EP0434704B1 (fr
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Publication of EP0434704A1 publication Critical patent/EP0434704A1/fr
Application granted granted Critical
Publication of EP0434704B1 publication Critical patent/EP0434704B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

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.
EP89909562A 1988-09-17 1989-08-23 Moteur a combustion interne a piston alternatif a commande par soupapes Expired - Lifetime EP0434704B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3831733A DE3831733A1 (de) 1988-09-17 1988-09-17 Ventilgesteuerte hubkolben-brennkraftmaschine
DE3831733 1988-09-17

Publications (2)

Publication Number Publication Date
EP0434704A1 true EP0434704A1 (fr) 1991-07-03
EP0434704B1 EP0434704B1 (fr) 1993-07-21

Family

ID=6363213

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89909562A Expired - Lifetime EP0434704B1 (fr) 1988-09-17 1989-08-23 Moteur a combustion interne a piston alternatif a commande par soupapes

Country Status (3)

Country Link
EP (1) EP0434704B1 (fr)
DE (2) DE3831733A1 (fr)
WO (1) WO1990003498A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4018485A1 (de) * 1990-06-09 1991-12-12 Daimler Benz Ag Brennkraftmaschine mit einem in einem zylinderkopf befindlichen drosselventil
DE19624785A1 (de) * 1996-06-21 1998-01-02 Abb Patent Gmbh Hubkolbenmaschine mit mindestens je zwei Ein- oder Auslaßventilen

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE452640C (de) * 1925-07-10 1927-11-15 Napier & Son Ltd Steuerung fuer Brennkraftmaschinen zum Antrieb von vier oder mehr im Zylinderkopf schraeg zur Zylinderachse liegenden Ventilen
DE1243459B (de) * 1965-04-03 1967-06-29 Bayerische Motoren Werke Ag Ventilsteuerung fuer Brennkraftmaschinen
JPS57176311A (en) * 1981-04-22 1982-10-29 Yamaha Motor Co Ltd Four-cycle engine
US4660529A (en) * 1981-04-22 1987-04-28 Yamaha Hatsudoki Kabushiki Kaisha Four-cycle engine
JPS60216013A (ja) * 1984-04-11 1985-10-29 Yamaha Motor Co Ltd 内燃機関の吸気弁構造
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 (de) * 1985-07-10 1987-01-15 Audi Ag Viertakt-brennkraftmaschine
DE3600408A1 (de) * 1986-01-09 1987-07-16 Audi Ag Hubkolbenbrennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9003498A1 *

Also Published As

Publication number Publication date
DE58904986D1 (de) 1993-08-26
WO1990003498A1 (fr) 1990-04-05
DE3831733A1 (de) 1990-03-22
EP0434704B1 (fr) 1993-07-21

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