EP1479878A2 - Valve arrangement in an internal combustion engine - Google Patents

Valve arrangement in an internal combustion engine 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
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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Withdrawn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
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German (de)
French (fr)
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EP1479878A3 (en
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/en
Publication of EP1479878A3 publication Critical patent/EP1479878A3/en
Withdrawn legal-status Critical Current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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

The assembly has two valves (1a, 1b) linearly displaced by rotating a camshaft. Cams are supported on rollers disposed on pawls (2a, 2b) that are supported on respective valves. The valves are arranged on a cylinder head (20) of an internal combustion engine such that difference in distances between respective valves and pivoting points is approximately 0.5 millimeters. An independent claim is also included for an engine provided with a valve assembly.

Description

L'invention se rapporte à un ensemble de soupapes pour moteur à combustion interne.The invention relates to a set of valves for internal combustion engine.

Les moteurs à combustion interne comprennent traditionnellement au moins une soupape d'admission et une soupape d'échappement par chambre de combustion. Afin d'optimiser le rendement de ces moteurs, le nombre de soupapes par cylindre peut être multiplié. Ainsi, il est commun de fabriquer des moteurs constitués de plusieurs soupapes dédiées à l'admission en air de la chambre de combustion et/ou plusieurs soupapes dédiées à l'échappement des gaz produits par la combustion, l'ensemble des soupapes pouvant être commandées par au moins un arbre à cames.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.

Les moteurs à combustion interne peuvent être assujettis à des défauts de combustion à l'intérieur même d'une chambre de combustion, lesquelles génèrent un phénomène de détonation, qualifié également de phénomène de cliquetis. Ce phénomène résulte principalement d'une combustion explosive qui provoque une élévation brutale de la pression à l'intérieur d'une chambre de combustion, pouvant conduire à la destruction des pistons. Afin de détecter ce phénomène, un capteur de cliquetis est inséré dans chaque banc de cylindres, le capteur étant relié à l'unité de contrôle moteur qui -pilote l'allumage afin de modifier, si nécessaire, les paramètres de l'allumage, une avance d'allumage par exemple, pour retrouver un fonctionnement stable.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. In order to detect this phenomenon, 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.

Néanmoins, la demanderesse a constaté que l'utilisation d'un unique capteur de cliquetis ne permettait pas d'exploiter pleinement les capacités du moteur, en particulier lorsque le déplacement des soupapes s'effectue à grande vitesse. S'il est aujourd'hui possible de maítriser la commande des soupapes pour leur ouverture à vitesse élevée, il en est autrement en ce qui concerne la maítrise de la commande de leur fermeture. En effet, la fermeture des soupapes à vitesse élevée génère souvent de fortes vibrations émanentes de la culasse du moteur. A haute fréquence, ces vibrations perturbent le fonctionnement du capteur de cliquetis et engendrent un mauvais paramétrage du calculateur moteur.Nevertheless, the Applicant has found that the use of a single knock sensor did not allow to fully exploit the engine capabilities, especially when the displacement of the valves is carried out at great speed. If today it is possible to master the control of the valves for their opening at high speed, it is different regarding the control of the control of their closure. Indeed, the closure of valves at high speed often generates strong vibrations emanating from the cylinder head engine. At high frequency, these vibrations disturb the operation of the clicking and generate a bad configuration of the engine control unit.

La demanderesse a alors constaté une cause du mauvais paramètrage du calculateur moteur, laquelle est en partie dûe à une mesure du capteur de cliquetis faite en simultanée d'une retombée d'au moins une soupape appartenant à une chambre de combustion adjacente qui perturbe la mesure du capteur. Cette constatation est d'autant plus accentuée que le nombre de soupapes par cylindre accroít.The plaintiff then 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.

Pour pallier ce problème de mauvaise mesure, donc de mauvais paramètrage du calculateur moteur, il existe plusieurs moyens connus.To overcome this problem of bad measurement, therefore bad parameter setting of the computer engine, there are several known means.

Une première solution consiste en une réduction de la vitesse de fermeture des soupapes sur leur siège de culasse. L'inconvénient de cette solution est qu'elle provoque une réduction de l'efficacité des lois de soupapes. Cette réduction se traduit notamment par une réduction des performances du moteur, allant ainsi à l'encontre de l'augmentation du rendement moteur.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.

Une seconde solution consiste en une utilisation de plusieurs capteurs de cliquetis par banc de cylindres, en utilisant par exemple un capteur de cliquetis par cylindre, l'instant de détection étant phasé avec l'instant de combustion. La proximité entre le capteur de cliquetis et la chambre de combustion rend la mesure moins sensible aux impacts provenant des cylindres adjacents. La solution est efficace mais nécessite des moyens supplémentaires, tels un calculateur, des capteurs de cliquetis, des moyens de fixation et de connexion, synonyme d'une augmentation du coût de la fonction détection de cliquetis.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.

Une autre solution consiste en une différenciation des lois de came d'un même cylindre par un usinage particulier de l'arbre à cames, chaque came ayant une forme déterminée, ce qui nécessite un usinage spécifique. Un tel usinage permet de résoudre le problème précédemment mentionné, mais est coûteux à mettre en oeuvre. En effet, cette solution implique au moins un doublement du temps d'usinage de l'arbre à cames, donc une augmentation du coût de la fabrication d'un tel arbre à cames.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.

Ainsi, plusieurs solutions aux problèmes de perturbation de la mesure d'un capteur de cliquetis sont connus, mais aucune ne garantit un rendement optimal du moteur et un moindre coût de mise en oeuvre. Thus, several solutions to the problems of measurement sensor disturbance rattling are known, but none guarantees optimal engine performance and less cost of implementation.

Un but de la présente invention est de proposer un ensemble de soupapes pour moteur à combustion interne, comportant deux soupapes associées à un même cylindre, les deux soupapes ayant la même fonction, chaque soupape étant actionnée par un arbre à cames commun, la came associée à la soupapes étant conformée sensiblement à l'identique de la came associée à l'autre soupape, l'arbre à cames agissant sur chaque soupape au moyen d'un linguet associé, chaque linguet étant disposé entre la queue de soupape et un point de pivotement, un entraxe X donnant la distance séparant la première soupape du point de pivotement associé, un entraxe Y donnant la distance séparant la seconde soupape du point de pivotement associé, palliant tout ou partie des inconvénients de l'art antérieur relevés ci-dessus.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.

A cette fin, l'ensemble de soupapes selon l'invention, par ailleurs conforme à la définition générique qu'en donne le préambule ci-dessus, est essentiellement caractérisé en ce que l' entraxe X entre la première soupape et le point de pivotement associé, est différent de l'entraxe Y entre la seconde soupape et le point de pivotement associé, afin de ne pas obtenir la fermeture en simultanée des deux soupapes. To this end, the valve assembly according to the invention, furthermore in accordance with the generic definition given in the preamble above, 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.

Par ailleurs, l'ensemble de soupapes selon l'invention est caractérisé en ce que la différence entre l'entraxe X et l'entraxe Y est approximatement de l'ordre de 0,5 millimètre, de sorte à modifier les lois de cames relatives aux commandes des soupapes d'environ un degré, atténuant de la sorte les vibrations générées par l'impact de la soupape sur le siège de culasse,In addition, the 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,

Selon l'invention, l'ensemble de soupape comporte avantageusement une butée hydraulique, une extrémité de la butée hydraulique étant le point de pivotement du linguet, la butée hydraulique étant destinée à coopérer avec un logement de la culasse.According to the invention, 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.

L'invention concerne aussi un moteur muni d'un tel ensemble de soupapes, caractérisé en ce qu'il ne comporte qu'un unique capteur de cliquetis par banc de cylindres pour effectuer une mesure de qualité du phénomène de cliquetis.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.

D'autres particularités et avantages apparaítront à la lecture de la description ci-après faite en référence aux figures dans lesquelles :

  • la figure 1 est une représentation en perspective d'un jeu de soupapes faisant partie d'un ensemble de soupapes pour moteur à combustion interne, selon l'invention,
  • la figure 2 est une vue en coupe suivant l'axe A-A de la figure 1,
  • la figure 3 est une vue en coupe suivant l'axe B-B de la figure 1.
Other features and advantages will appear on reading the description below made with reference to the figures in which:
  • FIG. 1 is a perspective representation of a set of valves forming part of a set of valves for an internal combustion engine, according to the invention,
  • FIG. 2 is a sectional view along the axis AA of FIG. 1,
  • FIG. 3 is a sectional view along the axis BB of FIG. 1.

L'invention va être décrite ci-après dans un mode de réalisation préféré, non limitatif, en référence aux figures 1 à 3.The invention will be described below in a preferred, nonlimiting, embodiment reference to Figures 1 to 3.

L'invention concerne un ensemble des soupapes 5 pour moteur à combustion interne, le déplacement linéaire des soupapes étant commandé par un moyen d'actionnement mécanique, du type arbre à cames.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.

Afin de faciliter la compréhension de l'invention, la description ci-après faite décrit un moteur à combustion interne comportant, par exemple, au moins deux soupapes la, 1b d'admission par chambre de combustion (Cf. fig.1).In order to facilitate the understanding of the invention, the description below made describes an internal combustion engine comprising, for example, at least two valves la, 1b of intake per combustion chamber (See fig. 1).

Une partie des différents éléments constituant le moteur comprend l'arbre 10 à cames précédemment cité, des linguets 2a, 2b, les soupapes 1a, 1b et des butées hydrauliques 6a, 6b.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.

Le moyen d'actionnement est traditionnellement constitué d'un arbre 10 (Cf. Fig. 2 et 3) rotatif entraíné par un moyen de transmission (non représenté), de type courroie par exemple, lié au vilebrequin (non représenté) du moteur. Le mouvement de rotation, suivant un axe C-C, de l'arbre 10 permet de transmettre un mouvement de déplacement linéaire des soupapes 1a, 1b via les cames 11a, 11b disposées sur l'arbre 10 à cames, et des linguets 2a, 2b en appui respectivement sur les queues de soupapes et les butées hydrauliques 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.

L'agencement connu de ces différents éléments est décrit ci-après. Les cames 11a, 11b de forme déterminée sont en appui sur des rouleaux 5a, 5b disposés sur les linguets 2a, 2b. De préférence, les rouleaux 5a, 5b sont disposés respectivement entre les parois latérales des linguets 2a, 2b, de sorte à créer un dispositif de maintien des linguets de type étrier.The known arrangement of these different elements is described below. Cams 11a, 11b of shape determined are supported on rollers 5a, 5b arranged on the latches 2a, 2b. Preferably, 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.

De manière connue, les linguets 2a, 2b sont conformés de sorte à pivoter respectivement suivant les axes D1-D1 et D2-D2, l'axe D1-D1 de rotation étant parallèle à l'axe D2-D2 de rotation.In a known manner, 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.

Le linguet 2a (Cf. fig. 1 et 2) comporte deux extrémités 3a et 4a. L'extrémité 3a est conformée de sorte à coopérer avec la queue de soupape 1a. L'extrémité 4a comprend une surface de forme sphérique destinée à coopérer avec la butée hydraulique 6a.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.

Les butées hydrauliques 6a et 6b sont respectivement disposées dans des logements 7a et 7b ménagés dans la culasse 20. Les logements 7a et 7b sont obtenus par usinage de la culasse. Les logements 7a et 7b sont de forme sensiblement cylindrique, avec une profondeur déterminée pour le positionnement optimal des butées 6a et 6b. Les butées 6a et 6b sont respectivement disposées dans les logements 7a et 7b suivant les axes D-D et E-E.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.

L'arbre 10 à cames 11a, 11b (Cf. fig. 2, 3) est entraíné en rotation suivant l'axe C-C de sorte que les cames 11a, 11b sont en appui contre des rouleaux 5a, 5b rendus solidaires en translation des linguets 2a et 2b respectifs. Les axes D1-D1 et D2-D2 de rotation des rouleaux 5a et 5b sont de préférence parallèles à l'axe C-C de rotation de l'arbre à cames. La mise en mouvement des linguets 2a, 2b engendre le déplacement des soupapes 1a, 1b suivant deux axes parallèles, respectivement les axes A-A et B-B. De préférence, l'axe C-C est perpendiculaire aux axes A-A et B-B.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. Preferably, the axis C-C is perpendicular to the axes A-A and B-B.

Les axes A-A et B-B définissent un premier plan.The axes A-A and B-B define a first plan.

Selon l'invention, l'ensemble de soupapes la, 1b est agencé sur la culasse du moteur de sorte qu'il existe une différence de longeur entre un premier entraxe nommé X et un second entraxe nommé Y, générant avantageusement des lois de soupapes différentes. Le premier entraxe X concerne l'axe de la première soupape la et l'axe de la première butée 6a associée. Le second entraxe Y concerne l'axe de la seconde soupape 1b et l'axe de la seconde butée 6b associée.According to the invention, 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.

Ainsi, les axes D-D et E-E définissent un second plan qui n'est pas parallèle au premier plan défini par les axes A-A et B-B.Thus, 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.

Par comparaison des figures 2 et 3, on constate que les soupapes 1a et 1b ont une position relative à la culasse légèrement différente, les cames 11a et 11b de l'arbre 10 étant cependant de forme identique. Ainsi, pour une position angulaire donnée de l'arbre 10, par exemple une position alpha, les positions linéaires des deux soupapes 1a et 1b suivant leur axe respectif de déplacement sont différentes, ceci étant due à une différence entre le premier entraxe X concernant la première soupape la et la butée 6a hydraulique associée, et l'entraxe Y concernant la seconde soupape 1b et la butée 6b hydraulique associée. By comparison of Figures 2 and 3, we notes that 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.

Selon l'invention, une différenciation d'entraxe permet de décaler l'instant d'ouverture et l'instant de fermeture, d'une soupape par rapport à une autre commandée par une came identique. Pour une position alpha donnée, il y a un positionnement de la soupape 1a en appui contre le siège 8a de culasse tandis que la soupape 1b est distante de la culasse 20 d'une longueur béta non nulle.According to the invention, a differentiation center to offset the instant opening and closing times, valve compared to another controlled by an identical cam. For an alpha position given there is a valve positioning 1a pressing against the breech seat 8a while valve 1b is distant from cylinder head 20 of non-zero beta length.

0 Ainsi, les figures 2 et 3 montrent qu'une différence entre les entraxes X et Y de quelques dixièmes de millimètre, par exemple une différence de 0,5 millimètre, génère un retard de fermeture des soupapes et donc une 5 modification des lois de cames d'environ un degrè, sans modification des cames.0 Thus, 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.

Bien évidemment, l'invention ne modifie en rien l'amplitude de déplacement des soupapes, seule l'instant des déplacements étant modifié, les soupapes finissant toujours par se fermer contre leur siège respectif disposé sur la culasse 20 du moteur.Obviously, 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.

La modification des lois de cames est, selon l'invention, seulement réalisée par une 5 variation des côtes d'usinage des logements 7a et 7b destinés à coopérer avec les butées 6a et 6b hydrauliques.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.

Ainsi, l'invention permet avantageusement de commander mécaniquement le déplacement des soupapes en utilisant des moyens connus, la particularité étant d'agencer lesdits moyens de déplacement de sorte que les soupapes retombent sur leur siège respectif avec un léger retard dans le temps, réduisant ainsi les vibrations transmises par les soupapes la, 1b à la culasse du moteur et au capteur de cliquetis.Thus, 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.

L'invention permet aussi de concillier avantageusement le fonctionnement d'un moteur à combustion interne avec un rendement optimisé par un déplacement à vitesse élevée des soupapes, et la maítrise du cliquetis par un unique capteur dédié à chaque banc de cylindres, le moteur étant composé d'au moins deux soupapes de même fonction, par exemple des soupapes d'admission en air de la chambre de combustion.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.

En particulier, l'invention permet une mesure de qualité du phénomène de détonation traditionnellement présent dans les moteurs à combustion interne, la mesure n'étant plus sensiblement influencée par la retombée d'un jeu d'au moins de deux soupapes situées dans une chambre de combustion adjacente à celle pour laquelle est effectué la mesure.In particular, 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.

Le dispositif selon l'invention permet ainsi de s'affranchir à moindre coût des cas de mauvais paramètrages du calculateur moteur relevés par la demandesse dans le cas de la mesure du phénomène de cliquetis.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.

Claims (4)

Ensemble de soupapes pour moteur à combustion interne comportant deux soupapes (1a, 1b) associées à un même cylindre, les deux soupapes ayant la même fonction, chaque soupape étant actionnée par un arbre (10) à cames commun, la came (11a) associée à la soupapes (1a) étant conformée sensiblement à l'identique de la came (11b) associée à l'autre soupape (1b), l'arbre (10) à cames (11a, 11b) agissant sur chaque soupape (1a, 1b) au moyen d'un linguet (2a, 2b) associé, chaque linguet étant disposé entre la queue de soupape (1a, 1b) et un point (P1, P2) de pivotement, un entraxe (X, Y) donnant la distance séparant la soupape (1a, 1b) du point (P1, P2) de pivotement associé, caractérisé en ce que l'entraxe X, entre la soupape (1a) et le point P1 de pivotement associé, est différent de l'entraxe Y, entre la soupape (1b) et le point P2 de pivotement associé, afin de ne pas obtenir la fermeture en simultanée des deux soupapes (1a, 1b).Valve assembly for an internal combustion engine comprising two valves (1a, 1b) associated with the same cylinder, the two valves having the same function, each valve being actuated by a common camshaft (10), the cam (11a) associated with the valves (1a) being shaped substantially identical to the cam (11b) associated with the other valve (1b), the camshaft (10) with cams (11a, 11b) acting on each valve (1a, 1b ) by means of an associated latch (2a, 2b), each latch being disposed between the valve stem (1a, 1b) and a pivot point (P1, P2), a center distance (X, Y) giving the distance separating the valve (1a, 1b) of the associated pivot point (P1, P2), characterized in that the center distance X, between the valve (1a) and the associated pivot point P1, is different from the center distance Y, between the valve (1b) and the associated pivot point P2, so as not to obtain the simultaneous closing of the two valves (1a, 1b). Ensemble de soupapes selon la revendication 1, caractérisé en ce que la différence entre l'entraxe X et l'entraxe Y est approximatement de l'ordre de 0,5 millimètre, de sorte à modifier les lois de cames relatives aux commandes des soupapes (1a, 1b) d'environ un degré, atténuant de la sorte les vibrations générées par l'impact de la soupape (1a, 1b) sur le siège (8a, 8b) de culasse (20). Valve assembly according to claim 1, characterized in that the difference between the center distance X and the center distance Y is approximately of the order of 0.5 millimeter, so as to modify the cam laws relating to the valve controls ( 1a, 1b) by about a degree, thereby attenuating the vibrations generated by the impact of the valve (1a, 1b) on the cylinder head seat (8a, 8b) (20). Ensemble de soupapes selon la revendication 1 ou 2, caractérisé en ce qu'il comporte une butée (6a, 6b) hydraulique, une extrémité de la butée hydraulique étant le point (P1, P2) de pivotement du linguet (2a, 2b), la butée (6a, 6b) hydraulique étant destinée à coopérer avec un logement (7a, 7b) de la culasse (20), de sorte qu'une différence de quelques dixième de millimètre entre l'entraxe X et l'entraxe Y permet une modification d'environ un degré de la loi de cames associée à la soupape (1a, 1b), sans modification des cames (11a, 11b) de l'arbre (10).Valve assembly according to claim 1 or 2, characterized in that it comprises a hydraulic stop (6a, 6b), one end of the hydraulic stop being the pivot point (P1, P2) of the latch (2a, 2b), the hydraulic stop (6a, 6b) being intended to cooperate with a housing (7a, 7b) of the cylinder head (20), so that a difference of a few tenths of a millimeter between the center distance X and the center distance Y allows modification of approximately one degree of the cam law associated with the valve (1a, 1b), without modification of the cams (11a, 11b) of the shaft (10). Moteur muni d'un tel ensemble de soupapes, caractérisé en ce qu'il ne comporte qu'un unique capteur de cliquetis par banc de cylindres pour effectuer une mesure de qualité du phénomène de cliquetis.Engine fitted with such a set of valves, characterized in that it only has a single knock sensor per bank of cylinders for carrying out a quality measurement of the knock phenomenon.
EP04291181A 2003-05-23 2004-05-07 Valve arrangement in an internal combustion engine Withdrawn EP1479878A3 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0306261A FR2855211B1 (en) 2003-05-23 2003-05-23 VALVE ASSEMBLY FOR INTERNAL COMBUSTION ENGINE
FR0306261 2003-05-23

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EP1479878A2 true EP1479878A2 (en) 2004-11-24
EP1479878A3 EP1479878A3 (en) 2008-12-31

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0319956A1 (en) * 1987-12-08 1989-06-14 Nissan Motor Co., Ltd. Valve operating mechanism
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 (en) * 1995-12-21 1997-07-03 Daimler Benz Ag Cylinder head for internal combustion engine
DE10018561A1 (en) * 2000-04-14 2001-10-18 Daimler Chrysler Ag Cylinder head for valve-controlled piston engine has gas exchange apertures in combustion chamber to create alterations in it

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 (en) * 1987-12-08 1989-06-14 Nissan Motor Co., Ltd. Valve operating mechanism
WO1991005147A1 (en) * 1989-10-04 1991-04-18 Ford Motor Company Limited Camshaft for multi-valve internal combustion engine
DE19548087A1 (en) * 1995-12-21 1997-07-03 Daimler Benz Ag Cylinder head for internal combustion engine
DE10018561A1 (en) * 2000-04-14 2001-10-18 Daimler Chrysler Ag Cylinder head for valve-controlled piston engine has gas exchange apertures in combustion chamber to create alterations in it

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

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