EP0455760B1 - Hydraulische ventilsteuervorrichtung für brennkraftmaschinen - Google Patents

Hydraulische ventilsteuervorrichtung für brennkraftmaschinen Download PDF

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Publication number
EP0455760B1
EP0455760B1 EP90915089A EP90915089A EP0455760B1 EP 0455760 B1 EP0455760 B1 EP 0455760B1 EP 90915089 A EP90915089 A EP 90915089A EP 90915089 A EP90915089 A EP 90915089A EP 0455760 B1 EP0455760 B1 EP 0455760B1
Authority
EP
European Patent Office
Prior art keywords
piston
valve
reservoir
cam
pressure
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.)
Expired - Lifetime
Application number
EP90915089A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0455760A1 (de
Inventor
Helmut Rembold
Ernst Linder
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0455760A1 publication Critical patent/EP0455760A1/de
Application granted granted Critical
Publication of EP0455760B1 publication Critical patent/EP0455760B1/de
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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
    • F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
    • F01L9/14—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34446—Fluid accumulators for the feeding circuit

Definitions

  • the invention relates to a hydraulic valve control device for internal combustion engines according to the preamble of the main claim.
  • a hydraulic valve control device for internal combustion engines Basically, such an electrohydraulically controlled engine valve must meet various requirements. On the one hand, there is little free space in the area of the cylinder head of an internal combustion engine, so that all components present there should have the smallest possible dimensions. On the other hand, it is also a relatively hot area, which must be taken into account in the construction and design, especially of the moving parts.
  • a control slide is controlled via the solenoid valve, which controls the connection between the pressure chamber and the storage chamber.
  • the solenoid valve is arranged close to the control slide, the design of which means that the solenoid of the solenoid valve is relatively far away from the engine valve. This leads to relatively long channels and a correspondingly large hydraulic volume between the storage space and the pressure space.
  • the hydraulic valve control device with the characterizing features of the main claim has the advantage that the space provided for the cam piston spring in the pressure chamber and in this respect harmful space is used as a storage piston space, so that the dimensions of the valve control unit do not have to be increased by the integration of the storage piston, and that the hydraulic channels between the individual control spaces within the valve control unit are minimized. An extra space in the area of the motor head for the accumulator is therefore no longer necessary.
  • the pressure channel between the pressure space and the storage space can be controlled in different ways, the decisive factor being that this control is carried out directly or indirectly hydraulically.
  • An embodiment of the invention consists in one Solenoid valve controlled by an electronic control unit processing engine parameters for controlling the pressure line.
  • an electronic control unit processing engine parameters for controlling the pressure line.
  • the required high frequencies can be achieved without problems in the control.
  • all conceivable parameters that are interesting for the timing of the engine valves can be processed via an electronic control unit.
  • the pressure line it is conceivable for the pressure line to be controlled by mechanical or hydromechanical means, the storage piston being arranged in the cam piston designed as a hollow piston as the core of the invention.
  • the accumulator piston as a movable valve member of the control valve, controls the connection between the pressure channel and the accumulator chamber, a control line for hydraulic oil under a certain control pressure being fed radially to the cam piston and opening into the accumulator chamber, which is optionally controlled by a solenoid valve and which is controlled by the Accumulator spring acting on the accumulator piston is greater than the control force acting on the accumulator piston but less than the actuating force of the accumulator piston, which is generated when the end face of the accumulator piston is acted upon by the working pressure from the pressure chamber when the valve tappet is driven by the drive cam is operated in the opening direction.
  • the storage piston lifts off its seat, so that, if the valve control unit is actuated by the drive cam, hydraulic oil flows into the storage space under working pressure and displaces the storage piston, so that the valve piston also delimiting the pressure chamber remains in its position or is shifted back into its starting position in which the engine valve is closed again.
  • the amount of hydraulic oil displaced on the one hand by the cam piston and on the other hand by the valve piston is displaced into the storage space via the pressure channel.
  • the hydraulic oil flows out of the storage space back into the pressure space until the storage piston rests on its valve seat again.
  • the control of the accumulator piston valve can be achieved either due to clear pressure conditions, but also due to a pressure surge in which the accumulator piston lifts only slightly from its seat due to sudden supply of the control pressure via the control line, in order to then be shifted further by the working pressure. If there is no working pressure at the moment because the drive cam is not in effect, the accumulator piston is immediately pushed back onto its seat due to the accumulator spring.
  • the cam piston for its radial guidance and axial displaceability is arranged in a bore in the motor housing head and is sleeve-shaped with an intermediate floor present in the central region, in which the pressure channel and / or the control line run, the one facing the drive cam and axially displaceable and radially sealingly arranged by a cap-closed sleeve section of the accumulator piston, which, together with the intermediate floor, delimits the accumulator space with its end face facing away from the accumulator spring, the accumulator spring acting on the one hand on the cap and the accumulator spring on the other, and in which the motor valve
  • the sleeve section is also radially sealing and the valve piston is arranged to limit the pressure space with the intermediate floor.
  • the control line preferably has a path to the storage space in the course of the intermediate floor non-return valve arranged.
  • a slide control would also be conceivable, backflow of hydraulic fluid into the control line is avoided by the check valve and, above all, it is prevented that hydraulic oil flowing into the storage space under working pressure flows out of there into the control line. Even if a slide control or a throttle were available instead of the check valve, quantities flowing into the control line would have to be replaced again in order to have the same initial filling situation at the start of the cam piston drive.
  • annular groove is present in the bore of the housing head which receives the cam piston and is connected to the control line, whereby according to a special embodiment this annular groove is connected to the storage space via a relief channel, the mouth of this relief channel being replaced a forward stroke of the cam piston is blocked during its pressure stroke, while in the starting position of the cam piston the mouth of the relief channel is opened.
  • this relief channel also serves as a filling channel in order to achieve the same starting situation before the start of a new pressure stroke in the valve control unit.
  • the storage spring space receiving the storage spring and closed by the cap is sealed airtight, so that the enclosed air volume serves as a cushioning cushion.
  • an annular groove in the inner bore of the cam piston is present in the area around the valve seat of the storage piston, which is delimited by the storage piston and which is connected to the pressure chamber by the pressure channel. Due to the resulting shortness of the pressure channel, pressure losses or control impairments at high speed, for example due to the throttling effect, are also low.
  • a liquid source for the hydraulic oil which generates a control pressure supplied via the control line via a pressure control valve, and a return line can be opened by the solenoid valve, as a result of which the control pressure is reduced.
  • the solenoid valve is closed, the control pressure can build up and lift the accumulator piston slightly off the seat, so that, if this valve control unit is actuated by the drive cam, the working pressure can be transferred from the pressure chamber to the accumulator chamber, hydraulic oil flowing from the pressurized chamber into the accumulator chamber .
  • the return line is opened by the solenoid valve, hydraulic oil can flow from the storage space back to the oil tank via the relief channel, for example.
  • a solenoid valve is present in the control line, which is opened if necessary and allows hydraulic oil to flow to the engine valve unit under control pressure.
  • This solenoid valve is preferably open when de-energized, while that in the return line is closed when de-energized.
  • a control line leads to each of the valve control units, a plurality of such control lines are each controlled by only one solenoid valve, wherein there is no overlap in time of the opening strokes when they are driven by the engine camshaft with drive cams.
  • FIG. 1 shows a longitudinal section through the valve control device of an engine intake valve with a partial section through the associated engine exhaust valve and the hydraulic circuit diagram associated with the control of the intake valve
  • FIG. 2 shows a control diagram of the hydraulic engine valve control for a 4-cylinder engine.
  • a controllable hydraulic valve tappet 5 is arranged between a valve stem 2 carrying a valve plate 1 and a drive cam 4 rotating with a camshaft 3.
  • the valve stem is guided axially displaceably in a bearing bush 6 of the motor head 7.
  • the valve plate 1 is pressed onto a valve seat 9 by a closing spring 8, the closing spring 8 being supported on the one hand on a flange of the bearing bush 6 and on the other hand on a spring plate 11 which is fastened to the end of the valve stem 2.
  • an outlet valve 12 is arranged in the engine valve head 7, which is basically similar, in other words is also actuated by a drive cam, not shown here, but with the difference that the valve tappet arranged between them is not controllable.
  • the valve tappet 5 has a sleeve-shaped cam piston 13, which is mounted in an axially displaceable manner in a guide bore 14 of the motor head 7 and has an intermediate floor 15 in its central region. Through this intermediate floor 15, the cam piston 13 is divided into two sleeve sections. In the one sleeve section 16, a valve piston 17 works in a radially sealing and axially displaceable manner, which covers the closing spring 8 in sections over the spring plate 11 and, on the other hand, with its end face delimits a pressure chamber 18 which is also delimited by the intermediate floor 15.
  • the storage spring 22 is supported on the one hand on the bottom of the storage piston 21 and on the other hand on a cap 27 through which the sleeve section 19 of the cam piston 13 is closed airtight, for example by rolling in, and engages on the side of the drive cams 4 facing away from the storage spring 22.
  • a control ring groove 28 is provided in the guide bore 14 in the area of the intermediate floor 15, which is crossed by a control line 29 which opens into the storage space 25.
  • a check valve 31 opening towards the storage space 25 is present.
  • the intermediate floor 15 there is a pressure channel 32 connecting the annular groove 26 to the pressure chamber 18.
  • a relief channel 33 is present in the intermediate floor, which connects the annular groove 28 to the storage chamber 25 and which is separated from the annular groove 28 after a certain stroke of the cam piston 13 has been covered is, so that in the starting position shown, this connection between the storage space 25 and the control line 29 exists, however, is interrupted after the start of the pressure stroke of the cam piston 13.
  • the valve control device shown is supplied via the control line 29 by a hydraulic system shown here only as a circuit diagram, with a feed pump 34 which supplies the hydraulic oil from an oil container 35 sucks and feeds the control lines 29, each of which leads to the individual hydraulically controlled valve lifters 5, the number of which corresponds to the number of engine cylinders.
  • the control pressure in the control line 29 is controlled via a pressure control valve 36.
  • a return line 37 branches off from the control line 29, which leads back to the oil container 35 and in which a 2/2 solenoid valve 38 is arranged, which is closed when de-energized.
  • the control line 29 branches twice in succession, with a 2/2-way solenoid valve 39, 40 being arranged in each of the further lines after the first branch, which is opened when de-energized, and of which the valve tappets of the engine cylinders I and I through the one solenoid valve 39 IV, however, the valve tappets of the motor cylinders II and III are simultaneously controlled by the other solenoid valve 40, as is described in more detail below with reference to FIG. 2.
  • the engine valve control system described in FIG. 1 works as follows: As long as the accumulator piston 21 rests with its end ring edge 23 on the valve seat 24, ie as long as no connection between the pressure chamber 18 and the accumulator chamber 25 via the pressure channel 32 is possible, the hydraulic valve tappet acts as a rigid one Element so that the lifting movement of the cam piston 13 generated by the drive cam 4 is transmitted directly to the valve stem 2 and thus to the valve plate 1.
  • the valve piston 17 is actuated synchronously with the cam piston 13, in both stroke directions.
  • the two solenoid valves 39, 40 are energized, that is to say in the blocking position.
  • the entire hydraulic oil quantity delivered by the feed pump 34 flows back to the oil tank 35 via the pressure holding valve 36.
  • the hydraulic oil pressure also acts in the storage space 25 via the control line 29 and causes the storage piston 21 to be lifted slightly from the valve seat 24, so that hydraulic oil from the pressure space 18 into the storage space from the annular groove 26 25 can flow.
  • this overcomes the force of the storage spring 22 very quickly and displaces the storage piston 21. Because of this short circuit between Pressure chamber 18 and storage chamber 25, the valve piston 17 is not moved, but remains in the position shown, in which the inlet valve is blocked with valve plate 1.
  • FIG. 2 shows the stroke of the engine valves or solenoid valves h (ordinate) via the rotation angle in ° camshaft (abscissa).
  • the ordinate representation is actually seven diagrams, one above the other, with the top four diagrams with I to IV being assigned to the valve lifters of the corresponding engine cylinders, and seen from above in the firing order first I, then III, then IV and finally II, before the valve lifter of I is actuated again.
  • the bottom diagram then corresponds to the solenoid valve 38, that above the solenoid valve 40 and the diagram above the solenoid valve 39.
  • the solenoid valve 38 is always open with interruptions. These interruptions fall just in the opening periods of the solenoid valves 39 and 40.
  • the control pressure from the control line 29 can only act when the solenoid valve 38 is blocked and one of the solenoid valves 39 or 40 is open.
  • This control situation that is to say control pressure in the control line 29, can only have an effect if the valve tappet 5 which has just been actuated is actuated via the drive cam 4, so that the working pressure required for the control effect can be set in the pressure chamber 18.
  • the valve tappet 5 which has just been actuated is actuated via the drive cam 4
  • control line 29 leading to the motor valve I and IV is actuated simultaneously by the solenoid valve 39, there is no overlap with the valve lifters III and II, for which the solenoid valve 40 is blocked at that time.
  • the respective point in time from which the control is to start depends on the overlap of diagram 38 with one of diagrams 39 and 40, the points in time being adjustable via the electronic control unit as a function of engine parameters.
EP90915089A 1989-11-25 1990-10-25 Hydraulische ventilsteuervorrichtung für brennkraftmaschinen Expired - Lifetime EP0455760B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3939003 1989-11-25
DE3939003A DE3939003A1 (de) 1989-11-25 1989-11-25 Hydraulische ventilsteuervorrichtung fuer brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0455760A1 EP0455760A1 (de) 1991-11-13
EP0455760B1 true EP0455760B1 (de) 1993-05-05

Family

ID=6394156

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90915089A Expired - Lifetime EP0455760B1 (de) 1989-11-25 1990-10-25 Hydraulische ventilsteuervorrichtung für brennkraftmaschinen

Country Status (7)

Country Link
US (1) US5113811A (ja)
EP (1) EP0455760B1 (ja)
JP (1) JPH04503098A (ja)
KR (1) KR0178534B1 (ja)
DE (2) DE3939003A1 (ja)
ES (1) ES2042310T3 (ja)
WO (1) WO1991008382A1 (ja)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5271360A (en) * 1990-11-08 1993-12-21 Aisin Seiki Kabushiki Kaisha Valve opening and closing timing control apparatus
JP2971592B2 (ja) * 1991-03-06 1999-11-08 アイシン精機株式会社 弁開閉時期制御装置
JP2971593B2 (ja) * 1991-03-06 1999-11-08 アイシン精機株式会社 弁開閉時期制御装置
US5197419A (en) * 1991-05-06 1993-03-30 Dingess Billy E Internal combustion engine hydraulic actuated and variable valve timing device
JPH05156914A (ja) * 1991-12-09 1993-06-22 Honda Motor Co Ltd 内燃機関の動弁装置
US5158048A (en) * 1992-04-02 1992-10-27 Siemens Automotive L.P. Lost motion actuator
US5451029A (en) * 1992-06-05 1995-09-19 Volkswagen Ag Variable valve control arrangement
US5216988A (en) * 1992-10-15 1993-06-08 Siemens Automotive L.P. Dual bucket hydraulic actuator
EP0763165A1 (en) * 1994-06-02 1997-03-19 Valasopoulos, Christos Piston internal combustion engine variable action valve lifter system
US5829397A (en) * 1995-08-08 1998-11-03 Diesel Engine Retarders, Inc. System and method for controlling the amount of lost motion between an engine valve and a valve actuation means
DE19621318C1 (de) * 1996-05-28 1997-06-05 Daimler Benz Ag Tassenstößelführung
US5996550A (en) * 1997-07-14 1999-12-07 Diesel Engine Retarders, Inc. Applied lost motion for optimization of fixed timed engine brake system
AT4872U1 (de) * 2000-11-20 2001-12-27 Avl List Gmbh Variabler ventiltrieb für ein nockenbetätigtes hubventil einer brennkraftmaschine
DE102004053202A1 (de) 2004-11-04 2006-06-01 Schaeffler Kg Ventiltrieb einer Brennkraftmaschine
US8578897B2 (en) * 2011-04-12 2013-11-12 Ford Global Technologies, Llc Valve system
CN107061810B (zh) * 2017-06-27 2023-03-21 眉山中车制动科技股份有限公司 一种具有最小工作压力的溢流式减压阀

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4164917A (en) * 1977-08-16 1979-08-21 Cummins Engine Company, Inc. Controllable valve tappet for use with dual ramp cam
JPS5447022A (en) * 1977-09-21 1979-04-13 Nissan Motor Co Ltd Valve lifter for internal combustion engine
DE3004396A1 (de) * 1980-02-07 1981-08-13 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Ventilsteuerung fuer brennkraftmaschinen
DE3511820A1 (de) * 1985-03-30 1986-10-02 Robert Bosch Gmbh, 7000 Stuttgart Ventilsteuervorrichtung fuer eine hubkolben-brennkraftmaschine
DE3511819A1 (de) * 1985-03-30 1986-10-09 Robert Bosch Gmbh, 7000 Stuttgart Ventilsteuervorrichtung
DE3815668A1 (de) * 1988-05-07 1989-11-16 Bosch Gmbh Robert Ventilsteuervorrichtung mit magnetventil fuer brennkraftmaschinen

Also Published As

Publication number Publication date
JPH04503098A (ja) 1992-06-04
WO1991008382A1 (de) 1991-06-13
US5113811A (en) 1992-05-19
DE59001371D1 (de) 1993-06-09
DE3939003A1 (de) 1991-05-29
ES2042310T3 (es) 1993-12-01
EP0455760A1 (de) 1991-11-13
KR0178534B1 (ko) 1999-03-20
KR920701616A (ko) 1992-08-12

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