EP1114918A2 - Commande de soupape pour moteur à combustion interne et mode d'opération - Google Patents

Commande de soupape pour moteur à combustion interne et mode d'opération Download PDF

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Publication number
EP1114918A2
EP1114918A2 EP00811149A EP00811149A EP1114918A2 EP 1114918 A2 EP1114918 A2 EP 1114918A2 EP 00811149 A EP00811149 A EP 00811149A EP 00811149 A EP00811149 A EP 00811149A EP 1114918 A2 EP1114918 A2 EP 1114918A2
Authority
EP
European Patent Office
Prior art keywords
valve
gas exchange
fluid system
main control
piston
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
EP00811149A
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German (de)
English (en)
Other versions
EP1114918A3 (fr
EP1114918B1 (fr
Inventor
Alfred Franz Wunder
Robert Hofer
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.)
Wartsila NSD Schweiz AG
Original Assignee
Wartsila NSD Schweiz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wartsila NSD Schweiz AG filed Critical Wartsila NSD Schweiz AG
Priority to EP00811149A priority Critical patent/EP1114918B1/fr
Publication of EP1114918A2 publication Critical patent/EP1114918A2/fr
Publication of EP1114918A3 publication Critical patent/EP1114918A3/fr
Application granted granted Critical
Publication of EP1114918B1 publication Critical patent/EP1114918B1/fr
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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines

Definitions

  • the invention relates to a gas exchange system for an internal combustion engine and a method for operating such a gas exchange system according to the preamble of the independent claim of the respective Category.
  • EP-A-0 539 320 is a device for hydraulic actuation of an exhaust valve of an internal combustion engine.
  • the valve body of the Exhaust valve is operated via a servo piston, which with a hydraulic control device is connected.
  • the hydraulic Control device comprises an actuated by an electromagnet Pilot valve which controls a control valve.
  • a Hydraulic accumulator is provided, in which the hydraulic medium is under pressure.
  • To open the exhaust valve use appropriate control of the pilot valve the control valve in a Switched position that a flow connection between the Hydraulic accumulator and the servo piston opens so that the servo piston is acted upon by the hydraulic medium under pressure and moved the valve body to the open position.
  • Exhaust valve To close the Exhaust valve is activated by controlling the pilot valve accordingly the control valve switched to a position which the Flow connection between the hydraulic accumulator and the Servo piston closes and which at the same time an outflow of the Hydraulic medium and thus a pressure relief of the servo piston enables.
  • the gas exchange system should, in particular, make it possible to repair or perform maintenance on individual cylinders without thereby the risk of contamination of the hydraulic system, in particular the pilot and control valves.
  • a gas exchange system for a Internal combustion engine proposed with a hydraulically operated Gas exchange valve, and with a first one, with the gas exchange valve connected fluid system for a working medium for actuating the Gas exchange valve.
  • the gas exchange system also includes a second one Fluid system for a hydraulic medium, one in the second fluid system provided main control valve for controlling the gas exchange valve, and one between the main control valve and the gas exchange valve arranged media separator, on the one hand with the first fluid system is connected and on the other hand can be connected to the second fluid system.
  • the main control valve includes one Control piston, which assume an open position and a closed position can, the open position during normal operation of the internal combustion engine opening the gas exchange valve and closing position Close the gas exchange valve.
  • the main control valve also includes a Spring element, which is arranged so that it has the control piston a force directed in the direction of the closed position, the means that the control spool must move against the force of the spring element Open position to be moved. If there is no pressure in the second fluid system, so the spring element ensures that the control slide in the Closing position is moved or held in this.
  • the spring element generates a preload in the direction of the closed position of the Control piston. This has the advantage that, especially when starting the Internal combustion engine when the pressure in the second fluid system on Build up is an undesirable short-term opening of the gas exchange valve effectively avoided.
  • the gas exchange valve has a drive piston for actuating the gas exchange valve, which drive piston as Step piston is formed. This measure can namely Save hydraulic energy.
  • the invention also provides a method for operating a Proposed gas exchange system in an internal combustion engine which method a gas exchange valve by means of a first fluid system is operated hydraulically by a working medium, whereby by means of a second fluid system for a hydraulic medium a main control valve for Control of the gas exchange valve is actuated, and by means of a arranged between the main control valve and the gas exchange valve Media separator, which is connected on the one hand to the first fluid system and on the other hand, can be connected to the second fluid system, one Established operative connection between the first and the second fluid system becomes.
  • Another advantageous measure is to start the Internal combustion engine the pilot valve by a directional pulse in a switch defined position, which is preferably the closed position of the Gas exchange valve corresponds. This ensures that it is Starting the internal combustion engine does not lead to undesired actuations of the Gas exchange valve comes.
  • the gas exchange system according to the invention and the one according to the invention Processes are particularly suitable for large diesel engines such as these for example as drive units for ships or as stationary systems be used to generate electricity.
  • Fig. 1 shows in a partially schematic, partially sectioned Representation of a preferred embodiment of the inventive Gas exchange system, generally designated by the reference numeral 10 is. It includes a gas exchange valve, which here is an outlet valve 20 Diesel engine is a first fluid system 30 for a working medium and a second fluid system 40 for a hydraulic medium. In the second fluid system 40 is a main control valve 50, a pilot valve 60 and one Hydraulic accumulator 41 is provided for the hydraulic medium. Between the main control valve 50 and the outlet valve 20 is a media separator 70 provided, which is connected on the one hand to the first fluid system 30 and on the other hand, can be connected to the second fluid system 40. By the Media separator 70 becomes an operative connection between the first and the second fluid system realized.
  • Fig. 1A the main control valve 50, the pilot valve 60 and the Media separator 70 shown in an enlarged view.
  • the gas exchange system 10 is part of an electronically controlled Large diesel engine 1 (Fig. 2), the z. B. as a main drive unit Ship or in a stationary system for power generation use Can be found.
  • Fig. 2 shows a schematic Sectional view of the large diesel engine 1 with one of its usually several cylinders 2.
  • the large diesel engine 1 is running slowly Two-stroke cross-head cast diesel engine with longitudinal purge designed and is electronically or electrically-hydraulically controlled, which means that it has none Control shaft in the classic sense for mechanical-hydraulic control of gas exchange and injection.
  • the hydraulic systems with which the injection, the gas exchange and, if necessary, auxiliary systems such as the starting system, operated, controllable by means of pilot valves, the Pilot valves are operated by means of electrical signals from a Control device come.
  • This control device determines by means of Crank angle, the speed of the engine and possibly other State variables the optimal period and the optimal one Amount of fuel for the injection or the times for opening and Close the exhaust valves and send the electrical ones accordingly Control signals to the pilot valves, which then the associated Actuate hydraulic system.
  • the large diesel engine 1 (FIG. 2) has a crankshaft 3, which has a Crankshaft gear 3a and a meshing gear 4 with this one
  • High-pressure pump 5 drives the fuel under high pressure, for. B. up to 2000 bar, through a line 6 into a fuel accumulator 7, which supplies an injection system that is not described in more detail here.
  • a pump 8 also driven by the crankshaft 3, is provided, which the hydraulic medium, for example an oil such as hydraulic oil or Control oil, via a line 42 in the hydraulic accumulator 41 of the second Fluid systems promotes.
  • the hydraulic medium for example an oil such as hydraulic oil or Control oil
  • the fuel accumulator 7 and the hydraulic accumulator 41 are each formed as tube-like components that run along the engine extend.
  • Fig. 2 Also shown in Fig. 2 is the outlet valve 20 for discharging the Combustion gases from the cylinder 2.
  • the following explanations of the Gas exchange systems only refer to one cylinder. It understands however, that for each cylinder's exhaust valve Main control valve 50, an electromagnetic pilot valve 60 and a Media separators 70 are provided, with all main control valves or all Pilot valves according to the common rail principle Hydraulic accumulator 41 are connected and from this with under Pressurized hydraulic medium can be supplied. This is shown in Fig. 1 indicated by the arrows with the reference symbol Z. in the Hydraulic accumulator 41 is the hydraulic medium, for example under a pressure of about 200 bar.
  • a feed line 43 On the hydraulic accumulator 41 is a feed line 43 with a Shut-off valve 44 connected. Branches behind the shut-off valve 44 the supply line into a branch 43 a, which is connected to the pilot valve 60 and a branch 43b connected to an inlet 51 of the main control valve 50 connected is. The output of the pilot valve 60 is via a line 65 connected to a control inlet 52 of the main control valve 50.
  • Fig. 3 shows in a highly schematic representation Embodiment of the pilot valve 60 that as bistable electromagnetic 3/2-way valve is designed in slide valve design.
  • the Pilot valve 60 includes a displaceable in a housing 61 arranged magnetic valve spool 62, which as a hollow cylinder with a central relief bore 621 is configured.
  • a Feed channel 63 In the housing 61 is a Feed channel 63, a return channel 64 and a consumer channel 66 intended.
  • the central relief bore 621 is via cross bores 641 connected to the return channel.
  • the feed channel 63 is with the branch 43a of the feed line 43 connected, the return channel 64 with a line 47, which leads to a return system 49 for the hydraulic medium and the Consumer channel 66 with line 65 to the control inlet 52 of the Main control valve 50 leads.
  • the magnetic valve slide 62 is by means of two electromagnets 67a, 67b switchable between two positions, in the first position of the valve spool 62, which is shown in Fig. 3, a Flow connection between the feed channel 63 and the Consumer channel 66 is open. In the second position is the Consumer channel 66 connected to the return channel 64.
  • Electromagnets 67a, 67b have a very low inductance, which is characterized by a as few turns as possible and the use of Achieve materials with low eddy current losses for the coil formers leaves.
  • the switching time that is the time it takes to switch the Pilot valve 60 is required from one position to the other, is, for example, only about half a millisecond. In addition, this is Switching time constant to a very good extent, that is reproducible. On the Control of the pilot valve 60 will be discussed further below.
  • the main control valve 50 has a control piston 56, which is a Open position and a closed position shown in FIG. 1 or in FIG. 1A can take. As explained later, in normal Operation of the engine 1 the open position an opening and the closing position closing the exhaust valve 20.
  • the main control valve 50 includes further a first and a second connection 53 and 54, via which the Main control valve 50 is connected to the media separator 70, as well as a Backflow opening 55 through which the hydraulic medium from the Main control valve 50 into the line 47 provided with a shut-off valve 45 can flow off.
  • This line 47 is with the feedback system 49 for the Hydraulic medium connected.
  • the main control valve 50 is therefore a 4/2-way valve.
  • the control piston 56 is loaded by a spring element 57, which is so is arranged that the spring force the control piston 56 in its Attempted to move the closed position or to hold it in the closed position is looking for.
  • This preload ensures that the control piston 56 in a pressure-free state, that is, when he is not under pressure hydraulic medium is applied, the closed position occupies or remains in it.
  • the control piston 56 must therefore against Force of the spring element 56 can be moved into the open position.
  • the spring element 57 as a spiral spring trained on the one hand on the upper as shown End face of the control piston 56 is supported and on the other hand on the housing of the Main control valve 50.
  • the media separator 70 comprises one arranged in a housing 73 Separating piston 72, one of which, as shown, is the upper end face 721 delimits a space 71 for the working medium of the first fluid system.
  • the Both connections 53, 54 with the main control valve 50 both open as shown below the upper end face 721 of the separating piston into the media separator 70.
  • the separating piston 72 thus separates this Working medium of the first fluid system from the hydraulic medium of the second fluid system. As shown, is above the end face 721 the space 71 of the media separator 70 via an opening 74 with the first Fluid system 30 connected.
  • the first fluid system for the working medium comprises a pressure line 31, which the opening 74 of the media separator 70 with the outlet valve 20th connects, as well as a feed 32 for the working medium, which on the one hand via a shut-off valve 33 and a check valve 34 with the pressure line 31 is connected and on the other hand with a pump, not shown, which conveys the working medium into the feed 32.
  • a lubricating oil or an engine oil is, for example, a working medium suitable, the z. B. the lubricating oil system of the large diesel engine 1 is removed.
  • the working medium in the first fluid system 30 and that Hydraulic medium in the second fluid system 40 can be the same substance be, for example oil, the same for both fluid systems 30.40 Oil supply of the large diesel engine 1 is removed.
  • the second Fluid system 40 which are more sensitive to contamination Contains components, the oil that is in the second fluid system 40th is introduced, more finely filtered or purified than the oil which is in the first fluid system is introduced.
  • Working medium in the first fluid system 30 one of the hydraulic medium in the second fluid system to use 40 different substance.
  • the outlet valve 20 comprises a valve body 21 which, depending on its Position the connection between the combustion chamber of the cylinder 2 and one The discharge line that connects the combustion chamber to the exhaust system opens or closes.
  • the exhaust valve 20 further comprises a drive piston 22, which actuates the valve body 21.
  • the valve body 21 is replaced by a Air spring 23 held in its closed position shown in FIG. 1.
  • the drive piston 22 opens Pressure line 31 into the outlet valve 20, so that the end face of the Drive piston 22 can be pressurized by the working medium.
  • the electronic control device for controlling the large diesel engine comprises, for example, a central unit 90 for the overall control of the Large diesel engine and one control module 91 for each cylinder, with which the cylinder-specific functions are controlled.
  • the Control modules 91 of the individual cylinders are connected to the data bus Central unit 90 connected.
  • the central unit 90 is also not with one shown shaft encoder connected with which the speed the crankshaft 3 and the crank angle and thus the respective Piston positions can be determined. For security reasons Usually two autonomous angle sensors are provided.
  • the encoder is drive connected to the crankshaft 3. There is one for each angle encoder Reference encoder provided to ensure synchronism between the Monitor crankshaft 3 and the angle encoder.
  • the central unit 90 determines the current and the desired one Operating state of the large diesel engine 1 and passes the necessary Information to the individual control modules 91. These determine under Taking into account the current load and the current speed cheapest injection times and quantities for the individual cylinders as well as the Actuation times for the gas exchange valves, e.g. B. the Exhaust valves 20, and accordingly send the electrical Control signals to the respective pilot valves, which then the Control injection and gas exchange.
  • the connections between the Control module 91 and pilot valve 60 are not shown in FIG. 1.
  • the control module 91 outputs this cylinder 2 a corresponding electrical signal to the Pilot valve 60. This then switches to that shown in FIG. 1 Position and opens a flow connection between the branch 43a and the line 65 so that the hydraulic medium from the hydraulic accumulator 41 flows to the control inlet 52 of the main control valve 50 and the bottom of the control piston 56 pressurized. This is therefore against the Force of the spring element 57 moves upward as shown, thereby closes the backflow opening 55 and then opens the Inlet 51. The control piston 56 is now in its open position.
  • the pilot valve 60 switches to close the exhaust valve 20 due to an electrical control signal in its second position, in which is the flow connection between the hydraulic accumulator 41 and closes the line 65 so that the underside of the control piston 56 is no longer connected to the hydraulic accumulator 41.
  • the control piston 56 moves as shown down, closes the inlet 51, whereby the Flow connection between the hydraulic accumulator 41 and the Bottom of the separating piston 72 is closed, and opens the Backflow opening 55 of the main control valve 50.
  • the main control valve 50 is now in its closed position, in which one Flow connection between the first connection 53 and the Backflow opening 55 is opened so that the hydraulic medium from the Space below the separating piston 72 via the first connection 53 and Line 47 can flow into the return system 49.
  • This venting is during the opening phase of the exhaust valve 20 closed, preferably automatically by the position of the Drive piston 22. During the time until the next switching of the Gas exchange valve 20 is through the vent and through Leakage losses of lost working medium via the feed 32 and the check valve 34 replaced, whereby the separating piston 72 completely is moved to its starting position.
  • the media separator 70 with the separating piston 72 has the function of the second Fluid system 40 with the cleaner hydraulic medium from the first Fluid system 30 with the usually more polluted and less to separate finely filtered working medium so that on the one hand There is an operative connection between the first and the second fluid system, and that on the other hand a penetration of working medium into the second Fluid system is effectively prevented. In normal operation it is ensures that a higher pressure below the separating piston 72 prevails as above the separating piston, so that the working medium does not come on can penetrate the separating piston into the second fluid system. On the other hand, there is a leakage flow of hydraulic medium from the second fluid system 40 past the separating piston 72 into the first Fluid system 30 possible. However, this is not a nuisance since the requirements in terms of purity to the first fluid system 30 are lower.
  • valve body 21 is determined by the separating piston 72 of the outlet valve 20 in the area of the end positions, ie towards the end of it respective movement, dampened.
  • the drive piston 22 is the Gas exchange valve 20 designed as a stepped piston. As shown in Fig. 1
  • the drive piston 22 comprises a larger piston 22a and one Smaller concentrically slidably arranged in the larger piston 22a Piston 22b. This takes into account the fact that the Opening the exhaust valve 20 first requires a larger force to the valve body 21 against the pressure of the combustion gases in the combustion chamber and open against the pressure of the air spring 23. After the pressure the combustion gases have already partially broken down, is only one smaller force is necessary to completely insert the valve body 21 into the Bring open position, or keep in the open position. When opening The large and small pistons of the exhaust valve 20 move 22a, 22b initially together, as shown, against the im Cylinder 2 prevailing pressure.
  • the exhaust valve 20 therefore includes two sensors, e.g. B. encoder 25, which one with scan the valve body 21 firmly connected measuring cone 26 to the To detect movement or the position of the valve body 21.
  • the Measurement signal of the displacement encoder 25 is not shown Signal lines transmitted to the electronic control device so that the actual opening and closing times are known.
  • the control device can use the measurement signals from the sensors 25 recognize whether the gas exchange valve movements correspond to the target values and take countermeasures if errors occur, for example the cylinder in question by deactivating fuel injection switch off.
  • Two sensors 25 are provided for reasons of redundancy.
  • Another advantageous measure to increase operational safety is to provide 20 disc springs 27 in the outlet valve, which it prevent the valve body 21 or the parts connected to it run into a mechanical stop without braking.
  • the plate springs 27 are arranged so that the measuring cone 26 firmly connected to the valve body 21 at a Opening movement can run on the plate springs 27.
  • the drive piston 22 is also not shown in FIG. 1 Closed position. If now the next time the exhaust valve 20 is opened Separating piston 72 the full amount of working medium into the pressure line 31 promotes, the outlet valve 20, or the valve body 21 would also be braked run into a stop at high speed. Because of the big Kinetic energy of the valve body 21 with a lot of mass could this will cause serious damage. To prevent this, they are Disc springs 27 are provided, into which the measuring cone 26 runs and which absorb the kinetic energy so that the valve body 21 is braked.
  • the air spring 23 ensures that in the event of a fault in the hydraulic system, the gas exchange valve 20 after closes automatically for some time. The same applies in the event that the Large diesel engine 1 is stopped, even if the pilot valve 60 is in the position which, in the normal operating state, opens the Exhaust valve 20 results.
  • a particular advantage of the exemplary embodiment described here is therein to see that the spring element 57 in the main control valve 50 den Preloads control piston 56 in the direction of its closed position, ie one Exerts force on the control piston 56 which is directed so that it the Control piston 56 to move into its closed position or in the Tried to keep the closed position. If there is no pressure in the Hydraulic accumulator 41 z. B. is 1 before starting the large diesel engine thus ensures that the control piston 56 is in its closed position located. This measure can be used to prevent the Pressure build-up in the hydraulic accumulator 41 or when starting the Large diesel engine for a short-term, unwanted opening of the Exhaust valve 20 comes at which start air escape from cylinder 2 could.
  • a valve driver is provided for the electrical actuation of the pilot valve 60, which is integrated, for example, in the control module 91 and which can activate the electromagnets 67a, 67b (FIG. 3) by applying current. If, for example, the pilot valve 60 is to be switched from the open position shown in FIG. 3 to the closed position, the valve driver receives a control pulse from the control module 91 at the right time. Based on this control pulse, the valve driver feeds a magnetizing current into the coil of the corresponding electromagnet - here Electromagnets 67b-a. 4 shows the course of the magnetizing current I as a function of the time t.
  • the valve driver turns on the magnetizing current I and thereby activates the electromagnet 67b.
  • the time t b at which the magnetic slide 62 begins to move is detected by means of a suitable sensor.
  • the coil of the non-activated electromagnet 67a can serve as a sensor for detecting the start of the movement of the magnetic slide 62.
  • the movement of the slide 62 namely induces a voltage in this coil which is detectable and which is registered in the valve driver as the start of the movement.
  • the valve driver waits for a predeterminable period of time .DELTA.t and then switches off the magnetizing current I at time t c , whereby the electromagnet 67b is deactivated.
  • the time period ⁇ t is preferably selected such that it essentially corresponds to the switching time of the pilot valve 60, that is to say, for example, about half a millisecond.
  • the valve driver is also given a maximum duration of current supply.
  • the magnetizing current is automatically switched off (shown in dashed lines in FIG. 4), regardless of whether a movement of the valve slide 62 has been detected or not. Consequently, the maximum time during which a current can flow in the coil of the electromagnet, namely (t d -t a ), is predetermined, so that overheating of the pilot valve 60 is also ruled out if errors occur.
  • the procedure described here for operating the Pilot valve 60 is not on the pilot valves of the gas exchange valves limited, but is equally suitable for everyone electromagnetic pilot valves of the internal combustion engine, that is for example, also for the pilot valves of the injection and Starting system.
  • Another preferred measure is to start the Large diesel engine 1, the pilot valve 60 by a directional pulse in a to switch to a defined position, preferably the closing position of the Gas exchange system corresponds. So there is z. B. after a long period of inactivity Motors the possibility that the pilot valves are not defined in or unknown positions because they are bistable valves acts.
  • the electronic Control device sends a directional pulse to the valve driver, which then switch the pilot valves to a defined position, which in the case of the Gas exchange system is preferably the closed position.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP00811149A 2000-01-06 2000-12-05 Commande de soupape pour moteur à combustion interne et mode d'opération Expired - Lifetime EP1114918B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP00811149A EP1114918B1 (fr) 2000-01-06 2000-12-05 Commande de soupape pour moteur à combustion interne et mode d'opération

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP00810006 2000-01-06
EP00810006 2000-01-06
EP00811149A EP1114918B1 (fr) 2000-01-06 2000-12-05 Commande de soupape pour moteur à combustion interne et mode d'opération

Publications (3)

Publication Number Publication Date
EP1114918A2 true EP1114918A2 (fr) 2001-07-11
EP1114918A3 EP1114918A3 (fr) 2002-10-09
EP1114918B1 EP1114918B1 (fr) 2004-08-11

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Application Number Title Priority Date Filing Date
EP00811149A Expired - Lifetime EP1114918B1 (fr) 2000-01-06 2000-12-05 Commande de soupape pour moteur à combustion interne et mode d'opération

Country Status (7)

Country Link
EP (1) EP1114918B1 (fr)
JP (1) JP4576054B2 (fr)
KR (1) KR100727476B1 (fr)
CN (1) CN1201065C (fr)
DE (1) DE50007373D1 (fr)
DK (1) DK1114918T3 (fr)
PL (1) PL199631B1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITBO20030389A1 (it) * 2003-06-23 2004-12-24 Magneti Marelli Powertrain Spa Gruppo elettroidraulico di azionamento delle valvole
DE102006010841B3 (de) * 2006-03-09 2007-08-09 Man B&W Diesel A/S Vorrichtung zur Steuerung der zeitlich versetzten Verbindung von zwei mit einem Druckmittel beaufschlagbaren Aggregaten mit einer Druckmittelquelle
US8820279B2 (en) * 2012-05-14 2014-09-02 GM Global Technology Operations LLC Engine including oil pressure passage with air bleed
CN103939169A (zh) * 2014-05-05 2014-07-23 王欣亮 一种发动机用电液气门及其工作系统

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0539320A1 (fr) 1991-10-23 1993-04-28 New Sulzer Diesel Ag Dispositif de commande hydraulique d'une soupape d'échappement d'un moteur à combustion interne à piston

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59188016A (ja) * 1983-04-08 1984-10-25 Hitachi Zosen Corp 油圧動弁制御装置
JPS59229010A (ja) * 1983-06-09 1984-12-22 Mitsubishi Heavy Ind Ltd 内燃機関の排気弁駆動装置
JPS62613A (ja) * 1985-06-27 1987-01-06 Mitsubishi Heavy Ind Ltd 掃気圧利用式動弁機構
US5248123A (en) * 1991-12-11 1993-09-28 North American Philips Corporation Pilot operated hydraulic valve actuator
US5410994A (en) * 1994-06-27 1995-05-02 Ford Motor Company Fast start hydraulic system for electrohydraulic valvetrain
DE19528792C1 (de) * 1995-08-04 1996-08-14 Daimler Benz Ag Motorbremse für eine Dieselbrennkraftmaschine
DK0767295T3 (da) * 1995-10-03 2000-06-05 Wortsilo Nsd Schweiz Ag Hydraulisk ventildrev

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0539320A1 (fr) 1991-10-23 1993-04-28 New Sulzer Diesel Ag Dispositif de commande hydraulique d'une soupape d'échappement d'un moteur à combustion interne à piston

Also Published As

Publication number Publication date
KR100727476B1 (ko) 2007-06-13
JP4576054B2 (ja) 2010-11-04
DK1114918T3 (da) 2004-09-06
DE50007373D1 (de) 2004-09-16
CN1201065C (zh) 2005-05-11
CN1302944A (zh) 2001-07-11
EP1114918A3 (fr) 2002-10-09
EP1114918B1 (fr) 2004-08-11
PL344952A1 (en) 2001-07-16
JP2001234717A (ja) 2001-08-31
PL199631B1 (pl) 2008-10-31
KR20010070375A (ko) 2001-07-25

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