EP2063075A1 - Commande de soupape entraînée par fluide - Google Patents

Commande de soupape entraînée par fluide Download PDF

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Publication number
EP2063075A1
EP2063075A1 EP07022717A EP07022717A EP2063075A1 EP 2063075 A1 EP2063075 A1 EP 2063075A1 EP 07022717 A EP07022717 A EP 07022717A EP 07022717 A EP07022717 A EP 07022717A EP 2063075 A1 EP2063075 A1 EP 2063075A1
Authority
EP
European Patent Office
Prior art keywords
valve
fluid
pressure
reservoir
valve means
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Withdrawn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
EP07022717A
Other languages
German (de)
English (en)
Inventor
Bernhard Rüst
Patrik Soltic
Christian Bach
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.)
Eidgenoessische Materialprufungs und Forschungsanstalt EMPA
EMPA
Original Assignee
Eidgenoessische Materialprufungs und Forschungsanstalt EMPA
EMPA
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 Eidgenoessische Materialprufungs und Forschungsanstalt EMPA, EMPA filed Critical Eidgenoessische Materialprufungs und Forschungsanstalt EMPA
Priority to EP07022717A priority Critical patent/EP2063075A1/fr
Priority to JP2010534404A priority patent/JP5190118B2/ja
Priority to EP08851107A priority patent/EP2209971B1/fr
Priority to PCT/EP2008/009772 priority patent/WO2009065566A1/fr
Priority to US12/734,745 priority patent/US8381693B2/en
Publication of EP2063075A1 publication Critical patent/EP2063075A1/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Withdrawn legal-status Critical Current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
    • 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
    • F01L9/16—Pneumatic means
    • 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
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/045—Valve lift

Definitions

  • the invention relates to a fluid operated valve train, in particular for a gas exchange valve in a combustion cylinder of an internal combustion engine, according to the preamble of claim 1.
  • Fluid operated valve trains in particular for gas exchange valves in a combustion cylinder of an internal combustion engine, which in the context of this invention comprise hydraulically as well as pneumatically operated valve trains, have been known for a long time.
  • these valve trains were used to replace a camshaft-controlled opening of a motor valve, while the closure of the valve was further provided by a spring mechanism.
  • Such systems are for example from the German Offenlegungsschrift 1'944'177 known.
  • two-sided controlled, fluid operated valve trains for valve controls are basically, for example from the CH 417'219 , already known for a long time. In this case, the principle was used that an actuating piston has two pressurized surfaces, one of which is greater than the other.
  • Fluid operated valve trains generally have the disadvantage or the problem of higher energy consumption compared to conventional mechanically driven valve drives, which then loses the power of the internal combustion engine.
  • the known fluid operated valve train devices especially the facilities that from the US-A-5'058'857 , from the US-A-3'844'528 , of the DE 199'31129 , of the US-A-6'170'524 of the WO-A-02/46582 and the WO-A-02 / 066'796 are common - is that the problem of excessive energy consumption is not or at least rudimentary solved.
  • the object of the invention is to provide a simplified, fluid-operated valve drive, in which the disadvantages of the prior art described above are avoided.
  • the energy consumption by the valve control should not be excessive. Rather, the best possible form of recuperation should be used.
  • the object of the invention is achieved by a fluid operated valve train according to claim 1.
  • the measures of the invention initially have the consequence that the recoverable by the deceleration of the engine valves energy is used by means of a pressure intermediate level between the valve acceleration pressure and the reservoir. This saves, e.g. Energy for charging the valve acceleration pressure and serves at the same time optimally damped braking.
  • the recuperation of the second pressure reservoir P1 can be used not only as a pressure intermediate stage for saving energy for the high pressure stage (claim 3 and 4) but - eg when using fuel, especially diesel fuel, as a fluid - or as an alternative to providing alternative pressure for the fuel pump and / or for fuel conditioning, such as atomization, etc. (claim 5 and 6).
  • fuel here not only a hydraulically usable liquid in question, but also a pneumatically usable gas or similar medium, eg in gas-powered engines.
  • the second fluid valve means either as proportional valves, which can then be quantity controlled or - or additionally - simple valves only one open and one closed position and a time control.
  • the first fluid valve means an embodiment as fluid valves only with an optional open and a closed position to P1 or P2 seems sufficient and advantageous.
  • both second fluid valve means can be connected to the base pressure reservoir P0 for a certain period of time, while one of the first Fluid valve means is open.
  • a measuring sensor for measuring the position of the motor valve preferably by measuring the position of the actuating piston, is provided, with which the opening and the closing of the fluid valve means is controlled or regulated (Claims 9 and 10). Further advantageous embodiments of the invention are set forth in the dependent claim 11.
  • the system is expected to be low maintenance due to low mechanical stress on the components, the closed system with few sealing surfaces, easy replacement of the entire valve actuation, individual valves or components.
  • the geometry is advantageous because no disruption of the routes for intake air and exhaust gases is to be expected and there is little space.
  • this aspect of the invention is characterized in that the movement sequence of the engine valve is monitored with a sensor on its route. At any time, the deviation of the effective location of the engine valve from its desired location is determined according to specification and detected by a control unit for this engine valve. It is calculated the change in the cross section of the corresponding second fluid valve means, so that the valve reaches the position according to specification again. According to this aspect of the invention, the system is self-correcting by this function, and influences which could adversely affect the movement of the engine valve need not be considered.
  • FIG. 1 a valve assembly is shown to a first embodiment of the present invention with an engine valve 2 and a drive (actuator) for this engine valve.
  • the valve 2 comprises - according to a conventional manner - a valve disk 3, which is fitted in a valve seat ring 7 in order to close off the engine compartment. With the valve 2 open, that is, when the valve is lowered, the combustion chamber 4 of the engine is connected to the combustion gas channel 6. This connection must be controlled or regulated with the valve train.
  • the engine valve 2 carries on its valve stem 5 a fixed thereto associated actuating piston 14, which has an upper, formed on the upper side of the actuating piston 14 effective area and further comprises a lower, formed on the underside of the actuating piston 14 effective area.
  • the Stellkoben 14 forms an upper pressure chamber 10 and a lower pressure chamber 12 from.
  • Both pressure chambers 10 and 12 each have a first fluid valve 20 or 22 and a second fluid valve 24 or 26 for a pressurized fluid, in the embodiment described here, a hydraulic oil or the fuel for the engine, preferably a diesel fuel on.
  • These fluid valves are formed in the present embodiment as solenoid valves, wherein for the first fluid valves 20 and 22 only one open and one closed position is provided in each case via the fluid supply line 16 to the pressure reservoir P2 and the fluid drain line 18 to the pressure reservoir P1, while the second fluid valves 24th and 26 are each connectable via the fluid supply and discharge line 19 to the base reservoir P0.
  • the second fluid valves 24 and 26 are analog or - alternatively - digitally controllable in a variety of positions. It should be noted at this point that this analog or digital modulating design of the opening of the second fluid valves 24 and 26th is only an example. Other modulation methods, such as an intermittent opening, possibly also, for example, with a pulse width modulation, assuming a suitable bandwidth of the opening, are also used.
  • Both first fluid valves 20 and 22 are selectively connectable to a first pressure reservoir P2 for the pressurized fluid and to a second pressure reservoir P1. It is provided that for accelerating the engine valve 2 in each case one direction of the first fluid valves 20 and 22 is opened and thus the first pressure reservoir P2 is connected to one of the two pressure chambers. To accelerate for the purpose of opening the engine valve 2, the upper first fluid valve 20 is opened. In order not to generate a back pressure, the lower second fluid valve 26, which communicates with the base reservoir P0, is simultaneously opened. To accelerate for the purpose of closing the engine valve 2 while the lower first fluid valve 22 is opened. In order not to generate a back pressure, the upper second fluid valve 24, which communicates with the base reservoir P0, is now simultaneously opened.
  • the first fluid valves 20 and 22 can furthermore be connected to a second pressure reservoir P1. It is provided that for braking the motor valve 2 in each case one direction of the first fluid valves 20 and 22 is opened and thus the second pressure reservoir P1 is connected to one of the two pressure chambers.
  • the upper second fluid valve 24 which communicates with the base reservoir P0, is simultaneously opened. In this case, the fluid flows without pressure in the upper pressure chamber 10th
  • the control is also set up such that an unaccelerated movement can be carried out between acceleration and deceleration.
  • the two first fluid valves 20 and 22 are closed and the two second fluid valves 24 and 26 open, so that the engine valve 2 performs a nearly uniform movement and each empties a pressure chamber 10 and 12 and to the same extent the other pressure chamber 10 and 12 respectively is refilled.
  • the movement of the engine valve may be controlled using measurement data on the current position of the engine valve 2. This is provided in the embodiment.
  • both second fluid valves 24 and 26 are open for a short time, while the first fluid valve 20 and 22 are still open. This causes no impact due to the incompressible fluid.
  • first fluid valve means 20 and 22 with the described in the exemplary embodiment optional compounds with P1 or P2 but can - without limiting the generality of Invention - but each also be designed as separate fluid valves for P1 and P2.
  • it can be provided to divide the second fluid valve means 24 and 26 respectively into a fluid valve which can only be switched and additionally to a fluid valve which can be controlled with respect to its flow rate, if the special design of the hydraulic or pneumatic conditions and / or the control bandwidth necessitate this.
  • a two-stage pressure generation from the base reservoir P0 is first performed to the second pressure reservoir P1 and from there to the first pressure reservoir P2, in each case by a pressure stage 31 and 32, which includes a controllable high-pressure pump 33 and 35 and a check valve 38 and 39, respectively.
  • the energy recovered by the deceleration of the engine valves 2 is used in full to maintain the pressure in the first pressure reservoir P2 by - after a start-up - the first pump from P0 to P1 hardly consumes energy and the high-pressure pump from P1 to P2 is relieved accordingly.
  • an optimal recuperation system is proposed.
  • a central electronic control unit 42 determines, for each engine valve, the optimum sequence of motion due to ambient and operating conditions, and passes this instruction to the electronic valve control device 40, which gives the commands to open the fluid valves.
  • Each engine valve 2 has its own electronic valve control device 40. The position of the engine valve 2 is detected over the entire distance by means of a measuring sensor 50 and the valve control direction 40 is transmitted, the opening of the respective outlet solenoid valve 24 or 26 to P0 in case of deviations from the target value corrected. The stroke of the engine valves 2 and the time course of the movement can be freely determined.
  • the central, electronic Control unit 42 determines the pressure in the high-pressure system, namely in the pressure reservoirs P2 and P1.
  • the same pressure prevails for all engine valves 2 supplied by it.
  • the pressure can be adjusted by means of control of the controllable high-pressure pump 33 to different operating conditions.
  • parameters for control by the central controller 42 e.g. used: accelerator pedal position, brake control, gear selection, program selection automat, temperatures of engine oil or water, position of the vehicle (incline, gradient), outside air temperature.
  • Each engine valve 2 has a valve control device 40, which controls the movement of the engine valve as accurately as possible in accordance with the specifications of the central valve control device 42 by means of control commands to the fluid valves 20 and 22 and 24 and 26.
  • All valve control devices 40 of an engine report the parameters of the valve movement back to the central control device 42, which can adjust the pressure in the high-pressure system - in particular in the first pressure reservoir P2.
  • This system of comparing the actual position of the engine valve 2 with the target position deviations from the specification are corrected.
  • These can have different causes, e.g. for the fluid: temperature, viscosity, aging, with regard to wear: clearance between piston and cylinder chamber, manufacturing tolerances.
  • the valve stem 5 of the engine valve 2 occurs at the upper end of the upper pressure chamber 10 through the cover of the cylinder.
  • a coil spring 62 acts in a valve spring chamber 66 on a spring plate, which is connected to the valve stem 5.
  • the cylinder in question - or more - can be partially switched off and the piston to be moved passively.
  • an emergency program with mechanical feedback of engine valves 2 is placed in a resting state. At rest, the fluid in the high pressure system can be vented through a short opening of all fluid valves.
  • the engine valves 2 are guided by these springs 62 in their upper position, so that maintenance and repairs can be carried out in a pressureless state.
  • valves are not in contact with the pistons in the engine, which are near top dead center.
  • the cylinder head lifted from the engine block can be parked without the risk of damage in the installation position. Assembly and disassembly of the valve train are thereby considerably simplified. Fluid entering the latter through the upper valve guide 60 at the transition from the upper pressure chamber 10 to the valve spring space 66 is directed through an orifice into the non-pressurized base reservoir P0.
  • the motor fuel is used as the fluid, and the first pressure reservoir P2 serves as an intermediate stage for the provision of the necessary fuel pressure for fuel injection P3.
  • a third pump is provided which provides the necessary fuel pressure. Otherwise, the operating conditions for the control and the movement of the engine valves 2 are unchanged.
  • the pressure in P1 and P2 will be unequal, the pressure in P2 being assumed to be greater than in P1 if P1 is provided as an intermediate for P2. This is not necessary.
  • the pressure in P1 can be the same as in the first pressure reservoir.
  • the two pressure reservoirs P1 and P2 can be connected or executed together. In this case, therefore, the deceleration force for the engine valves 2 would be approximately equal to their acceleration force. It would even be conceivable interchanging the pressure conditions, so that the deceleration force of the engine valves 2 is greater than their acceleration force, which would then be exercised longer than the deceleration force. This can be effected, for example, by interchanging P2 with P1, which are both applied to both first fluid valves 20 and 22.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP07022717A 2007-11-23 2007-11-23 Commande de soupape entraînée par fluide Withdrawn EP2063075A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP07022717A EP2063075A1 (fr) 2007-11-23 2007-11-23 Commande de soupape entraînée par fluide
JP2010534404A JP5190118B2 (ja) 2007-11-23 2008-11-19 油圧作動式弁駆動装置およびこの弁駆動装置を用いる内燃機関
EP08851107A EP2209971B1 (fr) 2007-11-23 2008-11-19 Mécanisme de soupape actionné par fluide, et moteur à combustion interne pourvu d'un tel mécanisme de soupape
PCT/EP2008/009772 WO2009065566A1 (fr) 2007-11-23 2008-11-19 Mécanisme de soupape actionné par fluide, et moteur à combustion interne pourvu d'un tel mécanisme de soupape
US12/734,745 US8381693B2 (en) 2007-11-23 2008-11-19 Hydraulically operated valve actuation and internal combustion engine with such a valve actuation

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07022717A EP2063075A1 (fr) 2007-11-23 2007-11-23 Commande de soupape entraînée par fluide

Publications (1)

Publication Number Publication Date
EP2063075A1 true EP2063075A1 (fr) 2009-05-27

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Family Applications (2)

Application Number Title Priority Date Filing Date
EP07022717A Withdrawn EP2063075A1 (fr) 2007-11-23 2007-11-23 Commande de soupape entraînée par fluide
EP08851107A Not-in-force EP2209971B1 (fr) 2007-11-23 2008-11-19 Mécanisme de soupape actionné par fluide, et moteur à combustion interne pourvu d'un tel mécanisme de soupape

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP08851107A Not-in-force EP2209971B1 (fr) 2007-11-23 2008-11-19 Mécanisme de soupape actionné par fluide, et moteur à combustion interne pourvu d'un tel mécanisme de soupape

Country Status (4)

Country Link
US (1) US8381693B2 (fr)
EP (2) EP2063075A1 (fr)
JP (1) JP5190118B2 (fr)
WO (1) WO2009065566A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
DE102013011340A1 (de) * 2013-07-04 2015-01-08 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Pneumatische Ventilsteuerung

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DE202010017865U1 (de) 2010-02-10 2013-01-16 Solvay Fluor Gmbh Flussmittel zur Bildung eines nichtlöslichen Lötrückstandes
US8839750B2 (en) * 2010-10-22 2014-09-23 GM Global Technology Operations LLC System and method for controlling hydraulic pressure in electro-hydraulic valve actuation systems
US9169787B2 (en) 2012-05-22 2015-10-27 GM Global Technology Operations LLC Valve control systems and methods for cylinder deactivation and activation transitions
US9127624B2 (en) * 2012-06-20 2015-09-08 General Electric Company Systems and methods for a hydraulically actuated engine valve
US9567928B2 (en) 2012-08-07 2017-02-14 GM Global Technology Operations LLC System and method for controlling a variable valve actuation system to reduce delay associated with reactivating a cylinder
US11566545B2 (en) 2019-05-02 2023-01-31 Caterpillar Inc. Cam actuated gas admission valve with electro-hydraulic trim control
SE2050229A1 (en) * 2020-03-02 2021-08-17 Freevalve Ab Internal combustion engine comprising a decentralized valve-control arrangement and method therefore

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US6170524B1 (en) 1999-05-21 2001-01-09 The United States Of America As Represented By The Administrator Of The Environmental Protection Agency Fast valve and actuator
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19931129A1 (de) 1998-07-11 2000-01-13 Armin Stelzig Ventilsteuerung bei einem 4-Takt-Verbrennungsmotor
US6170524B1 (en) 1999-05-21 2001-01-09 The United States Of America As Represented By The Administrator Of The Environmental Protection Agency Fast valve and actuator
EP1186783A2 (fr) * 2000-09-08 2002-03-13 Husco International, Inc. Système hydraulique avec régéneration d'énergie traversée
WO2002046582A2 (fr) 2000-12-04 2002-06-13 Sturman Industries, Inc. Systemes et procedes d'actionnement de soupape hydraulique
WO2002066796A1 (fr) 2001-02-19 2002-08-29 Robert Bosch Gmbh Systeme de soupape d"echange gazeux pour moteur a combustion interne
WO2003008770A1 (fr) * 2001-07-17 2003-01-30 Robert Bosch Gmbh Distribution par soupapes electrohydraulique
DE10143959A1 (de) 2001-09-07 2003-03-27 Bosch Gmbh Robert Hydraulisch gesteuerter Aktuator zur Betätigung eines Ventils
US20040107699A1 (en) * 2002-12-06 2004-06-10 Caterpillar Inc. Hydraulic control system with energy recovery
EP1536107A1 (fr) * 2003-11-28 2005-06-01 Thomas Friedhelm Buschkuehl Dispositif d'actionnement de soupape de moteur à combustion interne, et procédé de commande
US7040266B1 (en) * 2005-05-10 2006-05-09 Gm Global Technology Operations, Inc. Electro-hydraulic engine valve actuation
US20060283411A1 (en) * 2005-06-16 2006-12-21 Zheng Lou Variable valve actuator
DE102005047180A1 (de) * 2005-09-30 2007-04-05 Robert Bosch Gmbh Elektrohydraulische Steuervorrichtung für Gaswechselventile

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013011340A1 (de) * 2013-07-04 2015-01-08 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Pneumatische Ventilsteuerung
DE102013011340B4 (de) * 2013-07-04 2015-11-26 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Pneumatische Ventilsteuerung

Also Published As

Publication number Publication date
US20100307433A1 (en) 2010-12-09
EP2209971B1 (fr) 2012-06-27
US8381693B2 (en) 2013-02-26
EP2209971A1 (fr) 2010-07-28
JP5190118B2 (ja) 2013-04-24
WO2009065566A1 (fr) 2009-05-28
JP2011504563A (ja) 2011-02-10

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