EP2118454A1 - Valve train of a reciprocating piston combustion engine - Google Patents

Valve train of a reciprocating piston combustion engine

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Publication number
EP2118454A1
EP2118454A1 EP08716853A EP08716853A EP2118454A1 EP 2118454 A1 EP2118454 A1 EP 2118454A1 EP 08716853 A EP08716853 A EP 08716853A EP 08716853 A EP08716853 A EP 08716853A EP 2118454 A1 EP2118454 A1 EP 2118454A1
Authority
EP
European Patent Office
Prior art keywords
valves
valve
engine
cam
drive according
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
EP08716853A
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German (de)
French (fr)
Other versions
EP2118454B1 (en
Inventor
Hugh Blaxill
Falk Schneider
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.)
Mahle International GmbH
Original Assignee
Mahle International GmbH
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Publication date
Application filed by Mahle International GmbH filed Critical Mahle International GmbH
Publication of EP2118454A1 publication Critical patent/EP2118454A1/en
Application granted granted Critical
Publication of EP2118454B1 publication Critical patent/EP2118454B1/en
Active 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
    • F01L1/34—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
    • F01L1/34413—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 composite camshafts, e.g. with cams being able to move relative to the camshaft
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake

Definitions

  • the invention relates to a valve train of a reciprocating internal combustion engine according to the preamble of patent claim 1 and deals with the problem of improving the working and / or braking operation of the internal combustion engine by special structural designs of the valve train and the possible valve control thereby possible.
  • the invention is based on the general idea, in the case of an engine cylinder having at least two functionally identical valves operating as inlet or outlet valves, that the functionally identical valves act at least temporarily asynchronously on the respective associated valves during a four-stroke cycle.
  • a camshaft with within this camshaft against each other rotatable, ie phase-adjustable cam.
  • a primary and a secondary cam may be provided.
  • the camshaft used is one which consists of two concentric mutually rotatable, mutually rotatable shafts, for example, the primary cam can be firmly connected to the outer shaft and the secondary cam can be firmly connected to the inner shaft when mounted on the outer shaft.
  • the secondary cam can be rotated relative to the primary cam.
  • Such camshafts are known as so-called adjustable camshafts prior art, so that their structure and function here no further explanations are necessary.
  • FIG. 1 is a perspective schematic view of a four-valve engine cylinder with a two respectively adjustable camshaft valve train comprehensive
  • valve control diagrams with a comparison between an engine operation in part a of the drawing and a braking operation in part b of the drawing
  • FIG 3 shows a comparison between two valve control diagrams for a motor operation at medium speed (part a of the drawing) and low speed with respect to an improvement of the charge movement at low engine speeds (part b of the drawing)
  • FIG. 4 is a comparison of valve timing diagrams for an engine speed (drawing part a) and a full engine load operation, with reference to an improved engine cylinder filling achievable by the control diagram (drawing part b);
  • FIG. 5 is a comparison of valve timing diagrams for engine part load operation (drawing part a) and engine full load operation with respect to an improved engine cylinder mud (drawing part b).
  • a camshaft as adjustment element acts on two intake valves 1 and two exhaust valves 2, namely a first camshaft 3 on the intake valves 1 and a second camshaft 4 on the exhaust valves 2.
  • Both camshafts 3, 4 each have two mutually rotatable, that is phasenver constitue cam, namely a primary cam 5 and a secondary cam 6.
  • Both camshafts 3, 4 consist of two mutually rotatable, concentric nested shafts, namely an inner shaft 7 and a tubular Outer shaft 8.
  • the primary cam 5 are each firmly connected to the outer shaft and the secondary cam 6 fixed to the inner shaft 7.
  • the fixedly connected to the inner shaft 7 secondary cam 6 are rotatable on the outside mounted shaft 8 and each rotatably connected by a pin 9 with the inner shaft 7.
  • the camshafts 3, 4 can be driven for example via the respective outer shaft 8.
  • the secondary cam 6 can be phase-shifted relative to the primary cam 5 rotating at the input speed of the respective camshaft.
  • the invention consists in an engine cylinder with a valve device including valve train according to FIG. 1 in that at least two functionally identical valves, that is, the intake or exhaust valves 1; 2 each by a phase adjustment between the primary and secondary cam 5, 6 of the functionally identical valves 1; 2 actuating camshafts 3 or 4 can be actuated asynchronously against each other. It may be sufficient, only one type of functionally identical valves 1, 2, that is, either only the intake valves 1 or only the exhaust valves 2 each against each other to operate asynchronously. In addition, of course, a combination is possible, wherein for a realization of the invention in each case functionally identical valves 1; 2 asynchronously be present against each other and must be operated in certain engine operating conditions actually asynchronous. Examples of motor drive and brake operations obtainable according to the invention show various valve control diagrams in the figures explained below.
  • crankshaft rotation angle " ⁇ " for a full power stroke over 360 ° are plotted on the abscissa, while on the ordinate in each case the stroke "h" of the valves 1, 2 is indicated.
  • the engine operation control diagram in the figure part a shows that the maximum achievable strokes "h" of the two exhaust valves 2p, 2s are different, after which the secondary valve 2s has a considerably smaller maximum lift than the primary exhaust valve 2p. valve 2s during the "ejection" cycle almost during the entire cycle time with maximum opening stroke.
  • the secondary exhaust valve 2s is driven asynchronously with respect to the primary exhaust valve 2p in such a manner that the secondary exhaust valve is already opened almost during the entire "work" cycle (A) Figure part b indicated by an arrow Pl.
  • valves 1, 2 The opening and closing times of the valves 1, 2 are indicated by indicating the associated crankshaft angle " ⁇ " in the control diagrams.
  • the braking power can be adjusted continuously.
  • the control diagrams relate in the part of the figure a to a high-speed engine operation and in the part of the figure b to a NEN engine operation according to the invention with low speed.
  • a phase shift in the direction of the arrow P2 of the secondary inlet valve Is shown in the figure part 2 an improved charge movement is achieved in the "intake" cycle (C) by the late opening of the secondary valve 2s, whereby a better combustion in this operating state can be achieved and the designations of the control diagrams in FIG. 3 correspond in meaning to those in FIG. 2.
  • the control diagrams relate in the figure part a engine part load operation at high speed and in the figure part b a full engine load operation.
  • the control diagrams relate in the part of the part a engine part load operation and in the figure part b a full engine operation according to the invention.
  • the difference between the two control diagrams is that the exhaust valves 1, 2 are operated out of phase with each other.
  • the secondary exhaust valve 2s is opened prematurely with respect to the primary exhaust valve 2p.
  • the direction of the relevant phase shift between the two exhaust valves is indicated by an arrow P4.

Abstract

In a valve train of a reciprocating piston combustion engine, comprising cylinders controlled by at least three valves (1, 2) actuated by lobes (5, 6) of a camshaft (3; 4), wherein at least two valves (1; 2) operate equally in terms of function as intake or outlet valves (1; 2), the engine driving and/or braking operation are to be improved. For this purpose, such a valve train is characterized in that the lobes (3, 4) of the camshafts (3, 4) actuating the at least two equally operating valves in terms of function, which are primary and secondary valves (1p, 1s; 2p, 2s), are configured so that they are phase-adjustable in relation to each other.

Description

Ventiltrieb eines Hubkolben-Verbrennungsmotors Valve drive of a reciprocating internal combustion engine
Die Erfindung betrifft einen Ventiltrieb eines Hubkolben- Verbrennungsmotors nach dem Oberbegriff des Patentanspruchs 1 und beschäftigt sich mit dem Problem, den Arbeits- und/oder Bremsbetrieb des Verbrennungsmotors durch spezielle konstruktive Ausgestaltungen des Ventiltriebes sowie der hierdurch möglichen Ventilsteuerung zu verbessern.The invention relates to a valve train of a reciprocating internal combustion engine according to the preamble of patent claim 1 and deals with the problem of improving the working and / or braking operation of the internal combustion engine by special structural designs of the valve train and the possible valve control thereby possible.
Gelöst wird dieses Problem bei einem gattungsgemäßen Ventiltrieb durch eine Ausgestaltung nach dem kennzeichnenden Merkmal des Patentanspruchs 1.This problem is solved in a generic valve train by an embodiment according to the characterizing feature of patent claim 1.
Vorteilhafte und zweckmäßige Ausgestaltungen sind Gegenstand der Unteransprüche.Advantageous and expedient refinements are the subject of the dependent claims.
Die Erfindung beruht auf dem allgemeinen Gedanken, bei einem Motorzylinder mit wenigstens zwei funktionsgleich als Ein- lass- oder Auslassventile arbeitende Ventilen die funktionsgleichen Ventile während eines Vier-Takt-Zyklus zumindest zeitweise asynchron auf die jeweils zugeordneten Ventile einwirken zu lassen. Zur Erzielung einer derartigen asynchronen Einwirkung dient erfindungsgemäß eine Nockenwelle mit innerhalb dieser Nockenwelle gegeneinander verdrehbaren, d.h. phasenverstellbaren Nocken. Bei beispielsweise zwei funktionsgleichen Ventilen, die von einer solchen Nockenwelle zu steuern sind, kann ein Primär- und ein Sekundärnocken vorgesehen sein. Handelt es sich bei der verwendeten Nockenwelle um eine solche, die aus zwei konzentrisch ineinander gelagerten, gegeneinander verdrehbaren Wellen besteht, kann beispielsweise der Primärnocken fest mit der Außenwelle verbunden sein und der Sekundärnocken bei einer Lagerung auf der Außenwelle fest mit der Innenwelle verbunden sein. Bei einer derart aufgebauten Nockenwelle ist für den Fall, dass die Außenwelle angetrieben wird, der Sekundärnocken gegenüber dem Primärnocken verdrehbar. Solche Nockenwellen sind als sogenannte verstellbare Nockenwellen bekannter Stand der Technik, so dass zu deren Aufbau und Funktion hier keine weiteren Erläuterungen notwendig sind.The invention is based on the general idea, in the case of an engine cylinder having at least two functionally identical valves operating as inlet or outlet valves, that the functionally identical valves act at least temporarily asynchronously on the respective associated valves during a four-stroke cycle. To achieve such asynchronous action is used according to the invention a camshaft with within this camshaft against each other rotatable, ie phase-adjustable cam. For example, in two functionally identical valves to be controlled by such a camshaft, a primary and a secondary cam may be provided. If the camshaft used is one which consists of two concentric mutually rotatable, mutually rotatable shafts, for example, the primary cam can be firmly connected to the outer shaft and the secondary cam can be firmly connected to the inner shaft when mounted on the outer shaft. In a camshaft constructed in this way, in the event that the outer shaft is driven, the secondary cam can be rotated relative to the primary cam. Such camshafts are known as so-called adjustable camshafts prior art, so that their structure and function here no further explanations are necessary.
Werden bei einem Motorzylinder mit wenigstens zwei funktionsgleichen Ventilen diese in bestimmten Abschnitten eines Vier-Takt-Zyklus asynchron zueinander durch entsprechend innerhalb der Nockenwelle, die auf diese Ventile einwirkt, gegeneinander phasenverstellte Primär- und Sekundärnocken gesteuert, so verändert sich der Arbeits- und/oder Bremsbetrieb eines durch solche Ventile gesteuerten Verbrennungsmotors nach gewünschten Vorgaben. Beispiele solcher Vorgaben, die sich durch derartige asynchrone Betätigungen funktionsgleicher Ventile eines Motorzylinders erreichen lassen, werden nachstehend noch im einzelnen erläutert werden. Für diese Erläuterung sind Zeichnungen und Diagramme vorgesehen .Are in an engine cylinder with at least two functionally identical valves in certain sections of a four-stroke cycle asynchronous to each other by appropriately within the camshaft, which acts on these valves, mutually phase-controlled primary and secondary cam controlled so changed the working and / or Braking operation of a controlled by such valves internal combustion engine according to desired specifications. Examples of such specifications, which can be achieved by such asynchronous actuations of functionally identical valves of an engine cylinder, will be explained in more detail below. For this explanation, drawings and diagrams are provided.
Im einzelnen handelt es sich hierbei um folgende DarstellungenIn detail, these are the following representations
Fig. 1 eine perspektivische schematische Darstellung eines Vierventil-Motorzylinders mit einem zwei jeweils verstellbare Nockenwellen umfassenden Ventiltrieb,1 is a perspective schematic view of a four-valve engine cylinder with a two respectively adjustable camshaft valve train comprehensive,
Fig. 2 Ventilsteuerdiagramme mit einem Vergleich zwischen einem Motorbetrieb in Teil a der Zeichnung und einem Bremsbetrieb in Teil b der Zeichnung,2 shows valve control diagrams with a comparison between an engine operation in part a of the drawing and a braking operation in part b of the drawing,
Fig. 3 einen Vergleich zwischen zwei Ventilsteuerdiagrammen für einen Motorbetrieb mit mittlerer Drehzahl (Teil a der Zeichnung) und niedriger Drehzahl mit Bezug auf eine Verbesserung der Ladungsbewegung bei niedrigen Motordrehzahlen (Teil b der Zeichnung)3 shows a comparison between two valve control diagrams for a motor operation at medium speed (part a of the drawing) and low speed with respect to an improvement of the charge movement at low engine speeds (part b of the drawing)
Fig. 4 einen Vergleich von Ventilsteuerdiagrammen für eine Motordrehzahl (Zeichnungsteil a) und einen Motor-Volllastbetrieb, mit Bezug auf eine durch das Steuerdiagramm erzielbare verbesserte Motorzylinderfüllung (Zeichnungsteil b) , Fig. 5 einen Vergleich von Ventilsteuerdiagrammen für einen Motorteillastbetrieb (Zeichnungsteil a) und einem Motorvolllastbetrieb mit Bezug auf eine verbesserte Motorzylinderspülung (Zeichnungsteil b) .4 is a comparison of valve timing diagrams for an engine speed (drawing part a) and a full engine load operation, with reference to an improved engine cylinder filling achievable by the control diagram (drawing part b); FIG. 5 is a comparison of valve timing diagrams for engine part load operation (drawing part a) and engine full load operation with respect to an improved engine cylinder mud (drawing part b). FIG.
Fig. 1Fig. 1
Bei dem in Fig. 1 schematisch einschließlich Ventiltrieb dargestellten Vier-Ventil-Motorzylinder wirken auf zwei Einlassventile 1 sowie zwei Auslassventile 2 jeweils eine Nockenwelle als Verstellelement ein, nämlich eine erste Nockenwelle 3 auf die Einlassventile 1 und eine zweite Nockenwelle 4 auf die Auslassventile 2. Die Einlass- und Auslassventile 1, 2, die jeweils paarweise vorhanden sind, umfassen jeweils Primär- und Sekundärventile, nämlich bei den Einlassventilen 1 ein Primäreinlassventil Ip und ein Sekundäreinlassventil Is einerseits und andererseits bei den Auslassventilen 2 ein Primärauslassventil 2p sowie ein Sekundärauslassventil 2s. Beide Nockenwellen 3, 4 besitzen jeweils zwei gegeneinander verdrehbare, das heißt phasenverstellbare Nocken, nämlich einen Primärnocken 5 sowie einen Sekundärnocken 6. Beiden Nockenwellen 3, 4 bestehen aus jeweils zwei, gegeneinander verdrehbaren, konzentrisch ineinander gelagerten Wellen, nämlich einer Innenwelle 7 und einer rohrförmigen Außenwelle 8. Die Primärnocken 5 sind jeweils fest mit der Außenwelle und die Sekundärnocken 6 fest mit der Innenwelle 7 verbunden. Die fest mit der Innenwelle 7 verbundenen Sekundärnocken 6 sind drehbar auf der Außen- welle 8 gelagert und jeweils durch einen Stift 9 drehfest mit der Innenwelle 7 verbunden. Die Nockenwellen 3, 4 können beispielsweise über die jeweilige Außenwelle 8 angetrieben werden. In diesem Fall können die Sekundärnocken 6 gegenüber den mit der Antriebsdrehzahl der jeweiligen Nockenwelle rotierenden Primärnocken 5 phasenverstellt werden.In the case of the four-valve engine cylinder shown schematically in FIG. 1, including the valve drive, a camshaft as adjustment element acts on two intake valves 1 and two exhaust valves 2, namely a first camshaft 3 on the intake valves 1 and a second camshaft 4 on the exhaust valves 2. The intake and exhaust valves 1, 2, which are provided in pairs, respectively include primary and secondary valves, namely, a primary intake valve Ip and a secondary intake valve Is on the one hand and, on the other hand, a primary exhaust valve 2p and a secondary exhaust valve 2s for the exhaust valves 2. Both camshafts 3, 4 each have two mutually rotatable, that is phasenverstellbare cam, namely a primary cam 5 and a secondary cam 6. Both camshafts 3, 4 consist of two mutually rotatable, concentric nested shafts, namely an inner shaft 7 and a tubular Outer shaft 8. The primary cam 5 are each firmly connected to the outer shaft and the secondary cam 6 fixed to the inner shaft 7. The fixedly connected to the inner shaft 7 secondary cam 6 are rotatable on the outside mounted shaft 8 and each rotatably connected by a pin 9 with the inner shaft 7. The camshafts 3, 4 can be driven for example via the respective outer shaft 8. In this case, the secondary cam 6 can be phase-shifted relative to the primary cam 5 rotating at the input speed of the respective camshaft.
Durch eine gegenseitige Phasenverstellung zwischen jeweils einem Primär- und einem Sekundärnocken 5; 6 einer Nockenwelle lassen sich durch jeweils asynchron gegeneinander gesteuerte Einlass- oder Auslassventile 1, 2 unterschiedliche Motorsteuerungen im Antriebs- und Bremsbetrieb erzielen.By a mutual phase adjustment between a respective primary and a secondary cam 5; 6 of a camshaft can be achieved by each asynchronously against each other controlled intake or exhaust valves 1, 2 different engine controls in drive and brake operation.
Die Erfindung besteht bei einem Motorzylinder mit einer Ventileinrichtung einschließlich Ventiltrieb nach Fig. 1 darin, dass zumindest zwei funktionsgleiche Ventile, das heißt die Einlass- oder Auslassventile 1; 2 jeweils durch eine Phasenverstellung zwischen Primär- und Sekundärnocken 5, 6 einer die funktionsgleichen Ventile 1; 2 betätigenden Nockenwellen 3 oder 4 asynchron gegeneinander betätigt werden können. Dabei kann es ausreichend sein, lediglich eine Art der funktionsgleichen Ventile 1, 2, das heißt entweder nur die Einlassventile 1 oder nur die Auslassventile 2 jeweils gegeneinander asynchron zu betätigen. Darüber hinaus ist selbstverständlich auch eine Kombination möglich, wobei für eine Verwirklichung der Erfindung jeweils funktionsgleiche Ventile 1; 2 asynchron gegeneinander antreibbar vorhanden sein und in bestimmten Motorbetriebszuständen auch tatsächlich asynchron betätigt werden müssen. Beispiele für erfindungsgemäß erzielbare Motorantriebs- und Bremsbetriebe zeigen verschiedene Ventil-Steuerdiagramme in den nachstehend erläuterten Figuren.The invention consists in an engine cylinder with a valve device including valve train according to FIG. 1 in that at least two functionally identical valves, that is, the intake or exhaust valves 1; 2 each by a phase adjustment between the primary and secondary cam 5, 6 of the functionally identical valves 1; 2 actuating camshafts 3 or 4 can be actuated asynchronously against each other. It may be sufficient, only one type of functionally identical valves 1, 2, that is, either only the intake valves 1 or only the exhaust valves 2 each against each other to operate asynchronously. In addition, of course, a combination is possible, wherein for a realization of the invention in each case functionally identical valves 1; 2 asynchronously be present against each other and must be operated in certain engine operating conditions actually asynchronous. Examples of motor drive and brake operations obtainable according to the invention show various valve control diagrams in the figures explained below.
Fig. 2Fig. 2
Hier sind im Vergleich zueinander in dem Figurenteil a eine Steuerkurve für die Ventile 1, 2 eines Motorzylinders nach Fig. 1 für einen Motorbetrieb dargestellt, während der Figurenteil b eine Steuerkurve für einen erfindungsgemäßen Bremsbetrieb zeigt.Here, in comparison to each other in the figure part a, a control cam for the valves 1, 2 of an engine cylinder of FIG. 1 for engine operation shown, while the figure part b shows a control cam for a brake operation according to the invention.
In den beiden Steuerdiagrammen sind auf der Abszisse jeweils der Kurbelwellendrehwinkel „α" für einen vollen Arbeitstakt über 360° aufgetragen, während auf der Ordinate jeweils der Hubweg „h" der Ventile 1, 2 angegeben ist. Entsprechend einer vollen Kurbelwellenumdrehung sind in den Diagrammen die zugehörigen Motortakte angegeben, nämlich die Takte „A = Arbeiten", „B = Ausstoßen", „C = Ansaugen" und „D = Verdichten".In the two control diagrams, the crankshaft rotation angle "α" for a full power stroke over 360 ° are plotted on the abscissa, while on the ordinate in each case the stroke "h" of the valves 1, 2 is indicated. Corresponding to a full crankshaft revolution, the corresponding engine cycles are indicated in the diagrams, namely the cycles "A = work", "B = ejection", "C = intake" and "D = compression".
Das Motorbetriebs-Steuerdiagramm in dem Figurenteil a zeigt, dass die maximal erzielbaren Hübe ,,h" der beiden Auslassventile 2p, 2s unterschiedlich sind. Danach weist das Sekundärventil 2s einen erheblich geringeren Maximalhub auf als das Primär-Auslassventil 2p. Dafür arbeitet das Sekundärauslass- ventil 2s während des „Ausstoß"-Taktes nahezu während der gesamten Taktzeit mit maximalem Öffnungshub.The engine operation control diagram in the figure part a shows that the maximum achievable strokes "h" of the two exhaust valves 2p, 2s are different, after which the secondary valve 2s has a considerably smaller maximum lift than the primary exhaust valve 2p. valve 2s during the "ejection" cycle almost during the entire cycle time with maximum opening stroke.
Für einen optimalen Bremsbetrieb wird das Sekundärauslassventil 2s gegenüber dem Primärauslassventil 2p asynchron angetrieben und zwar dahingehend, dass das Sekundärauslassventil bereits nahezu während des gesamten „Arbeits"-Taktes (A) geöffnet ist. Die Richtung der entsprechenden Phasenverschiebung im Bremsbetrieb gegenüber dem Motorbetrieb ist in dem Figurenteil b mit einem Pfeil Pl angedeutet.For optimum braking operation, the secondary exhaust valve 2s is driven asynchronously with respect to the primary exhaust valve 2p in such a manner that the secondary exhaust valve is already opened almost during the entire "work" cycle (A) Figure part b indicated by an arrow Pl.
Die Öffnungs- und Schließzeiten der Ventile 1, 2 sind durch Angabe der zugehörigen Kurbelwellenwinkel „α" in den Steuerdiagrammen angegeben.The opening and closing times of the valves 1, 2 are indicated by indicating the associated crankshaft angle "α" in the control diagrams.
Durch die Phasenverschiebung bei der Steuerung des Sekundä- rauslassventiles 2s gegenüber dem Primärauslassventil 2p, durch die das Sekundärauslassventil 2s im Bremsbetrieb bereits vorzeitig während des „Arbeits"-Taktes (A) möglichst frühzeitig öffnet, wird eine erhöhte Bremsleistung im Motor- Bremsbetrieb erreicht.As a result of the phase shift in the control of the secondary outlet valve 2s with respect to the primary outlet valve 2p, by means of which the secondary outlet valve 2s already opens as early as possible during the "working" cycle (A) during braking operation, an increased braking power is achieved in the engine braking mode.
Durch die Verstellung der Phasenlage des Sekundärventils kann die Bremsleistung stufenlos eingestellt werden.By adjusting the phase position of the secondary valve, the braking power can be adjusted continuously.
Fig. 3Fig. 3
Die Steuerdiagramme beziehen sich im Figurenteil a auf einen Motorbetrieb mit hoher Drehzahl und im Figurenteil b auf ei- nen erfindungsgemäßen Motorbetrieb mit niedriger Drehzahl. Durch die im Figurenteil 2 gezeigte Phasenverschiebung in Richtung des Pfeiles P2 des Sekundäreinlassventiles Is wird im „Ansaug"-Takt (C) durch das späte Öffnen des Sekundärventils 2s eine verbesserte Ladungsbewegung erzielt, wodurch eine in diesem Betriebszustand bessere Verbrennung erreicht werden kann. Der Aufbau und die Bezeichnungen der Steuerdiagramme in der Fig. 3 entsprechen in ihrer Bedeutung denjenigen in Fig. 2.The control diagrams relate in the part of the figure a to a high-speed engine operation and in the part of the figure b to a NEN engine operation according to the invention with low speed. By the phase shift in the direction of the arrow P2 of the secondary inlet valve Is shown in the figure part 2, an improved charge movement is achieved in the "intake" cycle (C) by the late opening of the secondary valve 2s, whereby a better combustion in this operating state can be achieved and the designations of the control diagrams in FIG. 3 correspond in meaning to those in FIG. 2.
Fig. 4Fig. 4
Die Steuerdiagramme betreffen im Figurenteil a einen Motorteillastbetrieb mit hoher Drehzahl und im Figurenteil b einen Motor-Volllastbetrieb.The control diagrams relate in the figure part a engine part load operation at high speed and in the figure part b a full engine load operation.
Während die Ein- und Auslassventile 1, 2 bei dem Motorbetrieb nach Figurenteil a, soweit diese funktionsgleich sind, synchron betrieben werden, werden die Einlassventile entsprechend der Darstellung im Figurenteil b erfindungsgemäß im Ansaug-Takt gegeneinander phasenverschoben entsprechend dem Pfeil P3.While the intake and exhaust valves 1, 2 in the engine operation according to figure part a, as far as they are functionally identical, are operated synchronously, the intake valves are according to the invention in the intake part according to the invention phase-displaced in the intake stroke according to the arrow P3.
Durch einen Motorbetrieb nach der Steuerkurve in Fig. 4b lassen sich mit dem spät schließenden Sekundärventil 2s dynamische Nachladeeffekte erreichen. Insgesamt ist hierdurch ein erhöhter volumetrischer Füllungsgrad und damit eine Steigerung der Motorleistung erreichbar. Fig . 5By a motor operation after the control curve in Fig. 4b can be achieved with the late-closing secondary valve 2s dynamic Nachladeeffekte. Overall, this is an increased volumetric degree of filling and thus an increase in engine performance achievable. Fig. 5
Die Steuerdiagramme betreffen im Figurenteil a einen Motorteillastbetrieb und im Figurenteil b einen erfindungsgemäßen Motorvolllastbetrieb. Der Unterschied der beiden Steuerdiagramme besteht darin, dass die Auslassventile 1, 2 gegeneinander phasenverschoben betätigt werden. Das Sekundärauslassventil 2s wird gegenüber dem Primärauslassventil 2p vorzeitig geöffnet. Die Richtung der betreffenden Phasenverschiebung zwischen den beiden Auslassventilen ist durch einen Pfeil P4 angedeutet. Durch die erfindungsgemäße Steuerkurve nach Fig. 5b wird insbesondere bei Volllast durch ein vorzeitiges Ausstoßen (Ausstoßtakt B) durch das Sekundärauslassventil 2s und ein langes Ausschieben an dem Primärauslassventil 2p eine verbesserte Spülung, und damit eine bessere Frischgasbefüllung erreicht. Damit wird die Verbrennung insgesamt verbessert.The control diagrams relate in the part of the part a engine part load operation and in the figure part b a full engine operation according to the invention. The difference between the two control diagrams is that the exhaust valves 1, 2 are operated out of phase with each other. The secondary exhaust valve 2s is opened prematurely with respect to the primary exhaust valve 2p. The direction of the relevant phase shift between the two exhaust valves is indicated by an arrow P4. By the control cam according to the invention according to FIG. 5b, an improved flushing, and thus a better filling of fresh gas, is achieved in particular at full load by premature ejection (exhaust stroke B) by the secondary outlet valve 2s and a long expulsion at the primary outlet valve 2p. This improves combustion overall.
Alle in der Beschreibung und in den nachfolgenden Ansprüchen dargestellten Merkmale können sowohl einzeln als auch in beliebiger Form miteinander kombiniert erfindungswesentlich sein .All features described in the description and in the following claims can be essential to the invention, both individually and in any desired form.
***** *****

Claims

Ansprüche claims
1. Ventiltrieb eines Hubkolben-Verbrennungsmotors mit jeweils über mindestens drei, von Nocken (5, 6) einer Nockenwelle (3; 4) betätigte Ventile (1, 2) gesteuerten Motorzylindern, wobei jeweils mindestens zwei Ventile (1; 2) funktionsgleich als Einlass- oder Auslassventile (1; 2) arbeiten, dadurch gekennzeichnet, dass die Nocken (3, 4) der, die mindestens zwei funktionsgleich arbeitenden Ventile, die jeweils ein Primär- und Sekundärventil (Ip, Is; 2p, 2s) sind, betätigenden Nockenwelle (3, 4) gegeneinander phasenverstellbar ausgeführt sind.1. Valve gear of a reciprocating internal combustion engine, each with at least three, of cam (5, 6) of a camshaft (3; 4) actuated valves (1, 2) controlled motor cylinders, wherein each at least two valves (1, 2) functionally identical as an inlet - or exhaust valves (1, 2) operate, characterized in that the cams (3, 4) of the, the at least two functionally identical valves, each of which is a primary and secondary valve (Ip, Is, 2p, 2s), actuating camshaft (3, 4) are executed phase-adjustable against each other.
2. Ventiltrieb nach Anspruch 1 mit je Motorzylinder wenigstens zwei Auslassventilen (2) zur Realisierung eines Motorbremsbetriebes durch eine für den Bremsbetrieb gegenüber dem Motorbetrieb veränderbare Stellung der gegeneinander verstellbaren, die mindestens zwei Auslassventile (2) betätigenden Nocken (5, 6) .2. Valve drive according to claim 1, each with engine cylinder at least two exhaust valves (2) for realizing an engine braking operation by a variable braking operation relative to the engine operation variable position of the mutually adjustable, the at least two exhaust valves (2) actuating cam (5, 6).
3. Ventiltrieb nach Anspruch 2, dadurch gekennzeichnet, dass von den gegeneinander verstellbaren Nocken (5, 6) zumindest einer das mindestens eine Auslassventil (2s) im Ver- gleich zu mindestens einem weiteren Auslassventil (2p) des gleichen Motorzylinders geringer öffnet.3. Valve drive according to claim 2, characterized in that of the mutually adjustable cam (5, 6) at least one of the at least one outlet valve (2s) in the Ver equal to at least one further exhaust valve (2p) of the same engine cylinder opens lower.
4. Ventiltrieb nach Anspruch 1 zur Realisierung einer an- gepassten Ladungsbewegung beim Befüllen eines Motorzylinders .4. Valve drive according to claim 1 for the realization of an adapted charge movement when filling an engine cylinder.
5. Ventiltrieb nach Anspruch 1 zur Realisierung einer verbesserten Spülung bei einem Motorzylinder-Ladungswechsel.5. Valve drive according to claim 1 for the realization of an improved flushing in an engine cylinder charge cycle.
6. Ventiltrieb nach Anspruch 1 mit einer Kombination der Realisierungsformen aus mindestens einem der Ansprüche 2 bis 5. 6. Valve drive according to claim 1 with a combination of implementation forms of at least one of claims 2 to 5.
EP08716853A 2007-02-16 2008-02-14 Valve drive in a reciprocating piston combustion engine Active EP2118454B1 (en)

Applications Claiming Priority (2)

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DE102007007758A DE102007007758A1 (en) 2007-02-16 2007-02-16 Valve drive of a reciprocating internal combustion engine
PCT/EP2008/051805 WO2008098991A1 (en) 2007-02-16 2008-02-14 Valve train of a reciprocating piston combustion engine

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EP2118454A1 true EP2118454A1 (en) 2009-11-18
EP2118454B1 EP2118454B1 (en) 2010-04-28

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EP (1) EP2118454B1 (en)
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AT (1) ATE466171T1 (en)
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US9080472B2 (en) 2015-07-14
US20100212625A1 (en) 2010-08-26
DE502008000602D1 (en) 2010-06-10
ATE466171T1 (en) 2010-05-15
JP5398548B2 (en) 2014-01-29
EP2118454B1 (en) 2010-04-28
JP2010518322A (en) 2010-05-27
WO2008098991A1 (en) 2008-08-21
DE102007007758A1 (en) 2008-08-21

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