EP1479878A2 - Ventiltrieb einer Brennkraftmaschine - Google Patents

Ventiltrieb einer Brennkraftmaschine Download PDF

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Publication number
EP1479878A2
EP1479878A2 EP04291181A EP04291181A EP1479878A2 EP 1479878 A2 EP1479878 A2 EP 1479878A2 EP 04291181 A EP04291181 A EP 04291181A EP 04291181 A EP04291181 A EP 04291181A EP 1479878 A2 EP1479878 A2 EP 1479878A2
Authority
EP
European Patent Office
Prior art keywords
valve
valves
center distance
pivot point
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.)
Withdrawn
Application number
EP04291181A
Other languages
English (en)
French (fr)
Other versions
EP1479878A3 (de
Inventor
Olivier Thomas
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.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
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 Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP1479878A2 publication Critical patent/EP1479878A2/de
Publication of EP1479878A3 publication Critical patent/EP1479878A3/de
Withdrawn legal-status Critical Current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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F01L1/182—Centre pivot rocking arms the rocking arm being pivoted about an individual fulcrum, i.e. not about a common shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • 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
    • F01L2305/00—Valve arrangements comprising rollers
    • 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
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis

Definitions

  • the invention relates to a set of valves for internal combustion engine.
  • Internal combustion engines include traditionally at least one valve intake and exhaust valve by combustion chamber. In order to optimize the efficiency of these engines, the number of valves per cylinder can be multiplied. So it is common to manufacture motors made up of several valves dedicated to air intake of the combustion chamber and / or more dedicated exhaust gas valves produced by combustion, all of the valves can be controlled by at least one camshaft.
  • Internal combustion engines can be subject to combustion faults at the very interior of a combustion chamber, which generate a detonation phenomenon, also called a rattling phenomenon.
  • This phenomenon mainly results from explosive combustion which causes an elevation brutal pressure inside a combustion chamber, which can lead to destruction of pistons.
  • a knock sensor is inserted in each cylinder bank, the sensor being connected to the engine control unit which - pilot ignition in order to modify, if necessary, the ignition parameters, ignition advance for example, to find a functioning stable.
  • the plaintiff found a cause of the wrong configuration of the engine control unit, which is partly due to a measurement of the knock sensor made simultaneously of a fallout of at least one valve belonging to an adjacent combustion chamber which disturbs sensor measurement. This finding is all the more accentuated as the number of valves per cylinder increased.
  • a first solution consists of a reduction in closing speed of valves on their cylinder head seats.
  • the downside of this solution is that it causes a reduction in the effectiveness of laws valves. This reduction translates in particular by reducing the performance of the engine, thus going against increased engine efficiency.
  • a second solution consists of a use of several knock sensors by bank of cylinders, using for example one knock sensor per cylinder, the instant of detection being phased with the time of combustion.
  • the proximity between the rattling and the combustion chamber makes the less sensitive to impacts from adjacent cylinders.
  • the solution is effective but requires additional resources, such a computer, knock sensors, fastening and connection means, synonymous an increase in the cost of the function knock detection.
  • Another solution is a differentiation of the cam laws of the same cylinder by special machining of the shaft to cams, each cam having a determined shape, which requires specific machining. Such machining solves the problem previously mentioned but is expensive to enforce. Indeed, this solution involves at least a doubling of the time machining the camshaft, so a increased cost of manufacturing such camshaft.
  • An object of the present invention is to offer a set of valves for engine to internal combustion, with two valves associated with the same cylinder, the two valves having the same function, each valve being actuated by a common camshaft, the cam associated with the valves being shaped substantially identical to the cam associated with the other valve, the camshaft acting on each valve by means of an associated latch, each latch being placed between the tail of valve and a pivot point, center distance X giving the distance between the first valve the associated pivot point, a center distance Y giving the distance between the second valve the associated pivot point, overcoming all or part of the disadvantages of the prior art noted above.
  • valve assembly according to the invention is essentially characterized in that that the center distance X between the first valve and the associated pivot point, is different from the center distance Y between the second valve and the associated pivot point, so as not to obtain the simultaneous closure of the two valves.
  • valve assembly according to the invention is characterized in that the difference between the center distance X and the center distance Y is approximately 0.5 millimeter, so as to modify the cam laws relating to valve controls by about a degree, thereby attenuating the vibrations generated by the impact of the valve on the seat of cylinder head,
  • the valve assembly advantageously comprises a hydraulic stop, one end of the hydraulic stop being the pivot point of the latch, the stop hydraulic being intended to cooperate with a breech housing.
  • the invention also relates to an engine provided of such a valve assembly, characterized in that that it has only one sensor rattling by bank of cylinders to perform a measure of the quality of the rattling phenomenon.
  • the invention relates to a set of valves 5 for internal combustion engine, displacement linear valves being controlled by a mechanical actuation means, of the shaft type cams.
  • an internal combustion engine comprising, for example, at least two valves la, 1b of intake per combustion chamber (See fig. 1).
  • Some of the different elements constituting the engine comprises the shaft 10 to previously mentioned cams, latches 2a, 2b, valves 1a, 1b and hydraulic stops 6a, 6b.
  • the actuation means is traditionally made up of a tree 10 (Cf. Fig. 2 and 3) rotary driven by a means of transmission (not shown), belt type for example, linked to the crankshaft (not shown) of the motor.
  • the rotational movement, following a axis C-C, from shaft 10 allows to transmit a linear displacement movement of the valves 1a, 1b via the cams 11a, 11b arranged on the camshaft 10, and latches 2a, 2b in support respectively on the valve stems and the hydraulic stops 6a, 6b.
  • Cams 11a, 11b of shape determined are supported on rollers 5a, 5b arranged on the latches 2a, 2b.
  • the rollers 5a, 5b are arranged respectively between the side walls of the latches 2a, 2b, so as to create a holding device for caliper type latches.
  • the latches 2a, 2b are shaped so as to pivot respectively along the axes D1-D1 and D2-D2, the axis D1-D1 of rotation being parallel to the axis D2-D2 of rotation.
  • the latch 2a (see fig. 1 and 2) has two ends 3a and 4a.
  • the end 3a is shaped so as to cooperate with the tail of valve 1a.
  • the end 4a includes a surface of spherical shape intended to cooperate with the hydraulic stop 6a.
  • the hydraulic stops 6a and 6b are respectively arranged in housings 7a and 7b formed in the cylinder head 20.
  • the housings 7a and 7b are obtained by machining the cylinder head.
  • the housings 7a and 7b are shaped substantially cylindrical, with a depth determined for optimal positioning of stops 6a and 6b.
  • the stops 6a and 6b are respectively arranged in the housings 7a and 7b along the axes D-D and E-E.
  • the camshaft 10 a 11a, 11b (see fig. 2, 3) is rotated along the C-C axis of so that the cams 11a, 11b are in contact against rollers 5a, 5b made integral with translation of the latches 2a and 2b respectively.
  • the axes D1-D1 and D2-D2 of rotation of the rollers 5a and 5b are preferably parallel to the axis C-C of rotation of the camshaft.
  • Setting movement of the latches 2a, 2b generates the displacement of the valves 1a, 1b along two parallel axes, respectively axes A-A and B-B.
  • the axis C-C is perpendicular to the axes A-A and B-B.
  • the axes A-A and B-B define a first plan.
  • the valve assembly 1a, 1b is arranged on the cylinder head of the engine so that there is a difference in length between a first center distance named X and a second center distance named Y, advantageously generating laws of different valves.
  • the first center distance X relates to the axis of the first valve la and the axis of the first associated stop 6a.
  • the second center distance Y concerns the axis of the second valve 1b and the axis of the second stop 6b associated.
  • the axes D-D and E-E define a second plane which is not parallel to the first plane defined by axes A-A and B-B.
  • valves 1a and 1b have a position relative to the cylinder head slightly different, cams 11a and 11b of shaft 10 however, being of identical shape. So, for a given angular position of the shaft 10, by example an alpha position, the positions linear of the two valves 1a and 1b following their respective axis of displacement are different, this being due to a difference between the first center distance X concerning the first valve la and the hydraulic stop 6a associated, and the center distance Y concerning the second valve 1b and the associated hydraulic stop 6b.
  • a differentiation center to offset the instant opening and closing times, valve compared to another controlled by an identical cam.
  • Figures 2 and 3 show that a difference between the centers X and Y of a few tenths of a millimeter for example a 0.5 millimeter difference, generates delay closing valves and therefore a 5 modification of the cam laws of approximately one degree, without modification of the cams.
  • the invention does not modify nothing the amplitude of displacement of the valves, only the moment of displacements being modified, the valves always end up closing against their respective seats located on the cylinder head 20 of the engine.
  • the modification of the cam laws is, according to the invention, only realized by a 5 variation of the machining dimensions of the housings 7a and 7b intended to cooperate with the stops 6a and 6b hydraulic.
  • the invention advantageously allows mechanically control the movement of valves using known means the particularity being to arrange said means of displacement so that the valves fall back on their respective seats with a slight delay over time, reducing vibration transmitted by valves la, 1b to the cylinder head motor and knock sensor.
  • the invention also makes it possible to reconcile advantageously the operation of a internal combustion with optimized efficiency by a high speed movement of valves, and control of knocking by a single sensor dedicated to each cylinder bank, the engine being composed of at least two valves with the same function, for example valves air intake of the combustion chamber.
  • the invention allows a quality measurement of the detonation phenomenon traditionally present in engines with internal combustion, the measurement no longer being significantly influenced by the impact of a game at least two valves located in a combustion chamber adjacent to that for which measurement is made.
  • the device according to the invention thus allows to overcome cases of wrong settings of the engine control unit noted by the plaintiff in the case of the measurement of the rattling phenomenon.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)
EP04291181A 2003-05-23 2004-05-07 Ventiltrieb einer Brennkraftmaschine Withdrawn EP1479878A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0306261 2003-05-23
FR0306261A FR2855211B1 (fr) 2003-05-23 2003-05-23 Ensemble de soupapes pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1479878A2 true EP1479878A2 (de) 2004-11-24
EP1479878A3 EP1479878A3 (de) 2008-12-31

Family

ID=33042028

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04291181A Withdrawn EP1479878A3 (de) 2003-05-23 2004-05-07 Ventiltrieb einer Brennkraftmaschine

Country Status (2)

Country Link
EP (1) EP1479878A3 (de)
FR (1) FR2855211B1 (de)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0319956A1 (de) * 1987-12-08 1989-06-14 Nissan Motor Co., Ltd. Ventilsteuervorrichtung
US4878462A (en) * 1987-02-05 1989-11-07 Mazda Motor Corporation Engine valve operating apparatus
WO1991005147A1 (en) * 1989-10-04 1991-04-18 Ford Motor Company Limited Camshaft for multi-valve internal combustion engine
DE19548087A1 (de) * 1995-12-21 1997-07-03 Daimler Benz Ag Zylinderkopf für eine Brennkraftmaschine
DE10018561A1 (de) * 2000-04-14 2001-10-18 Daimler Chrysler Ag Zylinderkopf für Ventilgesteuerte Hubkolben-Brennkraftmaschinen

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4878462A (en) * 1987-02-05 1989-11-07 Mazda Motor Corporation Engine valve operating apparatus
EP0319956A1 (de) * 1987-12-08 1989-06-14 Nissan Motor Co., Ltd. Ventilsteuervorrichtung
WO1991005147A1 (en) * 1989-10-04 1991-04-18 Ford Motor Company Limited Camshaft for multi-valve internal combustion engine
DE19548087A1 (de) * 1995-12-21 1997-07-03 Daimler Benz Ag Zylinderkopf für eine Brennkraftmaschine
DE10018561A1 (de) * 2000-04-14 2001-10-18 Daimler Chrysler Ag Zylinderkopf für Ventilgesteuerte Hubkolben-Brennkraftmaschinen

Also Published As

Publication number Publication date
FR2855211B1 (fr) 2005-07-15
FR2855211A1 (fr) 2004-11-26
EP1479878A3 (de) 2008-12-31

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