EP0455762A1 - Elektrohydraulische ventilsteuervorrichtung für brennkraftmaschinen. - Google Patents
Elektrohydraulische ventilsteuervorrichtung für brennkraftmaschinen.Info
- Publication number
- EP0455762A1 EP0455762A1 EP19900915297 EP90915297A EP0455762A1 EP 0455762 A1 EP0455762 A1 EP 0455762A1 EP 19900915297 EP19900915297 EP 19900915297 EP 90915297 A EP90915297 A EP 90915297A EP 0455762 A1 EP0455762 A1 EP 0455762A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- shut
- channel
- pressure chamber
- control
- 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
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 17
- 239000010720 hydraulic oil Substances 0.000 claims description 14
- 238000011144 upstream manufacturing Methods 0.000 claims description 2
- 230000005540 biological transmission Effects 0.000 claims 1
- 239000003921 oil Substances 0.000 description 9
- 238000010586 diagram Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000008901 benefit Effects 0.000 description 3
- 230000000903 blocking effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000007789 sealing Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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
Definitions
- the invention relates to an electrohydraulic valve control device for internal combustion engines according to the preamble of the main claim.
- a solenoid valve is assigned to each individual engine valve to be controlled, so that a multi-cylinder internal combustion engine must have solenoid valves corresponding to the number of cylinders.
- the system is also susceptible to faults.
- connection cables are available, and the individual outputs for these cables or solenoid valves must have a correspondingly complex switching and programming device in the electronic control unit.
- the opening stroke curve of the valve corresponds to the curve of the cam track of the drive cam.
- the opening time cross-section is designed in such a way that it meets the maximum requirements, namely the full load at maximum speed. At low speeds, it is known that the torque and the performance of the internal combustion engine can be improved if the closing time of the engine inlet valve is set earlier. Because of the lower speeds and lower load, the required opening time cross section is of course also smaller.
- the drain channel is known to be opened by the solenoid valve during the opening process of the engine valve, which is problematic in that there is a high control pressure in the pressure chamber at this time, which also acts on the solenoid valve. In order to be able to overcome this pressure, the solenoid valve must either have a pilot control or a strong opening magnet, a pilot control being time-consuming, while a strong magnet is weight, volume and cost intensive.
- the electrohydraulic valve control device with the characterizing features of the main claim has the advantage that the high-pressure space for the period in which no control is to take place is separated from the solenoid valve by the shut-off valve in a simple manner.
- the solenoid valve can thus open as long as the shut-off valve is closed, so that as soon as the shut-off valve opens, the hydraulic oil flows through the solenoid valve to the oil without any load on the control system of the solenoid valve container can flow without pressure.
- the pressure in the pressure chamber is reduced again to such an extent that the shut-off valve closes automatically. Cavities remaining in the pressure chamber are filled with control oil that flows in via the inlet channel.
- the solenoid valve can always remain open at low speeds and loads - the time cross section is determined only by the first section of the drive cam track, namely until the valve piston, which is driven indirectly via the pressure chamber, controls the control channel controls and thus opens the shut-off valve, after which the pressure in the pressure chamber is reduced and the engine valve is closed again.
- the solenoid valve can then be clocked synchronously, and at high speeds and loads, the solenoid valve always remains closed.
- a check valve opening in the direction of the solenoid valve is arranged in the drain channel between the shut-off valve and the solenoid valve, and according to a further embodiment, further drain channels of other valve control units of the same internal combustion engine open into the drain channel between the check valve and the solenoid valve.
- the shut-off valve can only be opened when the engine valve has already opened a minimum stroke, ie the drive cam is rotated by a minimum angle of rotation, the overlapping sections are functionally elite beed, that is, control only becomes effective when the angle of rotation range of the camshaft is no longer effective, in which an overlap takes place.
- the check valve ensures that pressures which set in the further outlet channels, for example through opening pressures in pressure chambers of one of the other engine valves, do not extend into the pressure chamber of the engine valve under consideration.
- a relief line is provided between the control channel and the drain channel upstream of the shut-off valve, in which a check valve opening towards the drain channel is arranged.
- the cam path of the drive cam is designed to rise slowly and steeply as seen per angle of rotation of the camshaft. After a long, slow start with an intermediate area approximately constant lifting speed follows shortly A steep sequence persists in the maximum open position of the engine valve, through which the engine valve is closed as quickly as possible, especially after the start of control.
- the shut-off valve is designed as a slide valve, the slide of which can be pushed against a closing spring can be acted upon by hydraulic oil at the end face under pressure chamber pressure.
- FIG. 1 shows a longitudinal section through a valve control device with a correspondingly simplified hydraulic circuit diagram
- FIG. 2 shows a functional diagram of four identical valve control devices for a four-cylinder internal combustion engine. Description of the exemplary embodiment
- a cam piston 3 is arranged in a bore 2 in a radially sealing and axially displaceable manner, which is pressed by a plunger spring 4 against the outer raceway 5 of a drive cam 6, which is arranged on a camshaft 7 driven at half the engine speed in synchronism with the crankshaft.
- the camshaft 7 is driven in the direction of arrow I and has a first gradually increasing pressure stroke section II, which is followed by a steep suction stroke section III, the base circle section IV of the cam track 5 acting between these two working sections II and III, for which the cam piston remains in its initial position.
- the cam piston 3 displaces hydraulic oil during the pressure stroke caused by the drive cam 6 (pressure stroke section II of raceway 5), conveying hydraulic fluid driven into the pressure chamber 8 against the force of the plunger spring 4.
- the pressure chamber 8, is delimited by a valve piston 9, which is connected to a valve stem 11 of a valve disk 12 of an engine intake valve.
- the valve piston 9 is mounted in a bore 13 of the cylinder head 1 in an axially movable, radially sealing manner and is loaded by a closing spring 14. loads, which presses the valve plate 12 on the valve seat 15 and determines the closing force of this engine intake valve.
- the working pressure is thus also determined, which arises when the cam piston 3 is actuated by the drive cam 6 in the pressure chamber 8 before the valve piston 9 is displaced by this working pressure and opens the engine valve and the suction channel 16 connects to the combustion chamber of the internal combustion engine.
- a discharge channel 17 in which a shut-off valve 18, a check valve 19 and a magnetic valve 21 are arranged one after the other in the direction of flow are before the drain channel 17 opens into a hydraulic oil tank 22.
- the magnetic valve 21 is designed as a 2/2-way valve, which is closed when de-energized.
- the check valve 19 opens in the direction of flow towards the oil container 22.
- the shut-off valve 18 is designed as a slide valve, with a control slide 23, which is loaded by a control spring 24 in the closing direction shown.
- the control slide 23 is actuated by a hydraulic pressure which acts on the control slide 23 on the end face remote from the control spring 24 and which is supplied via a control channel 25, the input 26 of which is controlled by the valve piston 9.
- a hydraulic pressure which acts on the control slide 23 on the end face remote from the control spring 24 and which is supplied via a control channel 25, the input 26 of which is controlled by the valve piston 9.
- An inlet channel 29 opens into the pressure chamber 8, in which a check valve 31 opening in the direction of the pressure chamber is arranged.
- the feed channel 29 is supplied with hydraulic oil from the container 22 by a feed pump 32, the feed pressure of the feed pump 32 being kept largely constant via a pressure maintaining valve 33.
- discharge channels 34 with check valves 35 from further valve control units belonging to the same engine open into the discharge channel 17 between the check valve 19 and the magnetic valve 21.
- This exemplary embodiment is a four-cylinder internal combustion engine, the engine valve control units always being hydraulically decoupled from the solenoid valve 21 via the respective shut-off valve 18. where the drive cam 6 is currently not effective.
- the electro-hydraulic valve control device described works as follows: via the camshaft 7, which is driven synchronously with the crankshaft at half the engine speed, the drive cam 6 is driven in the direction of rotation I and actuates the cam piston 3 via its cam path II to IV against the force of the plunger spring 4, wherein hydraulic oil present in the bore 2 is conveyed into the pressure chamber 8 during the pressure stroke section II of the raceway 5, in order to then take up oil from the pressure chamber 8 again during the suction stroke section III of the raceway 5 as a suction stroke of the cam piston 3.
- the cam piston 3 remains in the position shown, the plunger spring 4 ensures a positive connection between the cam piston 3 and drive cam track. However, the plunger spring 4 does not affect the pressure in the pressure chamber 8.
- the valve piston 9 including the valve stem 11 and the valve plate 12 is moved downward against the force of the closing spring 14, as a result of which the valve plate 12 lifts off the valve seat 15 and the suction channel 16 is opened accordingly.
- the amount of air subsequently flowing into the engine cylinder depends on the one hand on this control stroke and on the other hand on the control duration, which results in the so-called opening time cross section.
- this opening time cross section is inversely proportional to the rotational speed, ie the opening time cross section is small at high speeds and vice versa large at low speeds.
- there are influences due to inertia, friction and throttling effects which should not be dealt with in detail here.
- the check valve 31 and thus the inlet channel 29 are blocked.
- the drain channel 17 is also initially blocked by the shut-off valve 18.
- the valve piston 9 As soon as the valve piston 9 is displaced by a minimum stroke, it opens the input 26 of the control channel 25, after which the oil pressure propagates to the front side of the control slide 23 and moves it against the force of the control spring 24, whereby the drain channel 17 is opened.
- this opening of the shut-off valve 18 does not have a significant effect on the pressure in the pressure chamber 8, so that the valve piston 9 and thus the valve disk 12 are moved further downward as long as the pressure stroke section II of the drive cam 6 is effective is.
- This pressure stroke section II is designed such that the stroke movement is largely linear, that is to say uniform, with a smooth transition to the stroke end.
- the Nockenkolbe ⁇ 3 comes at only about 60 to 80 ° angle of rotation of the camshaft ( Q NW) back into the starting position shown - driven by the plunger spring 4 - so that the valve piston 9 and the valve plate 12 are correspondingly quickly upwards by the closing spring 14 be pushed, after which the engine valve closes.
- the input 26 of the control channel 25 is blocked by the valve piston 9, although, due to the pressure reduction in the pressure chamber 8, the control slide 23 is previously driven in the direction of its blocked position by the control spring 24.
- the relief line 27 makes it possible for the remaining oil quantities displaced by the control slide 23 to flow back into the outlet channel 17 via the check valve 28 and to ensure the blocking position of the shut-off valve 18.
- the function of the engine valve control according to the invention in a four-cylinder internal combustion engine is described below with the aid of the diagram shown in FIG. 2, the drain channels 34 leading to the other three engine valve control units and all four engine valve control units of this engine using only one solenoid valve 21 can be controlled.
- the stroke h (ordinate) of the valve piston 9 or valve plate 12 is plotted over the angle of rotation in ° NW (abscissa).
- the four engine cylinders are labeled a, b, c and d in the order in which they are arranged side by side.
- the ignition sequence for this four-cylinder internal combustion engine is c, d, b, a.
- the actuation of the solenoid valve 21 caused by the electronic control device can thus be such that this solenoid valve always remains closed at high speed and load, in order to achieve an optimal opening time cross-section on the engine valve, and that the solenoid valve at low speeds and loads always remains open in order to keep the opening time cross-section as small as possible, which is then determined by the blocking time of the shut-off valve.
- the control takes place by clocking the solenoid valve, which can be done, for example, in synchronism with the crank angle. In this way, the range between 100 ° NW and 270 ° NW, ie the final valve closing point, is controlled independently for each of the four cylinders via the solenoid valve 21.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3939066 | 1989-11-25 | ||
DE3939066A DE3939066A1 (de) | 1989-11-25 | 1989-11-25 | Elektrohydraulische ventilsteuervorrichtung fuer brennkraftmaschinen |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0455762A1 true EP0455762A1 (de) | 1991-11-13 |
EP0455762B1 EP0455762B1 (de) | 1993-12-29 |
Family
ID=6394205
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP90915297A Expired - Lifetime EP0455762B1 (de) | 1989-11-25 | 1990-10-26 | Elektrohydraulische ventilsteuervorrichtung für brennkraftmaschinen |
Country Status (7)
Country | Link |
---|---|
US (1) | US5154143A (de) |
EP (1) | EP0455762B1 (de) |
JP (1) | JPH04502661A (de) |
KR (1) | KR920701615A (de) |
DE (2) | DE3939066A1 (de) |
ES (1) | ES2048508T3 (de) |
WO (1) | WO1991008383A1 (de) |
Families Citing this family (32)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1995033919A1 (en) * | 1994-06-02 | 1995-12-14 | Christos Valasopoylos | Piston internal combustion engine variable action valve lifter system |
US5499606A (en) * | 1995-01-11 | 1996-03-19 | Siemens Automotive Corporation | Variable timing of multiple engine cylinder valves |
US5503120A (en) * | 1995-01-18 | 1996-04-02 | Siemens Automotive Corporation | Engine valve timing control system and method |
CN1139178A (zh) * | 1995-06-23 | 1997-01-01 | 张宇坤 | 偏心轮(凸轮)式液压气门机构 |
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 |
US5816226A (en) * | 1997-07-09 | 1998-10-06 | Jernigan; Carl L. | In-line fuel treatment device |
US6112710A (en) * | 1997-11-21 | 2000-09-05 | Diesel Engine Retarders, Inc. | Method and system start-up apparatus for removing air and debris from a valve actuation system |
JP3814462B2 (ja) * | 2000-05-30 | 2006-08-30 | 株式会社日立製作所 | 内燃機関のバルブリフタ |
AT4872U1 (de) * | 2000-11-20 | 2001-12-27 | Avl List Gmbh | Variabler ventiltrieb für ein nockenbetätigtes hubventil einer brennkraftmaschine |
DE10064650B4 (de) * | 2000-12-22 | 2016-04-28 | Robert Bosch Gmbh | Elektronische Verfahren und Einrichtung der Steuerung von Gaswechselventilen eines Verbrennungsmotors mit variabler Öffnungsfunktion |
US6694933B1 (en) * | 2002-09-19 | 2004-02-24 | Diesel Engine Retarders, Inc. | Lost motion system and method for fixed-time valve actuation |
DE102004011638A1 (de) * | 2004-03-10 | 2005-09-29 | Ina-Schaeffler Kg | Elektrohydraulisches Schaltmodul |
US6886511B1 (en) | 2004-04-07 | 2005-05-03 | General Motors Corporation | Lost motion assembly for a poppet valve of an internal combustion engine |
DE102004024266A1 (de) * | 2004-05-15 | 2005-12-01 | Daimlerchrysler Ag | Vorrichtung zur Betätigung eines Gaswechselventils einer Brennkraftmaschine |
MX2009011292A (es) * | 2007-08-07 | 2009-10-30 | Scuderi Group Llc | Motor de ciclo dividido con apertura de valvula de compresion de cruce temprana. |
US20090308340A1 (en) * | 2008-06-11 | 2009-12-17 | Gm Global Technology Operations, Inc. | Cam-Driven Hydraulic Lost-Motion Mechanisms for Overhead Cam and Overhead Valve Valvetrains |
US8011331B2 (en) * | 2008-09-12 | 2011-09-06 | GM Global Technology Operations LLC | Eight-stroke engine cycle |
AT505832B1 (de) * | 2008-09-18 | 2011-01-15 | Avl List Gmbh | Motorbremseinrichtung für eine brennkraftmaschine |
DE102008049181A1 (de) * | 2008-09-26 | 2010-04-01 | Schaeffler Kg | Elektrohydraulische Ventilsteuerung |
US8191516B2 (en) * | 2009-03-09 | 2012-06-05 | GM Global Technology Operations LLC | Delayed exhaust engine cycle |
KR101154401B1 (ko) | 2009-12-04 | 2012-06-15 | 현대자동차주식회사 | 전기-유압 가변 밸브 리프트 장치 |
KR101154412B1 (ko) * | 2010-11-11 | 2012-06-15 | 현대자동차주식회사 | 유압 가변 밸브 리프트 장치 |
US8689541B2 (en) | 2011-02-16 | 2014-04-08 | GM Global Technology Operations LLC | Valvetrain control method and apparatus for conserving combustion heat |
US8701607B2 (en) | 2011-08-25 | 2014-04-22 | Chrysler Group Llc | System and method for engine valve lift strategy |
US8788182B2 (en) | 2011-09-07 | 2014-07-22 | GM Global Technology Operations LLC | Engine speed based valvetrain control systems and methods |
US8707679B2 (en) | 2011-09-07 | 2014-04-29 | GM Global Technology Operations LLC | Catalyst temperature based valvetrain control systems and methods |
EP2597276B1 (de) * | 2011-11-24 | 2014-04-16 | C.R.F. Società Consortile per Azioni | Brennkraftmaschine mit variablem Ventiltrieb mit einem Drei-Wege-Solenoidventil |
EP2693009B1 (de) | 2012-07-31 | 2014-12-10 | C.R.F. Società Consortile per Azioni | Verbrennungsmotor mit einem System zur variablen Betätigung der Einlassventile mit Dreiwege-Magnetventilen und Verfahren zur Steuerung des Motors |
CN104265393A (zh) * | 2014-07-25 | 2015-01-07 | 贵州大学 | 新型可变气门正时系统 |
US9494115B2 (en) * | 2014-09-22 | 2016-11-15 | Continental Automotive Systems, Inc. | Pump control apparatus and method |
JP6252995B2 (ja) * | 2016-03-14 | 2017-12-27 | マツダ株式会社 | エンジンの制御装置 |
DE102016219297B4 (de) * | 2016-10-05 | 2021-12-30 | Schaeffler Technologies AG & Co. KG | Hydraulikeinheit für eine Brennkraftmaschine mit hydraulisch variablem Gaswechselventiltrieb |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2825316A1 (de) * | 1978-06-09 | 1979-12-20 | Maschf Augsburg Nuernberg Ag | Regelbare hydraulische ventilsteuerung fuer hubkolbenkraft- oder arbeitsmaschinen |
SU1023116A1 (ru) * | 1978-12-28 | 1983-06-15 | Ворошиловградский машиностроительный институт | Гидравлический привод клапанов двигател внутреннего сгорани |
DE2926327A1 (de) * | 1979-06-29 | 1981-01-29 | Volkswagenwerk Ag | Mechanisch-hydraulische ventilsteuerung |
DE3135650A1 (de) * | 1981-09-09 | 1983-03-17 | Robert Bosch Gmbh, 7000 Stuttgart | "ventilsteuerung fuer hubkolben-brennkraftmaschinen mit mechanisch-hydraulischen bewegungsuebertragungsmitteln" |
JPH0612058B2 (ja) * | 1984-12-27 | 1994-02-16 | トヨタ自動車株式会社 | 可変バルブタイミング・リフト装置 |
DE3511819A1 (de) * | 1985-03-30 | 1986-10-09 | Robert Bosch Gmbh, 7000 Stuttgart | Ventilsteuervorrichtung |
DE3511820A1 (de) * | 1985-03-30 | 1986-10-02 | Robert Bosch Gmbh, 7000 Stuttgart | Ventilsteuervorrichtung fuer eine hubkolben-brennkraftmaschine |
US4716863A (en) * | 1985-11-15 | 1988-01-05 | Pruzan Daniel A | Internal combustion engine valve actuation system |
DE3815668A1 (de) * | 1988-05-07 | 1989-11-16 | Bosch Gmbh Robert | Ventilsteuervorrichtung mit magnetventil fuer brennkraftmaschinen |
-
1989
- 1989-11-25 DE DE3939066A patent/DE3939066A1/de not_active Withdrawn
-
1990
- 1990-10-26 JP JP2514226A patent/JPH04502661A/ja active Pending
- 1990-10-26 ES ES90915297T patent/ES2048508T3/es not_active Expired - Lifetime
- 1990-10-26 DE DE90915297T patent/DE59004045D1/de not_active Expired - Fee Related
- 1990-10-26 KR KR1019910700767A patent/KR920701615A/ko active IP Right Grant
- 1990-10-26 US US07/690,882 patent/US5154143A/en not_active Expired - Fee Related
- 1990-10-26 WO PCT/DE1990/000818 patent/WO1991008383A1/de active IP Right Grant
- 1990-10-26 EP EP90915297A patent/EP0455762B1/de not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO9108383A1 * |
Also Published As
Publication number | Publication date |
---|---|
KR920701615A (ko) | 1992-08-12 |
DE59004045D1 (de) | 1994-02-10 |
EP0455762B1 (de) | 1993-12-29 |
ES2048508T3 (es) | 1994-03-16 |
DE3939066A1 (de) | 1991-05-29 |
US5154143A (en) | 1992-10-13 |
JPH04502661A (ja) | 1992-05-14 |
WO1991008383A1 (de) | 1991-06-13 |
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