EP0515307A1 - Control device for exhaust valves of an internal combustion engine - Google Patents

Control device for exhaust valves of an internal combustion engine Download PDF

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Publication number
EP0515307A1
EP0515307A1 EP92810309A EP92810309A EP0515307A1 EP 0515307 A1 EP0515307 A1 EP 0515307A1 EP 92810309 A EP92810309 A EP 92810309A EP 92810309 A EP92810309 A EP 92810309A EP 0515307 A1 EP0515307 A1 EP 0515307A1
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EP
European Patent Office
Prior art keywords
exhaust valve
column
piston
stroke
cam
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
EP92810309A
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German (de)
French (fr)
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EP0515307B1 (en
Inventor
Robert Hofer
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Winterthur Gas and Diesel AG
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Winterthur Gas and Diesel AG
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Publication of EP0515307A1 publication Critical patent/EP0515307A1/en
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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • 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

Definitions

  • the invention relates to a device for controlling the exhaust valve of a reciprocating piston internal combustion engine, with a servo piston connected to the exhaust valve and which is acted upon by a column of hydraulic pressure medium, which is located in a line extending between the servo piston and a stroke transmitter, the one of which Cam of a camshaft moving stroke encoder moves the column in time with the machine against the servo piston, whereby the exhaust valve is actuated in the opening direction.
  • the pressure of the pressure medium opening the outlet valve and thus the opening and closing times of this valve are dependent on the shape of the cam driving the stroke transmitter on the camshaft.
  • the compression pressure and thus the ignition pressure in the working cylinder of the internal combustion engine also depend on the closing time.
  • the cam shape once defined cannot be varied during operation. Variability is desirable, however, with regard to the partial load operation of the internal combustion engine.
  • the object of the invention is to improve a control device of the type mentioned at the outset in such a way that the closing time of the exhaust valve can be varied, specifically in relation to the closing time determined by the cam shape.
  • a closable opening in the form of a drain channel is provided in the area of the column and that the drain channel is in operative connection with a control piston connected to the stroke transmitter and has an adjustable throttle point, over which during part of the time during the cam is moved by the cam, a certain amount of pressure medium is released.
  • the outlet valve By releasing pressure medium through the discharge channel, the outlet valve reaches the closing time earlier than before. This causes a change in the compression pressure and thus also the ignition pressure, which can now be kept constant in the upper part of the load range. This possibility also makes it possible to improve the fuel consumption in this part-load operation of the internal combustion engine.
  • the throttle cross-section in the discharge duct is adjusted depending on the load.
  • a working piston 2 is arranged to move up and down in a working cylinder 1 of a 2-stroke diesel internal combustion engine.
  • the working piston 2 is connected via a piston rod, not shown, to a crosshead, which is articulated in a known manner on the crank pin of a crankshaft via a push rod.
  • a cylinder head 3 which delimits a combustion chamber 7.
  • a housing part 4 is inserted, which contains an exhaust duct 8 in its lower section.
  • a seat surface 5 is formed which interacts with an exhaust valve 9.
  • purge air slots 10 In the wall of the working cylinder 1 there are several purge air slots 10, only one of which is shown in FIG.
  • the scavenging air slots are connected to a scavenging air chamber 11, from which scavenging air enters the combustion chamber 7 via the scavenging air slots 10 when the working piston 2 with its upper boundary edge has cleared the scavenging air slots 10 during the downward stroke.
  • the purge air that then enters pushes the combustion gases into the exhaust duct 8 via the open exhaust valve 9, whereupon the air compresses during the upward stroke and with the exhaust valve 9 closed when the upper edge of the working piston 2 has passed the purge air slots 10.
  • the cylinder head 3 at least one fuel injector is arranged in a known manner, which in the area of the top dead center of the Working piston 2 injected diesel oil into the compressed air in combustion chamber 7.
  • a servo piston 12 is arranged, which is guided in a cylinder 13 of the housing part 4.
  • a compressed air line 15, which contains a throttle 14, is connected to the cylinder space located in FIG. 1 below the servo piston 12.
  • the air enclosed in this way in the cylinder space below the servo piston 12 forms an air spring which acts on the exhaust valve 9 in a closing sense.
  • the servo piston 12 protrudes with its upper end in FIG. 1 into a cylinder space 19 to which a line 20 is connected which opens into a cylinder space 63 of a control device 68 which is arranged separately from the internal combustion engine.
  • the cylinder chamber 19, the line 20 and the cylinder chamber 63 are filled with a hydraulic pressure medium, for example oil.
  • a control piston 62 is guided in the cylinder space 63 and is supported on the upper end of a stroke transmitter 61.
  • the stroke transmitter 61 is provided at its lower end in FIG. 1 with a roller 22 which is supported on a cam 23 'of a camshaft 23.
  • the line 20 is filled by means of a pump 24 with the hydraulic pressure medium, which is sucked out of a tank 25 and is conveyed into the line 20 via a line 26 with a check valve 27 with a pressure between, for example, 8 and 16 bar.
  • a conduit 65 branches off from the line 26 and opens into the cylinder space 63, at the level of the upper end face of the control piston 62 in FIG. 1, which is in its lowest position in the position shown .
  • a pressure relief valve 24 ' is also arranged in a known manner.
  • a vent line 54 leading to the tank 25 is connected to a throttle point.
  • the control piston 62 is provided with three piston rings 64 arranged distributed over its length.
  • FIG.1 In Fig.1 below the mouth of the channel 65 in the cylinder chamber 63 branches off from this an outlet channel 66, which leads via a shoulder 67 'to a space 67 into which a movably guided throttle pin 69 protrudes.
  • a line 34 is connected to the space 67 and leads to the tank 25.
  • An axial channel 70 extends from the upper end face of the control piston 62 in FIG. 1 and opens at its lower end into an annular groove 71 which is arranged in the lower half of the control piston 62.
  • the annular groove 71 is arranged on the control piston 62 so that it is in the uppermost position of the control piston in front of the mouth of the discharge channel 66, the control piston 62 shutting off the mouth of the channel 65 with its outer surface located above the annular groove 71.
  • the discharge channel 66 is expediently given one of the three cross-sections shown in FIG. 1a, the triangular-like cross-section on the outside on the right being the best in order to avoid vacuum formation in the cylinder space 63 when the control piston 62 moves downward.
  • the position of the throttle pin 69 relative to the shoulder 67 ' is dependent on a controller 78, which is supplied with an electrical signal corresponding to the flushing pressure via the signal line 58 and a signal corresponding to the setpoint of the closing time of the exhaust valve 9 via an signal line 59.
  • the one corresponding to the flushing pressure Signal is representative of the load of the internal combustion engine.
  • the controller 78 is connected via two pressure medium lines 72 and 73 to an actuating cylinder 74, in which an actuating piston 75 is movably guided.
  • the piston 75 is articulated to a lever 76 of an eccentric shaft 77, on the eccentric 79 of which a pivot lever 80 is supported.
  • the controller 78 adjusts the eccentric 79 via the actuating piston 75, as a result of which the pivoting lever 80 is adjusted about the articulation point 81, which results in a displacement of the throttle pin 69 and thus the throttling effect.
  • a pivotable cam 82 is also operatively connected to the eccentric shaft 77, which in turn interacts with a fuel regulating linkage 83.
  • the cam disk 82 acts as a load limitation for the internal combustion engine.
  • the stroke curve of the control piston 62 is plotted over the time axis B and two stroke curves of the exhaust valve 9 are plotted over the identical time axis C, namely with the solid line D the stroke curve when using the invention and with the dashed line E the stroke curve without application the invention.
  • the point F on the axis B is about 100 'crank angle before UT and at point R (about 80 ° before UT) on the axis C, the opening of the exhaust valve 9 begins because the roller 22 runs onto the cam 23'.
  • the annular groove 70 on the control piston 62 arrives in front of the discharge channel 66 and then remains in front of it until it leaves the mouth of the discharge channel again between the points K and M. It starts at point H on axis C. Discharge of pressure medium via the discharge channel 66, whereby the exhaust valve 9 - deviating from the course given by the shape of the cam 23 '(dashed line E) - begins the course of movement according to curve D.
  • the outlet valve 9 is again in the closed position, ie approximately 10 ° crank angle before the point P, namely the closing time, which would be given by the shape of the cam 23 '.
  • Point N can be both closer to point P and closer to UT. The greatest distance between point N and point P is approximately 50 °.
  • Fig.1 works as follows: In the drawn position of the camshaft 23, the working piston 2 is in the area of the top dead center.
  • the outlet valve 9 is opened after the roller 22 of the stroke encoder 61 runs onto the cam 23 'and the control piston 62 has passed the mouth of the channel 65, so that the pressure medium column in the line 20 is displaced towards the cylinder chamber 19. As a result of this displacement, the outlet valve 9 is moved in an opening sense. As soon as the upper boundary edge of the annular groove 71 on the control piston 62 in FIG.
  • the pressure medium volume of the column in line 20 is replenished by pump 24 via line 26 after the annular groove 71 has passed the mouth of the discharge channel 66 during the downward stroke of the control piston 62.

Abstract

The device has a servopiston (12) which is connected to the exhaust valve (9) and is acted upon by a column of hydraulic fluid. The column is contained in a conduit (20) extending between the servopiston (12) and a stroke transmitter (61). A cam (23') of a camshaft (23) moves the stroke transmitter (61) in time with the engine and in doing this displaces the column towards the servopiston (12), the exhaust valve (9) thereby being actuated in the opening direction. Provided in the region of the column is a closable discharge passage (66) with a throttle (67', 69), via which a certain quantity of the hydraulic fluid is discharged for part of the time during which the stroke transmitter (61) is being moved by the cam (23'). It is thereby possible to vary the time at which the exhaust valve closes. <IMAGE>

Description

Die Erfindung bezieht sich auf eine Einrichtung zum Steuern des Auslassventils einer Hubkolbenbrennkraftmaschine, mit einem mit dem Auslassventil verbundenen Servokolben, der von einer Säule eines hydraulischen Druckmittels beaufschlagt ist, die sich in einer zwischen dem Servokolben und einem Hubgeber erstreckenden Leitung befindet, wobei der von einem Nocken einer Nockenwelle bewegte Hubgeber die Säule im Takt der Maschine gegen den Servokolben verschiebt, wodurch das Auslassventil im Oeffnungssinn betätigt wird.The invention relates to a device for controlling the exhaust valve of a reciprocating piston internal combustion engine, with a servo piston connected to the exhaust valve and which is acted upon by a column of hydraulic pressure medium, which is located in a line extending between the servo piston and a stroke transmitter, the one of which Cam of a camshaft moving stroke encoder moves the column in time with the machine against the servo piston, whereby the exhaust valve is actuated in the opening direction.

In bekannten Einrichtungen dieser Art sind der das Auslassventil öffnende Druck des Druckmittels und damit der Oeffnungs- und der Schliesszeitpunkt dieses Ventils von der Form des den Hubgeber antreibenden Nockens auf der Nockenwelle abhängig. Vom schliesszeitpunkt sind auch der Kompressionsdruck und damit der Zünddruck im Arbeitszylinder der Brennkraftmaschine abhängig. Die einmal festgelegte Nockenform ist im Betrieb nicht variierbar. Eine Variierbarkeit ist aber wünschbar, und zwar im Hinblick auf den Teillastbetrieb der Brennkraftmaschine.In known devices of this type, the pressure of the pressure medium opening the outlet valve and thus the opening and closing times of this valve are dependent on the shape of the cam driving the stroke transmitter on the camshaft. The compression pressure and thus the ignition pressure in the working cylinder of the internal combustion engine also depend on the closing time. The cam shape once defined cannot be varied during operation. Variability is desirable, however, with regard to the partial load operation of the internal combustion engine.

Der Erfindung liegt die Aufgabe zugrunde, eine Steuereinrichtung der eingangs genannten Art dahingehend zu verbessern, dass der Schliesszeitpunkt des Auslassventils variiert werden kann, und zwar gegenüber dem durch die Nockenform bestimmten Schliesszeitpunkt vorverlegt werden kann.The object of the invention is to improve a control device of the type mentioned at the outset in such a way that the closing time of the exhaust valve can be varied, specifically in relation to the closing time determined by the cam shape.

Diese Aufgabe wird erfindungsgemäss dadurch gelöst, dass im Bereich der Säule eine verschliessbare Oeffnung in Form eines Ablasskanals vorgesehen ist und dass der Ablasskanal mit einem mit dem Hubgeber verbundenen Steuerkolben in Wirkungsverbindung steht und eine einstellbare Drosselstelle aufweist, über die während eines Teiles der Zeit, während der der Hubgeber von dem Nocken bewegt wird, eine bestimmte Menge des Druckmittels abgelassen wird.This object is achieved according to the invention in that a closable opening in the form of a drain channel is provided in the area of the column and that the drain channel is in operative connection with a control piston connected to the stroke transmitter and has an adjustable throttle point, over which during part of the time during the cam is moved by the cam, a certain amount of pressure medium is released.

Durch Ablassen von Druckmittel über den Ablasskanal erreicht das Auslassventil also früher als bisher den Schliesszeitpunkt. Dies bewirkt eine Aenderung des Kompressionsdruckes und damit auch des Zünddruckes, der nunmehr im oberen Teillastbereich konstant gehalten werden kann. Durch diese Möglichkeit gelingt es auch, bei diesem Teillastbetrieb der Brennkraftmaschine den Brennstoffverbrauch zu verbessern. Ein Vorstellen des Drosselquerschnitts im Ablasskanal erfolgt lastabhängig.By releasing pressure medium through the discharge channel, the outlet valve reaches the closing time earlier than before. This causes a change in the compression pressure and thus also the ignition pressure, which can now be kept constant in the upper part of the load range. This possibility also makes it possible to improve the fuel consumption in this part-load operation of the internal combustion engine. The throttle cross-section in the discharge duct is adjusted depending on the load.

Ein Ausführungsbeispiel der Erfindung ist in der folgenden Beschreibung anhand der Zeichnung näher erläutert. Es zeigen:

  • Fig.1 schematisch einen Vertikalschnitt durch den oberen Teil eines Arbeitszylinders mit einem Auslassventil und mit einer elektrisch-mechanischen Steuereinrichtung,
  • Fig.1a drei verschiedene Kanalquerschnitte für einen Ablasskanal und
  • Fig.2 ein Diagramm, das über der Zeit jeweils den Hub des mit dem Hubgeber verbundenen Steuerkolbens und des Auslassventils zeigt.
An embodiment of the invention is explained in more detail in the following description with reference to the drawing. Show it:
  • 1 schematically shows a vertical section through the upper part of a working cylinder with an outlet valve and with an electrical-mechanical control device,
  • Fig.1a three different channel cross sections for a drain channel and
  • 2 is a diagram showing the stroke of the control piston connected to the stroke transmitter and the exhaust valve over time.

Gemäss Fig.1 ist in einem Arbeitszylinder 1 einer 2-Takt-Dieselbrennkraftmaschine ein Arbeitskolben 2 auf- und abbeweglich angeordnet. Der Arbeitskolben 2 ist über eine nicht dargestellte Kolbenstange mit einem Kreuzkopf verbunden, der in bekannter Weise über eine Schubstange am Kurbelzapfen einer Kurbelwelle angelenkt ist. Am oberen Ende des Arbeitszylinders 1 befindet sich ein Zylinderkopf 3, der einen Brennraum 7 begrenzt. Im Zentrum des Zylinderkopfes 3 ist ein Gehäuseteil 4 eingesetzt, der in seinem unteren Abschnitt einen Auspuffkanal 8 enthält. Am Eintritt des Auspuffkanals ist eine Sitzfläche 5 ausgebildet, die mit einem Auslassventil 9 zusammenwirkt. In der Wand des Arbeitszylinders 1 befinden sich mehrere Spülluftschlitze 10, von denen in Fig.1 nur einer dargestellt ist. Auf der Aussenseite des Arbeitszylinders 1 stehen die Spülluftschlitze mit einer Spülluftkammer 11 in Verbindung, aus der Spülluft über die Spülluftschlitze 10 in den Brennraum 7 eintritt, wenn der Arbeitskolben 2 mit seiner oberen Begrenzungskante beim Abwärtshub die Spülluftschlitze 10 freigegeben hat. Die dann eintretende Spülluft stösst die Verbrennungsgase über das geöffnete Auslassventil 9 in den Auspuffkanal 8, woraufhin beim Aufwärtshub und bei geschlossenem Auslassventil 9 ein Verdichten der Luft stattfindet, wenn der Arbeitskolben 2 mit seiner Oberkante die Spülluftschlitze 10 passiert hat. Im Zylinderkopf 3 ist in bekannter Weise mindestens eine Brennstoffeinspritzdüse angeordnet, die im Bereich des oberen Totpunktes des Arbeitskolbens 2 Dieselöl in die verdichtete Luft im Brennraum 7 einspritzt.According to FIG. 1, a working piston 2 is arranged to move up and down in a working cylinder 1 of a 2-stroke diesel internal combustion engine. The working piston 2 is connected via a piston rod, not shown, to a crosshead, which is articulated in a known manner on the crank pin of a crankshaft via a push rod. At the upper end of the working cylinder 1 there is a cylinder head 3 which delimits a combustion chamber 7. In the center of the cylinder head 3, a housing part 4 is inserted, which contains an exhaust duct 8 in its lower section. At the inlet of the exhaust duct, a seat surface 5 is formed which interacts with an exhaust valve 9. In the wall of the working cylinder 1 there are several purge air slots 10, only one of which is shown in FIG. On the outside of the working cylinder 1, the scavenging air slots are connected to a scavenging air chamber 11, from which scavenging air enters the combustion chamber 7 via the scavenging air slots 10 when the working piston 2 with its upper boundary edge has cleared the scavenging air slots 10 during the downward stroke. The purge air that then enters pushes the combustion gases into the exhaust duct 8 via the open exhaust valve 9, whereupon the air compresses during the upward stroke and with the exhaust valve 9 closed when the upper edge of the working piston 2 has passed the purge air slots 10. In the cylinder head 3 at least one fuel injector is arranged in a known manner, which in the area of the top dead center of the Working piston 2 injected diesel oil into the compressed air in combustion chamber 7.

An dem dem Brennraum 7 abgewendeten Ende des Auslassventils 9 ist ein Servokolben 12 angeordnet, der in einem Zylinder 13 des Gehäuseteils 4 geführt ist. An dem in Fig.1 unterhalb des Servokolbens 12 befindlichen Zylinderraum ist eine Druckluftleitung 15 angeschlossen, die eine Drossel 14 enthält. Die auf diese Weise im Zylinderraum unterhalb des Servokolbens 12 eingeschlossene Luft bildet eine Luftfeder, die auf das Auslassventil 9 in schliessendem Sinne wirkt.At the end of the exhaust valve 9 facing away from the combustion chamber 7, a servo piston 12 is arranged, which is guided in a cylinder 13 of the housing part 4. A compressed air line 15, which contains a throttle 14, is connected to the cylinder space located in FIG. 1 below the servo piston 12. The air enclosed in this way in the cylinder space below the servo piston 12 forms an air spring which acts on the exhaust valve 9 in a closing sense.

Der Servokolben 12 ragt mit seinem in Fig.1 oberen Ende in einen Zylinderraum 19, an den eine Leitung 20 angeschlossen ist, die in einen Zylinderraum 63 einer Steuervorrichtung 68 mündet, die getrennt von der Brennkraftmaschine angeordnet ist. Der Zylinderraum 19, die Leitung 20 und der Zylinderraum 63 sind mit einem hydraulischen Druckmittel, z.B. Oel, gefüllt. Im Zylinderraum 63 ist ein Steuerkolben 62 geführt, der sich am oberen Ende eines Hubgebers 61 abstützt. Der Hubgeber 61 ist an seinem in Fig.1 unteren Ende mit einer Rolle 22 versehen, die sich auf einem Nocken 23′ einer Nockenwelle 23 abstützt. Die Leitung 20 wird mittels einer Pumpe 24 mit dem hydraulischen Druckmittel gefüllt, das aus einem Tank 25 angesaugt und über eine Leitung 26 mit Rückschlagventil 27 mit einem Druck zwischen beispielsweise 8 und 16 bar in die Leitung 20 gefördert wird. Zwischen der Pumpe 24 und dem Rückschlagventil 27 zweigt von der Leitung 26 ein Kanal 65 ab, der in den Zylinderraum 63 mündet, und zwar auf der Höhe der in Fig.1 oberen Stirnfläche des Steuerkolbens 62, der in der gezeichneten Lage seine tiefste Stellung innehat. Auf der Förderseite der Pumpe 24 ist auch in bekannter Weise ein Ueberdruckventil 24′ angeordnet. Am Zylinderraum 19 ist eine zum Tank 25 führende Entlüftungsleitung 54 mit einer Drosselstelle angeschlossen. Das in Fig.1 obere Ende des Zylinderraumes 19 ist so gestaltet, dass der Servokolben 12 hydraulisch gedämpft wird, kurz bevor er seine obere Endstellung erreicht. Damit wird ein hartes Aufschlagen des Auslassventils 9 auf die Sitzfläche 5 vermieden. Zum Abdichten des Zylinderraums 63 ist der Steuerkolben 62 mit drei über dessen Länge verteilt angeordneten Kolbenringen 64 versehen.The servo piston 12 protrudes with its upper end in FIG. 1 into a cylinder space 19 to which a line 20 is connected which opens into a cylinder space 63 of a control device 68 which is arranged separately from the internal combustion engine. The cylinder chamber 19, the line 20 and the cylinder chamber 63 are filled with a hydraulic pressure medium, for example oil. A control piston 62 is guided in the cylinder space 63 and is supported on the upper end of a stroke transmitter 61. The stroke transmitter 61 is provided at its lower end in FIG. 1 with a roller 22 which is supported on a cam 23 'of a camshaft 23. The line 20 is filled by means of a pump 24 with the hydraulic pressure medium, which is sucked out of a tank 25 and is conveyed into the line 20 via a line 26 with a check valve 27 with a pressure between, for example, 8 and 16 bar. Between the pump 24 and the check valve 27, a conduit 65 branches off from the line 26 and opens into the cylinder space 63, at the level of the upper end face of the control piston 62 in FIG. 1, which is in its lowest position in the position shown . On the delivery side of the pump 24, a pressure relief valve 24 'is also arranged in a known manner. At the cylinder chamber 19 is a vent line 54 leading to the tank 25 is connected to a throttle point. The upper end of the cylinder space 19 in FIG. 1 is designed such that the servo piston 12 is damped hydraulically shortly before it reaches its upper end position. This prevents the outlet valve 9 from hitting the seat 5 hard. To seal the cylinder chamber 63, the control piston 62 is provided with three piston rings 64 arranged distributed over its length.

In Fig.1 unterhalb der Mündung des Kanals 65 in den Zylinderraum 63 zweigt von diesem ein Ablasskanal 66 ab, der über eine Schulter 67′ zu einem Raum 67 führt, in den ein beweglich geführter Drosselstift 69 ragt. An den Raum 67 ist eine Leitung 34 angeschlossen, die zum Tank 25 führt. Von der in Fig.1 oberen Stirnfläche des Steuerkolbens 62 geht ein axialer Kanal 70 aus, der mit seinem unteren Ende in eine Ringnut 71 mündet, die in der unteren Hälfte des Steuerkolbens 62 angeordnet ist. Die Ringnut 71 ist am Steuerkolben 62 so angeordnet, dass sie in der obersten Stellung des Steuerkolbens vor der Mündung des Ablasskanals 66 steht, wobei der Steuerkolben 62 mit seiner oberhalb der Ringnut 71 befindlichen Mantelfläche die Mündung des Kanals 65 absperrt. Dem Ablasskanal 66 gibt man zweckmässig einen der drei in Fig.1a gezeigten Querschnitte, wobei der dreieckähnliche Querschnitt rechts aussen der beste ist, um eine Vakuumbildung im Zylinderraum 63 zu vermeiden, wenn sich der Steuerkolben 62 abwärtsbewegt.In Fig.1 below the mouth of the channel 65 in the cylinder chamber 63 branches off from this an outlet channel 66, which leads via a shoulder 67 'to a space 67 into which a movably guided throttle pin 69 protrudes. A line 34 is connected to the space 67 and leads to the tank 25. An axial channel 70 extends from the upper end face of the control piston 62 in FIG. 1 and opens at its lower end into an annular groove 71 which is arranged in the lower half of the control piston 62. The annular groove 71 is arranged on the control piston 62 so that it is in the uppermost position of the control piston in front of the mouth of the discharge channel 66, the control piston 62 shutting off the mouth of the channel 65 with its outer surface located above the annular groove 71. The discharge channel 66 is expediently given one of the three cross-sections shown in FIG. 1a, the triangular-like cross-section on the outside on the right being the best in order to avoid vacuum formation in the cylinder space 63 when the control piston 62 moves downward.

Die Stellung des Drosselstiftes 69 relativ zur Schulter 67′ ist von einem Regler 78 abhängig, dem über die Signalleitung 58 ein dem Spüldruck entsprechendes elektrisches Signal und über eine Signalleitung 59 ein dem Sollwert des Schliesszeitpunktes des Auslassventils 9 entsprechendes elektrisches Signal zugeführt wird. Das dem Spüldruck entsprechende Signal ist für die Last der Brennkraftmaschine repräsentativ. Ausgangsseitig ist der Regler 78 über zwei Druckmittelleitungen 72 und 73 mit einem Stellzylinder 74 verbunden, in dem ein Stellkolben 75 beweglich geführt ist. Der Kolben 75 ist gelenkig mit einem Hebel 76 einer Exzenterwelle 77 verbunden, auf deren Exzenter 79 sich ein Schwenkhebel 80 abstützt. Zwischen diesem Abstützpunkt und dem Gelenkpunkt 81 des Schwenkhebels 80 liegt das in Fig.1 untere Ende des Drosselstiftes 69 auf. Abhängig vom Spüldrucksignal in der Signalleitung 58 verstellt also der Regler 78 über den Stellkolben 75 den Exzenter 79, wodurch der Schwenkhebel 80 um den Gelenkpunkt 81 verstellt wird, was eine Verschiebung des Drosselstiftes 69 und damit der Drosselwirkung zur Folge hat.The position of the throttle pin 69 relative to the shoulder 67 'is dependent on a controller 78, which is supplied with an electrical signal corresponding to the flushing pressure via the signal line 58 and a signal corresponding to the setpoint of the closing time of the exhaust valve 9 via an signal line 59. The one corresponding to the flushing pressure Signal is representative of the load of the internal combustion engine. On the output side, the controller 78 is connected via two pressure medium lines 72 and 73 to an actuating cylinder 74, in which an actuating piston 75 is movably guided. The piston 75 is articulated to a lever 76 of an eccentric shaft 77, on the eccentric 79 of which a pivot lever 80 is supported. The lower end of the throttle pin 69 in FIG. 1 lies between this support point and the articulation point 81 of the pivoting lever 80. Depending on the flushing pressure signal in the signal line 58, the controller 78 adjusts the eccentric 79 via the actuating piston 75, as a result of which the pivoting lever 80 is adjusted about the articulation point 81, which results in a displacement of the throttle pin 69 and thus the throttling effect.

Mit der Exzenterwelle 77 steht auch eine schwenkbare Kurvenscheibe 82 in Wirkungsverbindung, die ihrerseits mit einem Brennstoffreguliergestänge 83 zusammenwirkt. Die Kurvenscheibe 82 wirkt als Lastbegrenzung für die Brennkraftmaschine.A pivotable cam 82 is also operatively connected to the eccentric shaft 77, which in turn interacts with a fuel regulating linkage 83. The cam disk 82 acts as a load limitation for the internal combustion engine.

In Fig.2 sind über der Zeitachse B der Hubverlauf des Steuerkolbens 62 und über der identischen Zeitachse C zwei Hubverläufe des Auslassventils 9 aufgetragen, und zwar mit der ausgezogenen Linie D der Hubverlauf bei Anwendung der Erfindung und mit der gestrichelten Linie E der Hubverlauf ohne Anwendung der Erfindung. Der Punkt F auf der Achse B liegt bei etwa 100′ Kurbelwinkel vor UT und im Punkt R (etwa 80° vor UT) auf der Achse C beginnt das Oeffnen des Auslassventils 9, da die Rolle 22 auf den Nocken 23′ aufläuft. Zwischen den Punkten H (etwa 45° vor UT) und L der Achse B gelangt die Ringnut 70 am Steuerkolben 62 vor den Ablasskanal 66 und verbleibt dann davor, bis sie zwischen den Punkten K und M die Mündung des Ablasskanals wieder verlässt. Im Punkt H auf der Achse C beginnt also das Ablassen von Druckmittel über den Ablasskanal 66, wodurch das Auslassventil 9 - abweichend von dem durch die Form des Nockens 23′ vorgegebenen Verlauf (gestrichelte Linie E) - den Bewegungsverlauf gemäss der Kurve D beginnt. Etwa 70° nach UT (Punkt N) ist das Auslassventil 9 wieder in der Schliessstellung, d.h. etwa 10° Kurbelwinkel vor dem Punkt P, nämlich dem Schliesszeitpunkt, der durch die Form der Nocke 23′ gegeben wäre. Der Punkt N kann sowohl näher beim Punkt P als auch näher bei UT liegen. Der grösste Abstand des Punktes N vom Punkt P beträgt etwa 50°.In FIG. 2, the stroke curve of the control piston 62 is plotted over the time axis B and two stroke curves of the exhaust valve 9 are plotted over the identical time axis C, namely with the solid line D the stroke curve when using the invention and with the dashed line E the stroke curve without application the invention. The point F on the axis B is about 100 'crank angle before UT and at point R (about 80 ° before UT) on the axis C, the opening of the exhaust valve 9 begins because the roller 22 runs onto the cam 23'. Between the points H (about 45 ° before UT) and L of the axis B, the annular groove 70 on the control piston 62 arrives in front of the discharge channel 66 and then remains in front of it until it leaves the mouth of the discharge channel again between the points K and M. It starts at point H on axis C. Discharge of pressure medium via the discharge channel 66, whereby the exhaust valve 9 - deviating from the course given by the shape of the cam 23 '(dashed line E) - begins the course of movement according to curve D. About 70 ° after UT (point N), the outlet valve 9 is again in the closed position, ie approximately 10 ° crank angle before the point P, namely the closing time, which would be given by the shape of the cam 23 '. Point N can be both closer to point P and closer to UT. The greatest distance between point N and point P is approximately 50 °.

Die Anordnung gemäss Fig.1 funktioniert wie folgt:
   In der gezeichneten Stellung der Nockenwelle 23 befindet sich der Arbeitskolben 2 im Bereich des oberen Totpunktes. Das Auslassventil 9 wird geöffnet, nachdem die Rolle 22 des Hubgebers 61 auf den Nocken 23′ aufläuft und der Steuerkolben 62 die Mündung des Kanals 65 passiert hat, so dass die Druckmittelsäule in der Leitung 20 zum Zylinderraum 19 hin verschoben wird. Durch diese Verschiebung wird das Auslassventil 9 in öffnenden Sinne bewegt. Sobald die in Fig.1 obere Begrenzungskante der Ringnut 71 am Steuerkolben 62 die Mündung des Ablasskanals 66 in den Zylinderraum 63 passiert, findet eine Entlastung der Druckmittelsäule in der Leitung 20 statt, da jetzt über den Kanal 70 Druckmittel in den Ablasskanal 66 entweicht, wodurch sich also das Druckmittelvolumen der Säule verringert. Die entweichende Menge ist dabei abhängig von der Stellung des Drosselstiftes 69 relativ zur Schulter 67′. Wenn die Rolle 22 des Hubgebers 61 die Ablaufbahn des Nockens 23′ erreicht, bewegt sich der Steuerkolben 62 wieder nach unten und das Entweichen von Druckmittel über den Ablasskanal 66 wird beendet, wenn die obere Begrenzungskante der Ringnut 71 die Mündung des Ablasskanals 66 in den Zylinderraum 63 unterschreitet. Von der Luftfeder unter dem Servokolben 12 wird das Auslassventil 9 in die Schliessstellung zurückbewegt, wobei es wegen der gedämpften Endbewegung des Kolbens 12 weich auf die Sitzfläche 5 aufsetzt.The arrangement according to Fig.1 works as follows:
In the drawn position of the camshaft 23, the working piston 2 is in the area of the top dead center. The outlet valve 9 is opened after the roller 22 of the stroke encoder 61 runs onto the cam 23 'and the control piston 62 has passed the mouth of the channel 65, so that the pressure medium column in the line 20 is displaced towards the cylinder chamber 19. As a result of this displacement, the outlet valve 9 is moved in an opening sense. As soon as the upper boundary edge of the annular groove 71 on the control piston 62 in FIG. 1 passes the mouth of the discharge channel 66 into the cylinder chamber 63, the pressure medium column in the line 20 is relieved, since pressure medium now escapes into the discharge channel 66 via the channel 70, as a result of which the pressure medium volume of the column is reduced. The amount escaping is dependent on the position of the throttle pin 69 relative to the shoulder 67 '. When the roller 22 of the stroke encoder 61 reaches the trajectory of the cam 23 ', the control piston 62 moves down again and the escape of pressure medium via the discharge channel 66 is ended when the upper boundary edge of the annular groove 71 the mouth of the discharge channel 66 into the cylinder chamber 63 falls below. From the air spring under the servo piston 12 Exhaust valve 9 is moved back into the closed position, and because of the damped end movement of the piston 12, it sits softly on the seat surface 5.

Das Druckmittelvolumen der Säule in der Leitung 20 wird von der Pumpe 24 über die Leitung 26 wieder aufgefüllt, nachdem die Ringnut 71 beim Abwärtshub des Steuerkolbens 62 die Mündung des Ablasskanals 66 passiert hat.The pressure medium volume of the column in line 20 is replenished by pump 24 via line 26 after the annular groove 71 has passed the mouth of the discharge channel 66 during the downward stroke of the control piston 62.

Bei Vollast der Brennkraftmaschine ist die Drosselstelle 67′, 69 geschlossen, so dass sich dann das Auslassventil 9 nach der Kurve E in Fig.2 bewegt.At full load of the internal combustion engine, the throttle point 67 ', 69 is closed, so that the exhaust valve 9 then moves according to curve E in FIG.

Claims (2)

Einrichtung zum Steuern des Auslassventils (9) einer Hubkolbenbrennkraftmaschine, mit einem mit dem Auslassventil verbundenen Servokolben (12), der von einer Säule eines hydraulischen Druckmittels beaufschlagt ist, die sich in einer zwischen dem Servokolben (12) und einem Hubgeber (61) erstreckenden Leitung (20) befindet, wobei der von einem Nocken (23′) einer Nockenwelle (23) bewegte Hubgeber die Säule im Takt der Maschine gegen den Servokolben (12) verschiebt, wodurch das Auslassventil (9) im Oeffnungssinn betätigt wird, dadurch gekennzeichnet, dass im Bereich der Säule eine verschliessbare Oeffnung in Form eines Ablasskanals (66) vorgesehen ist, und dass der Ablasskanal mit einem mit dem Hubgeber (61) verbundenen Steuerkolben (62) in Wirkungsverbindung steht und eine einstellbare Drosselstelle (67′, 69) aufweist, über die während eines Teiles der Zeit, während der der Hubgeber (61) von dem Nocken (23′) bewegt wird, eine bestimmte Menge des Druckmittels abgelassen wird.Device for controlling the exhaust valve (9) of a reciprocating piston internal combustion engine, with a servo piston (12) connected to the exhaust valve, which is acted upon by a column of hydraulic pressure medium, which extends in a line extending between the servo piston (12) and a stroke transmitter (61) (20) is located, whereby the stroke encoder moved by a cam (23 ') of a camshaft (23) moves the column in time with the machine against the servo piston (12), whereby the outlet valve (9) is actuated in the opening direction, characterized in that in the area of the column, a closable opening in the form of a drain channel (66) is provided, and that the drain channel is in operative connection with a control piston (62) connected to the stroke transmitter (61) and has an adjustable throttle point (67 ', 69) which is released a certain amount of the pressure medium during part of the time during which the stroke transmitter (61) is moved by the cam (23 '). Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Drosselstelle (67′, 69) in Abhängigkeit von einem Sollwert für den Schliesszeitpunkt des Auslassventils (9) und dem Spüldruck in einer Spülluftkammer (11) der Brennkraftmaschine betätigt wird.Device according to claim 1, characterized in that the throttle point (67 ′, 69) is actuated as a function of a setpoint for the closing time of the exhaust valve (9) and the purge pressure in a purge air chamber (11) of the internal combustion engine.
EP92810309A 1991-05-22 1992-04-28 Control device for exhaust valves of an internal combustion engine Expired - Lifetime EP0515307B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH1521/91 1991-05-22
CH1521/91A CH681825A5 (en) 1991-05-22 1991-05-22

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EP (1) EP0515307B1 (en)
JP (1) JP3416165B2 (en)
KR (1) KR100267599B1 (en)
CH (1) CH681825A5 (en)
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DK (1) DK0515307T3 (en)

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CN1042967C (en) * 1992-08-06 1999-04-14 新苏舍柴油机有限公司 Device for throttling a hydraulic pressure medium
EP0977935A1 (en) * 1997-03-18 2000-02-09 Daniel Wayne Barnard Hydraulically operated variable valve control mechanism
GB2410060A (en) * 2004-01-14 2005-07-20 Lotus Car A two-stroke compression-ignition internal combustion engine
WO2010006599A1 (en) * 2008-07-14 2010-01-21 Man Diesel Filial Af Man Diesel Se, Tyskland Cam driven exhaust valve actuation system for large two stroke diesel engine
ES2376927A1 (en) * 2009-03-27 2012-03-21 Josep Poblet Fortuny Internal combustión explosion motor. (Machine-translation by Google Translate, not legally binding)
EP2500550A1 (en) * 2011-03-16 2012-09-19 Siemens Aktiengesellschaft Stroke transmitter for gas turbine
WO2013132143A1 (en) * 2012-03-09 2013-09-12 Wärtsilä Finland Oy Valve actuator arrangement

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DK0959240T3 (en) * 1998-05-22 2003-10-27 Waertsilae Nsd Schweiz Ag Cylinder cover for a two-stroke diesel internal combustion engine and device containing such
JP6141209B2 (en) * 2014-01-10 2017-06-07 三菱重工業株式会社 Exhaust valve driving device and internal combustion engine provided with the same
JP6293636B2 (en) * 2014-10-08 2018-03-14 三菱重工業株式会社 Exhaust valve driving device and internal combustion engine provided with the same
JP6254245B2 (en) * 2016-12-05 2017-12-27 三菱重工業株式会社 Exhaust valve driving device and internal combustion engine provided with the same

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EP0317371A1 (en) * 1987-11-19 1989-05-24 Honda Giken Kogyo Kabushiki Kaisha Valve operating device for internal combustion engine
EP0341440A1 (en) * 1988-05-07 1989-11-15 Robert Bosch Gmbh Valve operating device with a magnetic valve for an internal-combustion engine
DE3834882A1 (en) * 1988-10-13 1990-04-19 Bosch Gmbh Robert Valve timing device for internal combustion engines

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1042967C (en) * 1992-08-06 1999-04-14 新苏舍柴油机有限公司 Device for throttling a hydraulic pressure medium
EP0977935A1 (en) * 1997-03-18 2000-02-09 Daniel Wayne Barnard Hydraulically operated variable valve control mechanism
EP0977935A4 (en) * 1997-03-18 2005-05-18 Daniel Wayne Barnard Hydraulically operated variable valve control mechanism
GB2410060A (en) * 2004-01-14 2005-07-20 Lotus Car A two-stroke compression-ignition internal combustion engine
CN102112708B (en) * 2008-07-14 2014-06-18 曼柴油机欧洲股份公司曼柴油机德国分公司 Cam driven exhaust valve actuation system for large two stroke diesel engine
WO2010006599A1 (en) * 2008-07-14 2010-01-21 Man Diesel Filial Af Man Diesel Se, Tyskland Cam driven exhaust valve actuation system for large two stroke diesel engine
ES2376927A1 (en) * 2009-03-27 2012-03-21 Josep Poblet Fortuny Internal combustión explosion motor. (Machine-translation by Google Translate, not legally binding)
EP2500550A1 (en) * 2011-03-16 2012-09-19 Siemens Aktiengesellschaft Stroke transmitter for gas turbine
WO2012123264A1 (en) * 2011-03-16 2012-09-20 Siemens Aktiengesellschaft Stroke transmitter for gas turbine
US10156191B2 (en) 2011-03-16 2018-12-18 Siemens Aktiengesellschaft Stroke transmitter for gas turbine
WO2013132143A1 (en) * 2012-03-09 2013-09-12 Wärtsilä Finland Oy Valve actuator arrangement
CN104160120A (en) * 2012-03-09 2014-11-19 瓦锡兰芬兰有限公司 Valve actuator arrangement
CN104160120B (en) * 2012-03-09 2016-12-28 瓦锡兰芬兰有限公司 Valve actuator is arranged

Also Published As

Publication number Publication date
DK0515307T3 (en) 1995-03-13
JPH05156912A (en) 1993-06-22
DE59201118D1 (en) 1995-02-16
JP3416165B2 (en) 2003-06-16
EP0515307B1 (en) 1995-01-04
KR920021838A (en) 1992-12-18
CH681825A5 (en) 1993-05-28
KR100267599B1 (en) 2000-10-16

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