EP1807609A1 - Mecanisme de commande de soupape de moteur a combustion interne - Google Patents

Mecanisme de commande de soupape de moteur a combustion interne

Info

Publication number
EP1807609A1
EP1807609A1 EP05799247A EP05799247A EP1807609A1 EP 1807609 A1 EP1807609 A1 EP 1807609A1 EP 05799247 A EP05799247 A EP 05799247A EP 05799247 A EP05799247 A EP 05799247A EP 1807609 A1 EP1807609 A1 EP 1807609A1
Authority
EP
European Patent Office
Prior art keywords
valve
piston
hydraulic
end position
pressure chamber
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
EP05799247A
Other languages
German (de)
English (en)
Other versions
EP1807609B1 (fr
Inventor
Volker Schmidt
Michael Berger
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler KG
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 Schaeffler KG filed Critical Schaeffler KG
Publication of EP1807609A1 publication Critical patent/EP1807609A1/fr
Application granted granted Critical
Publication of EP1807609B1 publication Critical patent/EP1807609B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • F01L1/20—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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0031—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of tappet or pushrod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/10—Providing exhaust gas recirculation [EGR]

Definitions

  • the invention relates to a valve train of an internal combustion engine for actuating a gas exchange valve. Its movement follows a stroke of a cam and a stroke of the cam superimposed and independent of the stroke of the cam stroke of a hydraulic force application device.
  • a piston of the force application device relative to a housing of the Kraftauf ⁇ bring means by time-variable supply of a pressure-adjustable hydraulic fluid from a hydraulic medium line in a pressure chamber formed by the piston and the housing from a first end position to a sau ⁇ th end position movable.
  • the piston of DE 101 56 309 A1 is designed as a stepped piston which displaces hydraulic means from a ring space located on the bottom of the cup with a cylindrical ring portion.
  • the braking of the piston on reaching the end position is to be generated by displacement of the Hydraulikmit ⁇ means from the annular space via guide gaps between the ring section and Ring ⁇ space.
  • such an embodiment requires double adjustments of the components, so that the hydraulic force application device is associated with considerable production and quality assurance effort and consequently high production costs.
  • the present invention is therefore the object of a valvetrain of the type mentioned in such a way that the disadvantages are avoided.
  • the pressure chamber should therefore be equipped with a hydraulically acting device, which allows both a targeted and the Viskosi ⁇ ity of the hydraulic fluid as independent as possible deceleration of the piston when reaching the final position. At the same time, rapid acceleration of the piston should be possible when leaving the end position.
  • the valvetrain should also be inexpensive to produce in a simple manner and under high-volume conditions. Summary of the invention
  • the object is achieved in that the pressure chamber is connected both via a shut-off means arranged in the housing and opening toward the pressure chamber and via at least one passage in the housing to the hydraulic fluid line.
  • the passage is at least partially obstructed due to overlapping by an outer circumferential surface of the piston in its first end position.
  • the present invention thus relates to a valve gear which can be produced cost-effectively and which makes it possible to superimpose the stroke of a cam and a stroke of a hydraulic force application device independent of the stroke of the cam on the gas exchange valve.
  • Crucial for the quality of the valve train function is the course of movement of the piston upon reaching and leaving the first end position. When reaching the first end position, it is desirable that the movement of the piston is rapidly decelerated from a high to a low speed in order to simultaneously ensure a gentle Auf ⁇ putting the gas exchange valve in its valve seat.
  • the hydraulic force application device should also be able to generate strokes on the gas exchange valve with a large time cross section, for which purpose a high speed of the piston between the first and the second end position is required.
  • the pressure chamber is connected via both the passage and a throttle cross section with the hydraulic medium line.
  • the throttle cross-section should be formed substantially in the form of a blind. Such a throttle cross-section produces a largely independent of the viscosity of the hydraulic fluid and thus a temperature above the operating temperature of the fuel engine enough uniform deceleration of the piston, while the passage can be designed consistently to a rapid emptying and filling of the pressure chamber out.
  • valve train according to the invention via a hydraulic valve clearance compensation device, which is in a hollow cylindrical recess of the piston angeord ⁇ net.
  • a hydraulic valve clearance compensation device which is in a hollow cylindrical recess of the piston angeord ⁇ net.
  • the pressure chamber according to claim 5 can also be vented via a drain line for the hydraulic medium when the piston reaches the second end position.
  • a drain line for the hydraulic medium when the piston reaches the second end position.
  • there is at least one outlet opening in the housing which is at most partially blocked by the outer circumferential surface of the piston when reaching the second end position and thus connects the pressure chamber with the drain line.
  • the blocking means is a ball check valve.
  • ball check valves have proven themselves in practice qu ⁇ times and are inexpensive to produce.
  • valve train is obtained according to claim 7, when the piston is arranged in a pivot bearing, the one
  • Swing lever pivotally stores.
  • a camshaft bearing compensating piston of the hydraulic valve lash adjuster is guided in the piston longitudinally movable. It is expedient according to claim 8 to integrate into the rocker arm a rotatably mounted roller as low-friction contact surface to the cam.
  • the valve train should also allow a secondary stroke of the gas exchange valve during a lift-free base circle phase of the cam. This results in advantageous ways to suck back exhaust gas in high and precisely adjustable amounts internally.
  • This form of exhaust gas recirculation is in particular the basis for an operation of the internal combustion engine with ho ⁇ mogener and self-igniting charge.
  • HCCI Homogeneous Charge Compression Ignition
  • the combustion process is essentially determined by controlling the charge composition and the charge temperature profile.
  • a very effective means for increasing the charge temperature is the increase of the residual gas content, ie the increase in the content of not sufficient flushed or purged and returned to the cylinder exhaust gas of the previous combustion cycle in the cylinder charge for the next combustion cycle.
  • the residual gas content must be fully variable to the operating point of the internal combustion engine, with residual gas quantities of 60% of the cylinder charge and more may be required. Residual gas components can no longer be provided at this altitude via an internal exhaust gas recirculation through conventional valve overlap or via a device for external exhaust gas recirculation.
  • the HCCI process reacts with unacceptable combustion processes extremely sensitive to changes in charge characteristics, so that in addition to the provision of residual gas in the required amount also a combustion cycle-faithful, high-precision and cylinder-specific dosing of the residual gas content is required.
  • the secondary stroke is carried out according to claim 10, preferably at an outlet valve.
  • exhaust gas which has already been ejected into the exhaust passage is sucked back into the combustion chamber via the then opened exhaust valve during the intake stroke of the internal combustion engine.
  • engine brake in particular for air-compressing internal combustion engines, for safety-relevant supplementation of the service brake.
  • Such engine brakes are usually used as a continuous brake in commercial vehicles and are based on the principle that the Schlepp ⁇ moment of the in-overrun and not fired internal combustion engine by increasing the charge exchange work can be significantly increased and the vehicle is braked.
  • the exhaust valve is opened again during the compression phase, so that the cylinder charge is not compressed gas-spring-like, but is pushed into the outlet channel by applying Ausschiebearbeit.
  • the secondary stroke it may also be expedient, according to claim 11, for the secondary stroke to take place at an inlet valve.
  • exhaust gas is expelled into the intake passage in the exhaust stroke of the internal combustion engine when the intake valve is again opened and sucked back into the combustion chamber during the intake stroke.
  • the lubricating oil of the internal combustion engine is used according to claim 12 for the sake of simplicity. Conversely, however, it is also conceivable to use any other suitable fluids in a hydraulic fluid circuit, which would then have to be separated from the lubricating oil circuit of the internal combustion engine.
  • FIG. 1 shows the drag lever drive with the gas exchange valve closed, with a longitudinally-cut pivot bearing
  • FIG. 2 shows an enlarged view of the pivot bearing according to FIG. 1,
  • valve drive 1 is disclosed using the example of a drag lever drive 2 for an internal combustion engine.
  • a pivot bearing 4 which supports a drag lever 5 pivotably in the direction of actuation of a gas exchange valve 6.
  • a roller 7 rotatably mounted in the cam follower 5 serves as a low-friction contact surface 8 for a cam 9.
  • the cam 9 has a cam elevation phase 10, which generates a stroke on the gas exchange valve 6, and a stroke-free base circle phase 11.
  • the pivot bearing 4 is part of a hydraulic Kraftaufbringeinrich ⁇ device 12 and is shown in Figure 1 and enlarged in Figure 2 for a first end position "A" of a piston 13.
  • the gas exchange valve 6 is closed, since at the same time the cam 9 rests with its base circle phase 11 on the roller 7.
  • the piston 13 In an inner circumferential surface 14 of a cup-shaped housing 15, the piston 13 is guided longitudinally movably with an outer circumferential surface 16. In the first end position "A", an end face 17 of the piston 13 bears against a bottom 18 of the housing 15.
  • the bottom 18 has an indentation 19 for receiving a Ab ⁇ blocking means 20 for a located within the housing 15 pressure chamber 21 which is bounded by the end face 17 of the piston 13.
  • the Absperrmit ⁇ tel 20 is manufactured ⁇ det in this embodiment as a ball check valve 22 which opens to the pressure chamber 21 and see a hydraulic connection between at least one arranged in the bottom 18 of the housing 15 channel 23 and the pressure chamber 21 produces.
  • the channel 23 in turn is in hydraulic communication with a hydraulic medium line 24 opening into the recess 3. This is also part of the hydraulic force application device 12 and serves to supply the pressure chamber 21 with hydraulic fluid, its pressure via a hydraulic control device shown schematically "SP" is adjustable.
  • a further line 25 communicating with the hydraulic medium line 24 there is also connection to the pressure space 21 via one or more passages 26 opening into the inner casing surface 14 of the housing 15.
  • the passages 26 are partially or completely through in the first end position "A" of the piston 13 the outer circumferential surface 16 of the piston 13 is blocked.
  • the supply line 25 is preferably designed so that the hydraulic fluid line 24 is associated with an annular groove 27 in an outer circumferential surface 28 of the housing 15, wherein from the annular groove 27 and the ball check valve 22 leading to channel 23 emanates.
  • the pivot bearing 4 has in the illustrated embodiment, a hydraulic valve clearance compensation device 29 which is arranged in a hollow cylindrical recess 30 of the piston 13 and in a known manner a cam follower 5 overlapping balance piston 31 and a Hä ⁇ space 32, via a supply line 33 is assigned a Hydraulikstoff ⁇ supply "S-LA”.
  • the piston 13 is braked in the region of the second end position "B” by Antschmit ⁇ tel 37 again to a standstill.
  • an annular body 39 is inserted in a recess 38 of the housing 15, the inner diameter of which is smaller than that of the inner circumferential surface 14 of the housing 15.
  • Exceeding the second end position "B” of the piston 13 is prevented by a lower shoulder 40 of an annular groove 41 of the piston 13 abutting against the annular body 39.
  • the annular groove 41 is to be designed so wide that reaching the first end position "A" is not hindered by contact of an upper shoulder 42 of the annular groove 41 with the Ring ⁇ body 39.
  • annular body would move in an outer recess of the piston 13 with the piston 13 and strike in the second end position "B" against a shoulder of an annular groove 15 located in the housing.
  • a hydraulic braking of the piston 13 is possible by the outer circumferential surface 16 of the piston 13 in the region of the second end position "B" one or more outlet ports 43 releases the one serving as return "R" drain line 44 with the pressure chamber 21 ⁇ the.
  • the piston 13 automatically controls its second end position "B” by opening the outlet openings 43 just enough so that the volume of hydraulic fluid supplied into the pressure chamber 21 corresponds to the volume of hydraulic fluid discharged from the pressure chamber 21 into the drain line 44.
  • a return movement of the piston 13 in the direction of the first end position "A” begins when the hydraulic drive device "SP" allows a flow of hydraulic fluid from the pressure chamber 21.
  • the drainage of the hydraulic medium takes place - if necessary after closing the outlet openings 43 - only via the passages 26 and the supply line 25 into the hydraulic medium line 24, since the ball check valve 22 to the channel 23 is now closed.
  • the piston 13 is braked by its outer circumferential surface 16, the passages 26 closes successively.
  • a gentle placement of the end face 17 of the piston 13 on the bottom 18 of the housing 15 can be ensured that at least one of Passages 26 in the first end position "A" is not completely blocked and can escape only a small volume flow of the hydraulic fluid at a correspondingly reduced speed of the piston 13 from the pressure chamber 21.
  • a preferred alternative is the possibility of connecting the pressure chamber 21 to the supply line 25 via an orifice-shaped throttle cross-section 45.
  • a throttle cross-section 45 With the help of such a throttle cross-section 45, a largely independent of the viscosity of the hydraulic fluid deceleration of the piston 13 can be ensured upon reaching the first end position "A". So that the braking effect of the throttle cross-section 45 unfolds optimally, it is expedient to completely close the passages 26 already before reaching the first end position "A" by the outer circumferential surface 16 of the piston 13.
  • valve train 1 has been explained using the example of a Schlepphebelven ⁇ tiltriebs 2 with a pivot bearing 4 as a preferred embodiment.
  • the idea of the invention can equally be implemented in other valve operating designs, such as, for example, cup drives or push rod trenches.
  • the range of protection of the invention should also include valve trains, which can be switched over by coupling means in order selectively to transfer hoppers of a plurality of cams to the gas exchange valve 6 as a function of the coupling state. This applies equally to valve trains that continuously vary the stroke of the gas exchange valve 6 by means of a cam and other Verstellele ⁇ . List of reference numbers and symbols

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

La présente invention concerne un mécanisme de commande de soupape (1) d'un moteur à combustion interne, qui sert à actionner une soupape d'échange gazeux (6). Son mouvement suit la course d'une came (9) et la course d'un système d'application de force hydraulique (12). A cet effet, un piston (13) du système d'application de force hydraulique (12) peut être mis en mouvement d'une première position terminale (A) à une seconde position terminale (B), par amenée d'un agent hydraulique dont la pression est réglable, par une conduite d'agent hydraulique (24) dans une chambre de pression (21). La chambre de pression (21) doit être reliée à la conduite d'agent hydraulique (24) à la fois par un élément d'arrêt (20) disposé dans un boîtier (15) et ouvert vers la chambre de pression (21), et par au moins un passage (26) pratiqué dans le boîtier (15). Selon l'invention, le passage (26) est bloqué au moins partiellement suite au recouvrement par une surface périphérique extérieure (16) du piston (13) lorsqu'il se trouve dans sa première position terminale (A).
EP05799247A 2004-11-04 2005-10-12 Mecanisme de commande de soupape de moteur a combustion interne Not-in-force EP1807609B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004053202A DE102004053202A1 (de) 2004-11-04 2004-11-04 Ventiltrieb einer Brennkraftmaschine
PCT/EP2005/010945 WO2006048101A1 (fr) 2004-11-04 2005-10-12 Mecanisme de commande de soupape de moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1807609A1 true EP1807609A1 (fr) 2007-07-18
EP1807609B1 EP1807609B1 (fr) 2011-08-24

Family

ID=35720784

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05799247A Not-in-force EP1807609B1 (fr) 2004-11-04 2005-10-12 Mecanisme de commande de soupape de moteur a combustion interne

Country Status (4)

Country Link
US (1) US7617806B2 (fr)
EP (1) EP1807609B1 (fr)
DE (1) DE102004053202A1 (fr)
WO (1) WO2006048101A1 (fr)

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WO2017012614A1 (fr) * 2015-07-20 2017-01-26 Schaeffler Technologies AG & Co. KG Élément hydraulique présentant une fonction de frein moteur pour un moteur à combustion interne à pistons à quatre temps et moteur à combustion interne à piston à quatre temps

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EP2317086B1 (fr) * 2008-08-28 2013-02-20 Toyota Jidosha Kabushiki Kaisha Dispositif de réglage d'arrivée hermétiquement étanche
DE102009019680A1 (de) * 2009-04-30 2010-11-11 Schaeffler Technologies Gmbh & Co. Kg Ventiltriebssystem
CN101929365B (zh) * 2010-07-30 2012-07-04 天津大学 柴油机液压式自适应气门正时可变系统与控制方法
DE102011051487B4 (de) * 2010-11-12 2017-01-12 Hyundai Motor Co. Elektrohydraulische Ventilsteuerung
DE102011005575A1 (de) * 2011-03-15 2012-09-20 Schaeffler Technologies Gmbh & Co. Kg Ventiltrieb mit Zusatzhub im Nockengrundkreis
JP2015506436A (ja) * 2012-01-06 2015-03-02 スクデリ グループ インコーポレイテッド ロストモーション可変バルブ作動システム
DE102012208238A1 (de) * 2012-05-16 2013-11-21 Schaeffler Technologies AG & Co. KG Ventiltriebsbetätigungseinrichtung für eine Brennkraftmaschine
GB2503705A (en) * 2012-07-05 2014-01-08 Eaton Srl Hydraulic Lash Adjuster and Lost Motion System
US8985076B1 (en) * 2013-03-15 2015-03-24 Brunswick Corporation Valve lash adjustment device
CN103670568B (zh) * 2013-11-15 2016-04-06 潍柴动力股份有限公司 一种柴油发动机及其具备气门晚关功能的配气机构
AT518408B1 (de) * 2016-04-05 2017-10-15 Avl List Gmbh Ventilbetätigungseinrichtung für zumindest ein gaswechselventil
US11339688B2 (en) 2020-01-29 2022-05-24 Borgwarner, Inc. Variable camshaft timing valve assembly
DE102020126662A1 (de) 2020-10-12 2022-04-14 Schaeffler Technologies AG & Co. KG Ventilbetätiger

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Publication number Priority date Publication date Assignee Title
WO2017012614A1 (fr) * 2015-07-20 2017-01-26 Schaeffler Technologies AG & Co. KG Élément hydraulique présentant une fonction de frein moteur pour un moteur à combustion interne à pistons à quatre temps et moteur à combustion interne à piston à quatre temps

Also Published As

Publication number Publication date
WO2006048101A1 (fr) 2006-05-11
DE102004053202A1 (de) 2006-06-01
EP1807609B1 (fr) 2011-08-24
US7617806B2 (en) 2009-11-17
US20090056653A1 (en) 2009-03-05

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