EP1843013A2 - Système et appareil électrohydraulique de contrôle à commande variable de soupapes de moteur à combustion interne - Google Patents

Système et appareil électrohydraulique de contrôle à commande variable de soupapes de moteur à combustion interne Download PDF

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Publication number
EP1843013A2
EP1843013A2 EP07105135A EP07105135A EP1843013A2 EP 1843013 A2 EP1843013 A2 EP 1843013A2 EP 07105135 A EP07105135 A EP 07105135A EP 07105135 A EP07105135 A EP 07105135A EP 1843013 A2 EP1843013 A2 EP 1843013A2
Authority
EP
European Patent Office
Prior art keywords
engine valve
valve
chamber
communication
line
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Withdrawn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
EP07105135A
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German (de)
English (en)
Other versions
EP1843013A3 (fr
Inventor
Pierluigi Dell'orto
Mario Marchetti
Eliodoro Chiavazzo
Gerardo Manganiello
Alessandro Di Gaeta
Giuseppe Police
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.)
Dell Orto SpA
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Dell Orto SpA
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Filing date
Publication date
Application filed by Dell Orto SpA filed Critical Dell Orto SpA
Publication of EP1843013A2 publication Critical patent/EP1843013A2/fr
Publication of EP1843013A3 publication Critical patent/EP1843013A3/fr
Withdrawn legal-status Critical Current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
    • 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
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34446—Fluid accumulators for the feeding circuit

Definitions

  • Valve opening and tuning times are established so as to optimise engine efficiency in a certain working range and for certain load conditions; with the known camshaft distribution systems, these times cannot be changed during engine operation. This implies that, departing from such optimal conditions, engine efficiency drops.
  • a system of this type for controlling the valves of internal combustion engines, which provides an electro-hydraulic actuation to obtain a desmodromic-type control of the valves, called in short WA (acronym of Variable Valve Actuators), is disclosed for example in patent application MI2005A.001810 of 28.09.2005, in the name of the same Applicant.
  • the two electrovalves 6 and 7 are two one-way, semi-automatic valves.
  • electrovalve 6 is normally closed and allows the passage of fluid from the circuit HP to the chamber 1 of the cylinder only if it is actuated from outside; however, it automatically allows the passage of fluid in the opposite direction, i.e. when the pressure in working chamber 1 is higher than the one in circuit HP by a set value, established during the design step.
  • Electrovalve 7 is normally open and, when it is actuated, prevents fluid from flowing out of chamber 1 to chamber LP; moreover, it is one-way in the opposite direction, i.e. it automatically allows fluid passage to low pressure tank LP, if the pressure in chamber 1 is smaller than said low pressure LP.
  • the object of the present invention is that of improving the device described in the above-cited application MI2005A.001810 , in the sense of achieving improved system construction simplicity and hence lower cost, at the same time streamlining the control of the engine valve movement. This object is achieved through the features mentioned in claims 1 and 7.
  • this single servovalve 10 is intended for oil distribution on the 3 lines indicated by letters "A”, "B” and "C", each communicating, respectively, with:
  • servovalve 10 is switched - for example through electromagnetic actuation (as occurs for valves 6 and 7 of the prior art) - exclusively into either one of two possible positions, namely a first position, wherein it allows the flow of fluid in the direction indicated by arrow F1 of Fig. 2, and a second position, wherein it allows the flow of fluid in the direction indicated by arrow F2. More precisely:
  • a first management mode wherein only an adjustment of the lift stroke of the engine valve is provided - the opening and closing runs of the engine valve occur in the way diagrammatically shown in fig. 3, where the uppermost diagram 3A refers to the motion of engine valve 3, the lowermost diagram 3C refers to the motion of servovalve 10, and the middle diagram 3B refers to the actuation of the electromagnet controlling servovalve 10.
  • control electrovalve 10 is in "state a", with the corresponding electromagnet off (level OFF): engine valve 3 is closed, resting in its seat, and cannot leave such position until the respective electromagnet controlling servovalve 10 is energised.
  • control servovalve 10 Upon start - corresponding to instant C 1 - current begins to circulate in the winding of the magnet (level ON); control servovalve 10 then switches to move from "state a" to "state b", going through the infinite intermediate states. This passage does not occur in an equally instantaneous manner as the passage of the magnet from the OFF state to the ON state, but implies a certain delay (highlighted in diagram 3C of the electrovalve movement). As soon as servovalve 10 is in the proximity of "state b", it opens the communication between line A and line B, which remains open for the entire phase I of the cycle - between instant C 1 and instant C 2 - while line C remains locked.
  • phase I which takes place in the energisation time T1 of the respective electromagnet, servovalve 10 moves, with a certain delay with respect to instant C 1 , from "state a" to "state b" and engine valve 3 opens.
  • the opening occurs with a sharp acceleration, as shown by the development of diagram 3A, until position V 1 .
  • This position is determined in the design phase by choosing the length of time T1, to the end whereof corresponds instant C 2 of the end of phase I.
  • Phase II of the cycle begins at instant C 2 , wherein the electromagnet is de-activated, which hence goes from the ON state to the OFF state virtually instantly. To this action corresponds the return of servovalve 10, equally with a certain delay over instant C 2 , from "state b" to "state a". This implies the closure of line A (high pressure) and at the same time the opening of the communication between B and C.
  • This change - which, as said, occurs at the end of time T1, i.e. in position V 1 of the engine valve - occurs when the engine valve has all the kinetic energy derived from the acceleration received in previous phase I.
  • the engine valve can then continue by inertia in its stroke, until the maximum lift provided (vertex point V 2 of the lift curve, which corresponds to cycle point C 3 ).
  • This stroke, line A being closed, translates into a drawing of actuation oil from low pressure LP, through line C-B, to the control volume of cylinder 1; as a matter of fact, hydraulic piston 2 - during the opening stroke together with engine valve 3, "launched" by the initial pressure force - causes an increase of overlying volume 1, which leads precisely to said drawing effect.
  • phase III begins, wherein valve 3 performs its return stroke in a closed position.
  • the stroke of control piston 2 occurs under the thrust of spring 4, previously loaded as said, and forces the fluid to flow out of the volume of cylinder 1 to the low pressure source LP, through line B-C, until accomplishing the approaching of engine valve 3 to its seat. Therefore, if control servovalve 10 remains in "state a", closure of the engine valve is accomplished.
  • Step I and step II - as occurred for the first management mode see with reference to fig. 3 - determine the lift value of engine valve 3; this determination is obtained, as already said, by simply varying the duration T of the first control impulse of the electromagnet controlling servovalve 10.
  • stabilisation or maintenance step III begins, wherein it is provided to inhibit the closing step of the engine valve by reactivating servovalve 10 for at least a short instant t. More precisely, this maintenance step is achieved by setting up a succession of cycles C 3 -C 4 , C 5 -C 6 , .... C n-1 -C n wherein servovalve 10 is brought back into "state b" each time and, after a very short time t, it is set again into "state a".
  • engine valve 3 which in the initial instants C 3 , C 5 , ... C n-1 of each cycle had begun to close again slightly, recovers the desired height in the subsequent final instants C 4 , C 6 , ... C n of each cycle: i.e. in those instants in which magnet de-activation becomes necessary for avoiding an excessive new lift of the valve.
  • step III controlling the electromagnet, aimed at maintaining the lift stroke of the engine valve, the control takes up the appearance of a train of impulses. It is hence easy to understand, also thanks to the help of the diagrams of Fig. 4, that the maintenance time of the valve will be a function of the number of actuations which make up the above-said train of impulses and/or the duration of time t of the individual train impulses.
  • step IV closing engine valve 3 which is substantially identical to step III of the embodiment of figure 3. This is the step wherein the electromagnet is in an OFF condition and servovalve 10 is in "state a", while engine valve 3 moves into the closed position, together with piston 2 and under the thrust of spring 4.
  • failure may concern the high pressure circuit: once again, engine valve 3, even though open, returns into a closed position in its seat, being driven only by the action of spring 4, regardless of the fact that control servovalve 10 is in "state a" or in "state b" (in this connection, reference can also be made to what is disclosed in the above-cited patent application MI2005A.001810 on failures of the high-pressure circuit).
  • the servovalve 10 shown here consists of a base body 11, in the lower part whereof the three pipes are firstly highlighted forming the three lines A, B, C, according to what is shown in fig. 2.
  • a guide for a sliding member 12 referred to as shutter valve in the following; guide and shutter valve 12 have cylindrical symmetry with respect to valve axis X-X.
  • Shutter valve 12 has a conical-shape, lower end 12a, which has the function of intercepting the communication between line A and line B when resting on the seat thereof.
  • Such shutter valve 12 separates, with a perfect seal, two chambers 13 and 14, formed in the lower and upper part, respectively, of the guide of shutter valve 12.
  • these chambers 13, 14 are constantly in mutual communication through channel 15, which has a small, sized section.
  • volume 14 as well as communicating, as already mentioned, with the high pressure source HP through channel 15 and line A, is also capable of being put in communication with a volume 18 formed in a body 11a integral with body 11.
  • volume 18 - which, in the home condition shown in fig. 5, is at a low pressure - the communication between volumes 14 and 18 is intercepted by a ball valve 19, which acts on conical seat 20 formed in body 11a and which can be opened in the way described in the following.
  • Such force is directed downwards (since the area As exceeds Ai by an amount equal to, as said, the area of the hole of line B), and pushes the conical part 12a of the shutter valve onto its seat, interrupting the connection between A and B.
  • Changing the sign of F tot hence means "launching" shutter valve 12 upwards (with respect to the drawing) until a mechanical stroke stop (not shown in detail, but which can be considered coinciding with the lower surface of body 11a in the diagrammatic representation of fig. 5), once reached which, servovalve 10 is in the "state b" position.
  • an oblique conduit 24 is formed, which puts in communication the lower end of its cone 12a - in turn constantly in communication with line B - with an own circumferential slit 25.
  • This slit is practised on the wall of the same shutter valve 12, in an intermediate position of the height thereof (middle position in the embodiment shown), in any case such as to be - when servovalve 10 is in the "state a" position shown in fig. 5 - perfectly aligned with a further radial slit 26, obtained in body 11 and communicating with line C.
  • Fig. 6 shows, as said, a diagrammatic section of a possible embodiment of the entire engine valve actuator, according to the present invention.
  • Valve 3 can be noticed sliding within a valve guide 30, which is housed in a body 31 integral with the cylinder head (not shown).
  • a spring 32 which rests on one side in a recess formed in body 31 and, on the other side, against a disc 33 integral at the upper end 3a of rod 3 of the engine valve, imparts its action in the sense of always bringing the engine valve into its closed position (as shown in fig. 6).
  • Cylinder 1 extends into a chamber 1a, connected to the line B feeding the actuating oil supplied by servovalve 10, said servovalve being in turn mounted above mounting 34.
  • a supply pipe 35 of high pressure HP which is directly connected with line A of servovalve 10.
  • Fig. 6 also shows the connection of line C of servovalve 10 to the low pressure.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP07105135A 2006-03-30 2007-03-28 Système et appareil électrohydraulique de contrôle à commande variable de soupapes de moteur à combustion interne Withdrawn EP1843013A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT000608A ITMI20060608A1 (it) 2006-03-30 2006-03-30 Sistemi e dispositivo elettroidraulico di comando delle valvole di motori a combustione interna ad azionamento variabile con unica elettrovalvola a tre vie

Publications (2)

Publication Number Publication Date
EP1843013A2 true EP1843013A2 (fr) 2007-10-10
EP1843013A3 EP1843013A3 (fr) 2009-09-09

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EP07105135A Withdrawn EP1843013A3 (fr) 2006-03-30 2007-03-28 Système et appareil électrohydraulique de contrôle à commande variable de soupapes de moteur à combustion interne

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EP (1) EP1843013A3 (fr)
IT (1) ITMI20060608A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014177422A1 (fr) * 2013-04-30 2014-11-06 Mahle International Gmbh Dispositif de commande d'une soupape d'échanges des gaz d'un moteur à combustion interne
CN111636942A (zh) * 2020-04-29 2020-09-08 潍坊职业学院 一种液压驱动可变气门正时机构

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3727595A (en) * 1969-08-30 1973-04-17 Bosch Gmbh Robert Control device for hydraulically operated tappet valves of internal combustion engines
CH536934A (de) * 1969-08-30 1973-05-15 Bosch Gmbh Robert Steuerung von Ein- und Auslassventilen bei Brennkraftmaschinen durch Flüssigkeit
EP0139566A1 (fr) * 1983-09-23 1985-05-02 Societe Alsacienne De Constructions Mecaniques De Mulhouse Bloc électro-hydraulique de commande des soupapes pour moteur à combustion interne
WO1992007174A1 (fr) * 1990-10-16 1992-04-30 Lotus Cars Ltd. Appareil de commande de soupape
US5456222A (en) * 1995-01-06 1995-10-10 Ford Motor Company Spool valve control of an electrohydraulic camless valvetrain
EP0736671A2 (fr) * 1995-04-05 1996-10-09 Ford Motor Company Limited Equilibrage du mouvement de soupape dans une distribution électro-hydraulique sans came
US5797360A (en) * 1996-06-14 1998-08-25 Fev Motorentechnik Gmbh & Co Kg Method for controlling cylinder valve drives in a piston-type internal combustion engine
US6067946A (en) * 1996-12-16 2000-05-30 Cummins Engine Company, Inc. Dual-pressure hydraulic valve-actuation system
DE10113722A1 (de) * 2001-03-21 2002-09-26 Mahle Ventiltrieb Gmbh Hydraulischer Stellantrieb zum Betätigen eines Gaswechselventils eines Verbrennungsmotors
US20030111044A1 (en) * 2001-12-17 2003-06-19 Cotton Clifford E. Method and apparatus for operating an internal combustion engine exhaust valve for braking
DE102004040210A1 (de) * 2004-08-19 2006-03-02 Robert Bosch Gmbh Hydraulischer Steller für ein Gaswechselventil einer Brennkraftmaschine
EP1770247A2 (fr) * 2005-09-28 2007-04-04 Dell'orto S.P.A. Actionneur électro-hydraulique de soupape et méthode de commande pour soupapes de moteur à combustion

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3727595A (en) * 1969-08-30 1973-04-17 Bosch Gmbh Robert Control device for hydraulically operated tappet valves of internal combustion engines
CH536934A (de) * 1969-08-30 1973-05-15 Bosch Gmbh Robert Steuerung von Ein- und Auslassventilen bei Brennkraftmaschinen durch Flüssigkeit
EP0139566A1 (fr) * 1983-09-23 1985-05-02 Societe Alsacienne De Constructions Mecaniques De Mulhouse Bloc électro-hydraulique de commande des soupapes pour moteur à combustion interne
WO1992007174A1 (fr) * 1990-10-16 1992-04-30 Lotus Cars Ltd. Appareil de commande de soupape
US5456222A (en) * 1995-01-06 1995-10-10 Ford Motor Company Spool valve control of an electrohydraulic camless valvetrain
EP0736671A2 (fr) * 1995-04-05 1996-10-09 Ford Motor Company Limited Equilibrage du mouvement de soupape dans une distribution électro-hydraulique sans came
US5797360A (en) * 1996-06-14 1998-08-25 Fev Motorentechnik Gmbh & Co Kg Method for controlling cylinder valve drives in a piston-type internal combustion engine
US6067946A (en) * 1996-12-16 2000-05-30 Cummins Engine Company, Inc. Dual-pressure hydraulic valve-actuation system
DE10113722A1 (de) * 2001-03-21 2002-09-26 Mahle Ventiltrieb Gmbh Hydraulischer Stellantrieb zum Betätigen eines Gaswechselventils eines Verbrennungsmotors
US20030111044A1 (en) * 2001-12-17 2003-06-19 Cotton Clifford E. Method and apparatus for operating an internal combustion engine exhaust valve for braking
DE102004040210A1 (de) * 2004-08-19 2006-03-02 Robert Bosch Gmbh Hydraulischer Steller für ein Gaswechselventil einer Brennkraftmaschine
EP1770247A2 (fr) * 2005-09-28 2007-04-04 Dell'orto S.P.A. Actionneur électro-hydraulique de soupape et méthode de commande pour soupapes de moteur à combustion

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014177422A1 (fr) * 2013-04-30 2014-11-06 Mahle International Gmbh Dispositif de commande d'une soupape d'échanges des gaz d'un moteur à combustion interne
CN111636942A (zh) * 2020-04-29 2020-09-08 潍坊职业学院 一种液压驱动可变气门正时机构
CN111636942B (zh) * 2020-04-29 2022-01-04 潍坊职业学院 一种液压驱动可变气门正时机构

Also Published As

Publication number Publication date
EP1843013A3 (fr) 2009-09-09
ITMI20060608A1 (it) 2007-09-30

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