EP2209971A1 - Fluid betriebener ventiltrieb und brennkraftmaschine mit einem solchen ventiltrieb - Google Patents
Fluid betriebener ventiltrieb und brennkraftmaschine mit einem solchen ventiltriebInfo
- Publication number
- EP2209971A1 EP2209971A1 EP08851107A EP08851107A EP2209971A1 EP 2209971 A1 EP2209971 A1 EP 2209971A1 EP 08851107 A EP08851107 A EP 08851107A EP 08851107 A EP08851107 A EP 08851107A EP 2209971 A1 EP2209971 A1 EP 2209971A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- pressure
- fluid
- reservoir
- pressure reservoir
- 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
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
- 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 and an internal combustion engine with such a valve train.
- 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 known, for example, from German Offenlegungsschrift 1'944'177.
- two-sided controlled, fluid operated valve trains for valve controls are basically, for example from the CH 417 * 219, 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 trains, which then loses the power of the internal combustion engine.
- the known fluid operated valve train devices especially the devices described in US-A-5'058'857, US-A-3'844'528, DE 199'31129, US-A-6'170 '524 of WO-A-02/46582 and WO-A-02 / 066'796 are known - has in common that the problem of excessive energy consumption is not or at least partially solved.
- US 2004/107699 A1 describes a fluid-operated piston drive in which first approaches for recuperation are likewise proposed.
- the type of recuperation proposed there is suitable for use e.g. in a forklift, etc. quite suitable, but appears completely unsuitable for use to drive a control piston for an internal combustion engine because of their complexity, not even as a template to solve the problem described above.
- the partial recuperation, as proposed in US 2004/107699 A1 has the particular disadvantage that the recovered pressure must be used as it is obtained.
- 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 through the valve control should not be excessive. Rather, the best possible form of recuperation should be used.
- the object of the invention is initially 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 supplied to a pressure intermediate level. This - A -
- Intermediate pressure level can be placed between the valve acceleration pressure and the reservoir, e.g. Energy for charging the valve acceleration pressure spared and serves at the same time optimally damped deceleration.
- the recuperation of the second pressure reservoir P1 can also be used for pressure preparation for the provision of pressure for the fuel pump and / or for fuel preparation, such as, for example, the atomization etc. are used.
- fuel as a fluid as a special embodiment of the invention, in particular when using diesel fuel, this pressure treatment can be carried out directly.
- the fluid is used as a fuel at the same time not only a hydraulically usable liquid is used, but also a pneumatically usable gas or similar medium, e.g. in gas-powered engines.
- recuperation of one or more engine valves with a higher pressure requirement - e.g. the exhaust valves of an internal combustion engine - also for the pressure treatment of another engine valve or several other engine valves with lower pressure requirements - e.g. the intake valves of the internal combustion engine - are used.
- the second fluid valve means either as proportional valves, which can then be quantity-controlled or else-or additionally-simple valves of only one open and one closed position and one time control.
- 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 PO 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 7 and 8 ).
- a high energy efficiency is achieved with short and aerodynamic paths for the fluid, low and the operating state adaptable pressure in the high pressure system, low mass and thus low energy requirements for accelerating and decelerating the moving masses, up and down guided moving parts without bending stress, slim valve stem and low frictional resistance, small piston and hydraulic or pneumatic active surfaces and low wear.
- Operational safety is high, as it is technically simple, without amplifying the initial acceleration (thanks to low moving mass).
- Also advantageous is the control of the effective movement of the motor valve with the possibilities of automatically correcting shifts in the cycle due to thermal dilation, fluid viscosity, gas bubbles, manufacturing tolerances and mechanical wear as the seal between piston and cylinder wall decreases.
- 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 paths for intake air and exhaust gases is expected and little space is required.
- a further advantage of the invention is that the engine oil requirements of mechanical valve train engines are primarily defined by the camshaft drive of the valves and require corresponding addition of motor oil.
- This additive is based in part on substances that have a harmful effect on exhaust aftertreatment (catalyst poisons such as phosphorus or zinc). Without measures to reduce the poisoning of exhaust gas The high mileages required in the emissions legislation in the future can not be met.
- complex measures eg separate lubrication circuits for camshaft and valve train on the one hand and crankshaft and piston on the other hand) are under discussion. Hydraulically or pneumatically operated valve trains considerably reduce the requirements placed on the engine oil compared to mechanically operated valve trains, which in the end also has a positive effect on the lifetime of the exhaust gas aftertreatment.
- this aspect of the invention is characterized in that the movement of the motor valve is monitored with a sensor on its route. At each point in 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.
- the recuperation of the above-described valve train that is the conditioned pressure obtained in the second pressure reservoir, exclusively or additionally used for the valve train of another valve train of the internal combustion engine. Since the working pressures for the fluid pressure of the exhaust valves of an internal combustion engine should usually be higher than the working pressures of the intake valves - since the exhaust valves must work at most for a short time against the combustion gas pressure - then a design is particularly advantageous if in the internal combustion engine, the valve trains of the exhaust valves of the present invention and their Rekurerationsenergie for the less complex FIu- iddrücke the valve trains of the intake valves are designed.
- FIG. 1 shows an illustration of an engine valve with a valve control according to a first exemplary embodiment of the invention
- Figure 2 is an illustration of an engine valve with a valve control according to a second embodiment of the invention.
- FIG. 1 shows a valve arrangement for a first exemplary embodiment of the present invention with an engine valve 2 and a drive device (actuator) for this engine valve.
- the valve 2 comprises - in a conventional manner - a valve disc 3, which is fitted in a valve seat ring 7 to to complete 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 exemplary embodiment described here, a hydraulic oil or the fuel for the engine, preferably a diesel fuel.
- 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 PO.
- 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 26 is merely exemplary. Other modulation methods, such as an intermittent aperture, possibly also e.g. with a pulse width modulation, assuming a suitable bandwidth of the opening can also be 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 envisaged that in order to accelerate the mo- Torventils 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 any counterpressure, the lower second fluid valve 26, which is in communication with the base reservoir PO, is opened at the same time. 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 any back pressure, the upper second fluid valve 24, which communicates with the base reservoir PO, 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 PO, is opened at the same time. In this case, the fluid flows without pressure in the upper pressure chamber 10th
- the lower second fluid valve 26 which is in communication with the base reservoir PO, is opened at the same time.
- the fluid flows without pressure into the lower pressure chamber 12.
- 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 empties one pressure chamber 10 and 12 and the other pressure chamber 10 or the same extent 12 is refilled. It will be apparent to those skilled in the art that with the length of this unaccelerated phase, 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 optional connections with P1 or P2 described in the exemplary embodiment can also be designed as separate fluid valves for P1 or P2, without restricting the generality of the invention.
- second fluid valve means 24 and 26 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 PO is first performed to the second pressure reservoir P1 and from there to the first pressure reservoir P2, each by a pressure stage 31 and 32, the controllable high pressure pump 33 and 35 and a remindschlagven- valve 38 and 39, respectively includes.
- the energy recovered by the deceleration of the engine valves 2 is used fully to maintain the pressure in the first pressure reservoir P2 by - after a start-up - the first pump from PO to P1 hardly consumes energy and the high-pressure pump of P1 according 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 PO 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 pressure can be adjusted by means of control of the controllable high-pressure pump 33 to different operating conditions.
- parameters for the control by the central control device 42 are used for example: accelerator pedal position, brake control, gear selection, program selection machine, temperatures of engine oil or water, position of the vehicle (slope, slope), 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 can 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 Do not attempt to contact the pistons in the engine 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 pressureless base reservoir PO.
- the engine fuel is used as the fluid, and the first pressure reservoir P2 serves as an intermediate stage for providing P3 of the necessary fuel pressure for the fuel injection.
- 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 pressures in the two pressure reservoirs P1 and P2 will be unequal, the pressure in P2 being assumed to be greater than in P1, if P1 is an intermediate for P2 is provided. This is not necessary.
- the pressure in P1 can be the same as in the first pressure reservoir. Then, 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.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP08851107A EP2209971B1 (de) | 2007-11-23 | 2008-11-19 | Fluid betriebener ventiltrieb und brennkraftmaschine mit einem solchen ventiltrieb |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP07022717A EP2063075A1 (de) | 2007-11-23 | 2007-11-23 | Fluid betriebener Ventiltrieb |
PCT/EP2008/009772 WO2009065566A1 (de) | 2007-11-23 | 2008-11-19 | Fluid betriebener ventiltrieb und brennkraftmaschine mit einem solchen ventiltrieb |
EP08851107A EP2209971B1 (de) | 2007-11-23 | 2008-11-19 | Fluid betriebener ventiltrieb und brennkraftmaschine mit einem solchen ventiltrieb |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2209971A1 true EP2209971A1 (de) | 2010-07-28 |
EP2209971B1 EP2209971B1 (de) | 2012-06-27 |
Family
ID=39273089
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07022717A Withdrawn EP2063075A1 (de) | 2007-11-23 | 2007-11-23 | Fluid betriebener Ventiltrieb |
EP08851107A Not-in-force EP2209971B1 (de) | 2007-11-23 | 2008-11-19 | Fluid betriebener ventiltrieb und brennkraftmaschine mit einem solchen ventiltrieb |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07022717A Withdrawn EP2063075A1 (de) | 2007-11-23 | 2007-11-23 | Fluid betriebener Ventiltrieb |
Country Status (4)
Country | Link |
---|---|
US (1) | US8381693B2 (de) |
EP (2) | EP2063075A1 (de) |
JP (1) | JP5190118B2 (de) |
WO (1) | WO2009065566A1 (de) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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 |
DE102013011340B4 (de) * | 2013-07-04 | 2015-11-26 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Pneumatische Ventilsteuerung |
US11566545B2 (en) | 2019-05-02 | 2023-01-31 | Caterpillar Inc. | Cam actuated gas admission valve with electro-hydraulic trim control |
SE543862C2 (en) * | 2020-03-02 | 2021-08-17 | Freevalve Ab | Internal combustion engine comprising a decentralized valve-control arrangement and method therefore |
CN116745503A (zh) * | 2020-11-11 | 2023-09-12 | 汽车发展国际股份公司 | 具有内置主动室和带平衡阀的主动配气式压缩空气发动机 |
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DE2051220A1 (de) | 1970-10-19 | 1972-04-20 | Robert Bosch Gmbh, 7000 Stuttgart | Steuerung von Ein- und Auslaßventilen bei Brennkraftmaschinen durch Flüssigkeit |
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US6502393B1 (en) * | 2000-09-08 | 2003-01-07 | Husco International, Inc. | Hydraulic system with cross function regeneration |
EP1409853B1 (de) | 2000-12-04 | 2006-04-19 | Sturman Industries, Inc. | Vorichtungen und verfahren zur hydraulischen betätigung von einem ventil |
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DE10134644A1 (de) * | 2001-07-17 | 2003-02-06 | Bosch Gmbh Robert | Elektrohydraulische Ventilsteuerung |
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-
2007
- 2007-11-23 EP EP07022717A patent/EP2063075A1/de not_active Withdrawn
-
2008
- 2008-11-19 EP EP08851107A patent/EP2209971B1/de not_active Not-in-force
- 2008-11-19 JP JP2010534404A patent/JP5190118B2/ja not_active Expired - Fee Related
- 2008-11-19 US US12/734,745 patent/US8381693B2/en not_active Expired - Fee Related
- 2008-11-19 WO PCT/EP2008/009772 patent/WO2009065566A1/de active Application Filing
Non-Patent Citations (1)
Title |
---|
See references of WO2009065566A1 * |
Also Published As
Publication number | Publication date |
---|---|
JP2011504563A (ja) | 2011-02-10 |
US20100307433A1 (en) | 2010-12-09 |
WO2009065566A1 (de) | 2009-05-28 |
EP2209971B1 (de) | 2012-06-27 |
EP2063075A1 (de) | 2009-05-27 |
JP5190118B2 (ja) | 2013-04-24 |
US8381693B2 (en) | 2013-02-26 |
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