EP0970299A1 - Moteur a combustion interne - Google Patents

Moteur a combustion interne

Info

Publication number
EP0970299A1
EP0970299A1 EP98920484A EP98920484A EP0970299A1 EP 0970299 A1 EP0970299 A1 EP 0970299A1 EP 98920484 A EP98920484 A EP 98920484A EP 98920484 A EP98920484 A EP 98920484A EP 0970299 A1 EP0970299 A1 EP 0970299A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
engine according
ignition
valve
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
EP98920484A
Other languages
German (de)
English (en)
Other versions
EP0970299B1 (fr
Inventor
Heinz Karl Leiber
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.)
LSP Innovative Automotive Systems GmbH
Original Assignee
LSP Innovative Automotive Systems GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19712054A external-priority patent/DE19712054A1/de
Priority claimed from DE19741569A external-priority patent/DE19741569A1/de
Application filed by LSP Innovative Automotive Systems GmbH filed Critical LSP Innovative Automotive Systems GmbH
Publication of EP0970299A1 publication Critical patent/EP0970299A1/fr
Application granted granted Critical
Publication of EP0970299B1 publication Critical patent/EP0970299B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • 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
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means

Definitions

  • the invention relates to an internal combustion engine with the features of
  • the invention is based on the object of providing an internal combustion engine in which the costs and weight for the ignition systems are reduced.
  • the invention also offers the possibility, in particular, of
  • the weight per ignition coil is approx. 250 g, i.e. With 4 cylinders, the invention can save 1000 g of weight. Since in the invention at least two double magnet systems are used per cylinder, double ignition can be implemented with the known ones with little effort
  • Fig. 1 shows an embodiment of the invention with separate
  • Fig. 2 shows an embodiment of the invention with double use of the excitation coil
  • 3 and 5 are each a view of the valve and spark plug arrangement of a cylinder 6 and 7 diagrams for explaining the control of the valves and the ignition
  • Fig. 8 shows an embodiment with free-wheeling diodes
  • Fig. 9 is an associated diagram
  • FIG. 1 shows an electromagnetic drive for a valve 1 of an internal combustion engine, which has two two-pole electromagnets 2 and 3 with laminated iron cores 4 and 5 and excitation coils 6 and 7.
  • An armature 8 is arranged between the poles of the electromagnets and is spring-supported by means of a rod 10 rotatable about the axis 9.
  • An actuating rod 11 is articulated to the armature 8 and opens the valve 1 against the force of a spring 12 when the electromagnet 2 is excited.
  • the spring force of the spring 12 and the presetting of the spring force of the torsion bar 10 are coordinated with one another in such a way that the armature 8 is placed in the drawn position when the electromagnet is not energized.
  • a mechanical latching system is provided with a latching roller 13 which engages in the end positions of the armature 8 below or above a part 14 of the armature 8, and then holds the armature in the end position without energizing an electromagnet.
  • a latching roller 13 engages in the end positions of the armature 8 below or above a part 14 of the armature 8, and then holds the armature in the end position without energizing an electromagnet.
  • the detent is released in time by a separate not shown electromagnet when reversing the valve.
  • the primary 15 and secondary windings 16 of a single-spark ignition coil are also applied to the laminated core 4 of the electromagnet 3; the iron core 5 is therefore used twice.
  • the secondary winding 16 is connected to a spark plug 17.
  • the low voltage connection for the ignition coil is designated 18.
  • Fig. 2 of the drawing differs from Fig. 1 only in that the excitation coil 7 has been omitted for the electromagnet 3 and now the primary winding 15 of the ignition coil is also used as an excitation coil for the electromagnet 3.
  • the control for the two applications takes place with different currents, namely the current for the ignition coil is lower. There is no fear of mutual interference between the units, because in the locked position there is no valve actuation without actuating the locking magnet.
  • the solenoid system of the exhaust valve is preferably proposed for the combination described.
  • Proven methods can be used as control methods, e.g. a time control or a current control in order to obtain the criteria of ignition voltage, ignition timing and ignition energy.
  • the usable multi-spark ignition coil mentioned in claim 1 can be used for two or more cylinders.
  • the latching device described could also be omitted and the holding in the end positions could be brought about by holding currents.
  • a separate holding winding is provided for at least one end position, which can be dimensioned in a special way for this purpose.
  • a cylinder 20 is shown schematically seen from the piston. It has two inlet valves 21 and 22 and an outlet valve 23. In addition, two spark plugs 24 and 25 are provided. The use of two spark plugs has the advantage of better exhaust gas quality. The two spark plugs are controlled via a primary winding according to FIG. 1 or 2, two
  • High voltage secondary windings are provided.
  • Fig. 4 shows an arrangement again with three valves 31, 32 and 33 but now with three spark plugs 34, 35 and 36, which entails a further increase in the exhaust gas quality.
  • spark plugs can also be used.
  • the use of two or four valves is also possible.
  • FIG. 5 shows a 4-valve version with three spark plugs. There is one
  • Cylinder must open. This design is necessary if there is a design with small accelerating masses and accordingly
  • the injection valve is preferably located on the side
  • Valve version with a relatively small exhaust valve can be used instead of three
  • Spark plugs can also be used with one or two spark plugs.
  • the small exhaust valve is energized first, so that the large pressure is released when the large exhaust valve is actuated somewhat later.
  • the injection valve can be positioned in the center.
  • the control winding of the magnet which brings the valve into the closed position is preferably used as the excitation winding (primary winding) of the ignition coil.
  • the excitation winding primary winding
  • a large pressure is exerted on the valve. It is therefore possible to switch off the holding current during the coupling of the ignition pulse via the primary winding. This will preferably be done about 90 ° crankshaft angle before the ignition pulse. It is sufficient to switch on the holding excitation only shortly before bottom dead center for the inlet valve and outlet valve.
  • 6a is the stroke profile of a cylinder with the extreme points UT and OT shown. Ignition takes place at ti.
  • FIG. 6b and 6c show the state of the inlet valve E and the outlet valve A, these valves being open in the dashed areas.
  • the pressure curve in the cylinder is plotted in FIG. 6d. 6e and 6f, the drive currents for the closing magnet and the opening magnet (i 7 and i ⁇ in Fig. 6e) of the inlet valve and the outlet valve (i a and i ⁇ a in Fig. 6f) are plotted.
  • the low holding current of the closing magnet coil with the current curve i7 is switched off at to and shortly afterwards the magnet coil of the opening magnet with the current curve i ⁇ is switched on and, after reaching the end position, it is reduced to a smaller holding current.
  • this holding current is switched off and the valve moves in the direction of the closed position.
  • the closing solenoid is first energized to catch the armature and then lowered to a holding value until it is switched off again to open the inlet valve.
  • the relatively flat current drop results from the freewheeling diode, the effect of which will be explained with reference to FIGS. 8 and 9.
  • the adequate current flow basically applies to the exhaust valve.
  • the outlet valve is closed via the low holding current of the closing solenoid with current profile i a .
  • the current is increased to a value which results in sufficient coil energy so that sufficient ignition voltage and ignition energy are transmitted to the secondary coil after the rapid switch-off.
  • the time of the current increase is determined by the speed and the coil time constant.
  • the holding current is then switched on in the closing magnet coil.
  • the outlet valve is opened later, the same procedure applies to the closing and opening magnet as for the inlet valve. In contrast to the inlet valve E, there is sufficient time for the so-called charging of the excitation coil.
  • the compression phase comes immediately with the ignition point, which can be up to 20 ° before TDC at high speeds.
  • the ideal current curve was drawn.
  • the current of the closing solenoid coils can be reduced or even completely at higher pressures be switched off to save drive power.
  • Fig. 7 shows the possible different courses of the pulses for the valve actuation (extended course) and for the ignition (dashed trailing edge course).
  • FIG. 8 shows a control circuit for a valve.
  • Two excitation coils 40 and 41 or 42 and 43 with separate, controllable output stages 44 to 47 are provided for each magnet, as described in the earlier patent application 197 31 381.7.
  • the windings 40 and 41 or 42 and 43 each represent a winding.
  • a freewheeling diode 40a to 43a is connected in parallel with each excitation coil 40 to 43.
  • a storage capacitor 48 is provided to relieve the on-board electrical system 9 at high pulse loads.
  • the arrangement of Fig. 8 is designed for the integration of the ignition.
  • the winding 42 is also used as the primary coil of the ignition coil.
  • the ignition stage 46 must therefore have an extremely short switch-off time so that the high induction voltage can cause the correspondingly high ignition voltage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

L'invention concerne un moteur à combustion interne comportant un dispositif d'entraînement électromagnétique des soupapes. Le moteur comporte également une distribution statique des hautes tensions, avec des bobines d'allumage à étincelle unique ou à étincelles multiples. Le noyau en fer (5) de l'un des électro-aimants (2, 3) du dispositif d'entraînement sert également de noyau pour la bobine d'allumage (15, 16).
EP98920484A 1997-03-24 1998-03-24 Moteur a combustion interne Expired - Lifetime EP0970299B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19712054A DE19712054A1 (de) 1997-03-24 1997-03-24 Verbrennungsmotor E9
DE19712054 1997-03-24
DE19741569 1997-09-20
DE19741569A DE19741569A1 (de) 1997-09-20 1997-09-20 Verbrennungsmotor
PCT/EP1998/001706 WO1998042956A1 (fr) 1997-03-24 1998-03-24 Moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0970299A1 true EP0970299A1 (fr) 2000-01-12
EP0970299B1 EP0970299B1 (fr) 2001-06-20

Family

ID=26035132

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98920484A Expired - Lifetime EP0970299B1 (fr) 1997-03-24 1998-03-24 Moteur a combustion interne

Country Status (3)

Country Link
EP (1) EP0970299B1 (fr)
DE (1) DE59800893D1 (fr)
WO (1) WO1998042956A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6997433B2 (en) 2004-01-21 2006-02-14 Ford Global Technologies, Llc Electronic valve actuator having vibration cancellation
US7314026B2 (en) 2004-01-21 2008-01-01 Ford Global Technologies, Llc Electronic valve actuator having hydraulic displacement amplifier

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19923902A1 (de) * 1999-05-25 2000-11-30 Heinz Leiber Verbrennungsmotor
DE102006005943A1 (de) * 2006-02-09 2007-08-23 Bayerische Motoren Werke Ag Verbrennungsmotor mit einem elektrischen Ventiltrieb

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7003143U (de) 1970-01-30 1971-07-08 Bosch Gmbh Robert Zuendanker fuer zuendanlagen von brennkraftmaschinen.
DE2343905C2 (de) * 1973-08-31 1982-10-07 Daimler-Benz Ag, 7000 Stuttgart Vorrichtung zur digital-elektronischen Steuerung der Einlaß-, Auslaß- und Einspritzventile sowie der Zündung bei Brennkraftmaschinen
GB1471537A (en) * 1974-12-06 1977-04-27 Venard R Engine valve control
FR2307958A1 (fr) * 1975-04-18 1976-11-12 Robert Edmond Moteur a explosions a distribution electromecanique
DE3524024A1 (de) * 1985-07-05 1987-01-15 Fleck Andreas Verfahren zum betreiben einer brennkraftmaschine
DE3826977A1 (de) 1988-08-09 1990-02-15 Meyer Hans Wilhelm Stelleinrichtung fuer ein gaswechselventil einer brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9842956A1 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6997433B2 (en) 2004-01-21 2006-02-14 Ford Global Technologies, Llc Electronic valve actuator having vibration cancellation
US7314026B2 (en) 2004-01-21 2008-01-01 Ford Global Technologies, Llc Electronic valve actuator having hydraulic displacement amplifier

Also Published As

Publication number Publication date
DE59800893D1 (de) 2001-07-26
EP0970299B1 (fr) 2001-06-20
WO1998042956A1 (fr) 1998-10-01

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