EP2510201B1 - Moteur à combustion interne équipé d'une commande de soupape électro-hydraulique et procédé pour le fonctionnement du moteur à combustion interne - Google Patents

Moteur à combustion interne équipé d'une commande de soupape électro-hydraulique et procédé pour le fonctionnement du moteur à combustion interne Download PDF

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Publication number
EP2510201B1
EP2510201B1 EP10787355.6A EP10787355A EP2510201B1 EP 2510201 B1 EP2510201 B1 EP 2510201B1 EP 10787355 A EP10787355 A EP 10787355A EP 2510201 B1 EP2510201 B1 EP 2510201B1
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EP
European Patent Office
Prior art keywords
hydraulic
valve
internal combustion
combustion engine
camshaft
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EP10787355.6A
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German (de)
English (en)
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EP2510201A1 (fr
Inventor
Lothar Von Schimonsky
Camilo Costa
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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    • 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
    • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
    • F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
    • F01L9/14—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
    • 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

  • the internal combustion engine further comprises an electronic drive means for controlling the hydraulic valve as a function of operating parameters of the internal combustion engine.
  • the operating behavior of electrohydraulic valve trains in a significant amount depends on the properties of the hydraulic fluid and, in particular, on its instantaneous and mainly temperature-induced viscosity state.
  • a major cause of this dependency is the so-called hydraulic valve brake, which is part of the hydraulic system and replaces the valve closing ramp provided on conventional cams with conventional mechanical valve trains.
  • the hydraulic valve brake is known to have the task of forming a decoupled from the cam lift stroke of the gas exchange valve so that the closing gas exchange valve always reaches the valve seat with mechanically and acoustically acceptable Aufsetz effet.
  • the hydraulic valve brake is to be designed so that the change in charge of the internal combustion engine affecting target-actual deviations of the gas exchange valve closing timing are minimal.
  • Hydraulic valve brakes are usually designed so that the displaced by the gas exchange valve side second hydraulic piston hydraulic fluid just before closing the gas exchange valve must pass a throttle point whose hydraulic resistance slows down the Gascicventilhubs generated to the predetermined Aufsetzieri.
  • the viscosity-temperature response of the hydraulic fluid limits the functionality of the hydraulic valve brake to a temperature window in such a way that the closing time of the gas exchange valve below an upper limit temperature fluctuates and / or delayed excessively.
  • the gas exchange valve does not reach the valve seat and remains - in terms of the charge cycle and combustion process of the engine - in an inadmissible standing between two revolutions of the camshaft.
  • the present invention is therefore based on the object, so to train an internal combustion engine with electro-hydraulic valve control of the type mentioned above or to provide a method for operating the internal combustion engine, that the functionality of the electro-hydraulic valve control even at very high viscosity of the hydraulic fluid, i. is given in an extended to lower temperatures towards temperature window.
  • the electronic drive means is configured to control the hydraulic valve as a function of the operating hydraulic fluid temperature or viscosity and / or the operating pressure in the hydraulic fluid supply such that during an engine operating phase the one or immediately successive revolutions of the camshaft comprises, only a predetermined partial volume of the pressure chamber is filled with hydraulic fluid and the hydraulic valve is at least during each entire elevation phase of the cam in the closed position.
  • the defined presetting of the partial volume of hydraulic medium located in the pressure chamber is effected by a targeted loss of stroke of the hydraulic linkage during one or more revolutions of the camshaft before the engine operating phase and causes during the engine operating phase that the gas exchange valve opens later with respect to the cam lobe and closes earlier with correspondingly reduced lift height.
  • highly viscous hydraulic fluid of the hydraulic valve brake between two camshaft revolutions remains a longer time interval in which the gas exchange valve can safely reach the valve seat.
  • the amount of sub-volume is to be adjusted so that the gas exchange valve does not fall below a minimum lifting height and does not exceed a maximum closing time in view of a successful change of charge. This also applies to the case that the hydraulic valve is opened in the phases between the cam lobes and thus allows a refilling of the pressure chamber with hydraulic fluid from the pressure relief chamber.
  • the invention in particular favors a successful start and initial warm-up phase of the cold engine at very low ambient temperatures (typically at -30 ° C ambient and engine temperature to ensure a successful startup), especially under such conditions the pressure build-up in the hydraulic fluid supply of the internal combustion engine is particularly delayed.
  • insufficient pressure in the hydraulic fluid supply of the internal combustion engine can prevent a complete refilling of the pressure chamber to the extent that a controlled modification or reduction of Gas monventilhubs by cyclically true Ab Kunststoffn hydraulic fluid from the pressure chamber is not possible during the cam lobe.
  • the invention also allows for cold, i. combinkosem hydraulic means with respect to the cam lift later inlet opening. As explained above, this is not possible in the case of conventional actuation of the hydraulic valve, since the hydraulic valve does not close or does not close sufficiently fast against high-viscosity hydraulic fluid flow in the control passage.
  • the invention is not limited only to its application with cold hydraulic fluid, but can also be used at other operating temperatures of the internal combustion engine.
  • the purposes of the invention can be dispensed with a cycle-faithful refilling of the pressure chamber between the cam lobe phases, if the refilling only serves to compensate for unavoidable gap leakage from the pressure chamber and the leaks in the case of very high hydraulic fluid viscosity are negligible.
  • a control of the hydraulic valve be provided in such a way that the hydraulic valve remains closed not only during the engaged cam lift phase, but during the entire engine operating phase.
  • the number of revolutions of the camshaft during the engine operating phase in dependence on the determined at the time of starting the engine hydraulic fluid temperature is predetermined by the electronic drive means. Parameter for this predetermined number of revolutions is substantially the temperature of the hydraulic fluid during the starting process, wherein the parameter-dependent number of revolutions can be determined by test bench tests and stored in a map of the electronic control means as a control variable.
  • the predetermined duration of the engine operating phase it may also be provided to set this duration as a function of current operating parameters, in particular the hydraulic fluid temperature.
  • said engine operating phase may be passed once or, if necessary, several times consecutively.
  • the electronic control means should be configured to control the hydraulic valve such that during one of the engine operating phase following another engine operating phase, which includes immediately successive revolutions of the camshaft, the pressure space before each elevation phase of the cam is at least almost completely refilled with hydraulic fluid.
  • the valve control 1 is used for variable-stroke drive in the closing direction by a valve spring 2 kraftbeaufschlagten gas exchange valve 3 of an internal combustion engine 4 and comprises as essential components a cam 5 of a camshaft 6, a cam 5 here by means of a tappet 7 driven first hydraulic piston 8, a gas exchange valve 3 in the opening direction driving second hydraulic piston 9, one between the first hydraulic piston 8 and the second hydraulic piston. 9 extending pressure chamber 10 with variable volume and a pressure relief chamber 11 which is connected to the pressure chamber 10 via a control channel 12 and includes a spring-loaded pressure accumulator 13.
  • the arranged in the drive sense between the camshaft 6 and the gas exchange valve 3 hydraulic system is connected to a hydraulic fluid supply 14 of the internal combustion engine, here the lubricant circuit.
  • an electrically controlled hydraulic valve 15 is arranged in the design of a 2/2-way switching valve, which allows in its normally open position a hydraulic fluid flow through the control channel 12 and locks in its energized closed position.
  • the electrical control of the hydraulic valve 15 as a function of operating parameters of the internal combustion engine 4 via an electronic control means 16 as an integral part of the engine control unit.
  • valve control 1 The known operation of the valve control 1 can be summarized to the effect that the hydraulic medium in the pressure chamber 10 acts as a hydraulic linkage, wherein the predetermined by the cam 5 survey is transmitted with closed hydraulic valve 15 to the gas exchange valve 3 and with open hydraulic valve 15 partially or completely is diverted into the pressure relief chamber 11.
  • the hydraulic decoupling of the cam lobe and the Gas monventilhubs requires a hydraulic valve brake 17, which throttles back from the second hydraulic piston 9 hydraulic fluid and so the closing gas exchange valve 3 decelerates to a mechanically and acoustically acceptable Aufsetz economically the valve seat 18.
  • FIG. 1 In the course of the first cam elevation 20, the energized hydraulic valve 15 is de-energized, so that when the control channel 12 is open, a part of the hydraulic medium in the pressure chamber 10 is displaced into the pressure relief chamber 11 and accordingly the cam elevation 20 is only partially transmitted to the gas exchange valve 3.
  • the times at which the energization 21 of the hydraulic valve 15 is turned off and then turned back on, and the corresponding time interval in which the hydraulic valve 15 is opened and allows refilling of the pressure chamber 10, are such that at the beginning of the second cam lobe only one predetermined partial volume of the pressure chamber 10 is filled with hydraulic fluid.
  • the time intervals between the cam elevations 20, in which the hydraulic valve 15 is not energized and consequently open are dimensioned such that, despite possible refilling of the pressure chamber 10, only a partial volume with a predetermined maximum amount of hydraulic fluid is contained therein.
  • the respective subsequent Gas dockventilhub 19 moves in the predetermined Limits of the minimum required lifting height h-min and the maximum allowable closing time ⁇ -max, as in FIG. 3 is shown enlarged.
  • the predetermined by the electronic drive means 16 number of revolutions of the camshaft 6 during the engine operating phase is dependent on the temperature of the hydraulic fluid during the starting process of the internal combustion engine 4.
  • the predetermined by the electronic drive means 16 number of revolutions of the camshaft 6 during the engine operating phase is dependent on the temperature of the hydraulic fluid during the starting process of the internal combustion engine 4.
  • the examined by the applicant test rig hardware were at a hydraulic fluid temperature of -20 ° C 40 revolutions and from -30 ° C determined 120 rotations as optimal.
  • the hydraulic valve 15 Upon completion of the initial warm-up phase of the engine 4, i. After the engine operating phase with the cam lobes 2 to n, the hydraulic valve 15 is energized between the n-th and n + 1-th cam lobe 20 so that the pressure chamber 10 can be completely refilled with hydraulic fluid.
  • the electronic drive means 16 is configured so that this also applies to all further revolutions of the camshaft 6 during the subsequent further engine operating phase, which begins with the n + 1 th cam lobe 20 and in which the hydraulic valve 15 is closed and opened during the cam lift phase 20 is to produce the stroke variability on the gas exchange valve 3 in a known manner.
  • FIG. 2 the essential difference from the sequence according to FIG. 1 is in the control of the hydraulic valve 15 during the engine operating phase with the revolutions 2 to n of the camshaft 6.
  • the possibility of a cycle-faithful partial refilling of the pressure chamber 10 between the cam lift phases 20 is omitted by the hydraulic valve 15 is energized during the entire engine operating phase ( Current curve 21 at revolutions 2 to n of the camshaft 6) and thus permanently closed.
  • This is useful when refilling the pressure chamber 10 merely serves to compensate for unavoidable gap leakage from the pressure chamber 10 and the leaks in the case of very high hydraulic fluid viscosity are negligibly small.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (8)

  1. Moteur à combustion interne doté d'une commande de soupape (1) électrohydraulique servant à l'entraînement à course variable d'une soupape d'échange de gaz (3) alimentée par effort de ressort dans la direction de fermeture, comprenant un arbre à cames (6) et un système hydraulique disposé dans le sens d'entraînement entre l'arbre à cames (6) et la soupape d'échange de gaz (3), raccordé à une alimentation en moyen hydraulique (14) du moteur à combustion interne (4) et comportant les éléments suivants :
    - un premier piston hydraulique (8) entraîné par une came (5) de l'arbre à cames (6) et un deuxième piston hydraulique (9) entraînant la soupape d'échange de gaz (3) dans la direction d'ouverture ;
    - une chambre de pression (10) à volume variable délimitée par le premier piston hydraulique (8) et le deuxième piston hydraulique (9) et un canal de commande (12) reliant la chambre de pression (10) à une chambre de décharge de pression (11) ;
    - une soupape hydraulique (15) disposée dans le canal de commande (12), commandée électriquement, admettant un flux de moyen hydraulique à travers le canal de commande (12) dans la position ouverte de la soupape hydraulique (15) et le bloquant dans la position fermée de la soupape hydraulique (15) ;
    et comprenant un moyen de commande électronique (16) servant à exciter la soupape hydraulique (15) en fonction de paramètres de fonctionnement du moteur à combustion interne (4), caractérisé en ce que le moyen de commande électronique (16) est configuré pour commander la soupape hydraulique (15) en fonction de la température ou viscosité du moyen hydraulique en fonctionnement et/ou de la pression en fonctionnement régnant dans l'alimentation en moyen hydraulique (14), de telle sorte que pendant une phase de fonctionnement de la machine comprenant une rotation ou des rotations immédiatement successives de l'arbre à cames (6), seul un volume partiel prédéfini de la chambre de pression (10) est rempli en moyen hydraulique et que la soupape hydraulique (15) se trouve dans la position fermée au moins pendant l'ensemble de chaque phase de soulèvement (20) de la came (5).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la soupape hydraulique (15) se trouve dans la position fermée pendant l'ensemble de la phase de fonctionnement de la machine.
  3. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la phase de fonctionnement de la machine comprend un processus de démarrage du moteur à combustion interne (4).
  4. Moteur à combustion interne selon la revendication 3, caractérisé en ce que le moteur à combustion interne (4) présente une température ambiante à l'instant du processus de démarrage.
  5. Moteur à combustion interne selon la revendication 3, caractérisé en ce que le nombre de rotations de l'arbre à cames (6) pendant la phase de fonctionnement de la machine est prédéfinie par le moyen de commande électronique (16) en fonction de la température de moyen hydraulique déterminée à l'instant du processus de démarrage du moteur à combustion interne (4).
  6. Moteur à combustion interne selon la revendication 1, caractérisé en ce que le moyen de commande électronique (16) est configuré pour exciter la soupape hydraulique (15) de telle sorte que pendant une phase de fonctionnement de la machine supplémentaire suivant la phase de fonctionnement de la machine et comprenant les rotations directement successives de l'arbre à cames (6), la chambre de pression (10) est au moins presque entièrement re-remplie en moyen hydraulique avant chaque phase de soulèvement (20) de la came (5).
  7. Procédé pour le fonctionnement d'un moteur à combustion interne doté d'une commande de soupape (1) électrohydraulique servant à l'entraînement à course variable d'une soupape d'échange de gaz (3) alimentée par effort de ressort dans la direction de fermeture, comprenant un arbre à cames (6) et un système hydraulique disposé dans le sens d'entraînement entre l'arbre à cames (6) et la soupape d'échange de gaz (3), raccordé à une alimentation en moyen hydraulique (14) du moteur à combustion interne (4) et comportant les éléments suivants :
    - un premier piston hydraulique (8) entraîné par une came (5) de l'arbre à cames (6) et un deuxième piston hydraulique (9) entraînant la soupape d'échange de gaz (3) dans la direction d'ouverture ;
    - une chambre de pression (10) à volume variable délimitée par le premier piston hydraulique (8) et le deuxième piston hydraulique (9) et un canal de commande (12) reliant la chambre de pression (10) à une chambre de décharge de pression (11) ;
    - une soupape hydraulique (15) disposée dans le canal de commande (12), commandée électriquement, admettant un flux de moyen hydraulique à travers le canal de commande (12) dans la position ouverte de la soupape hydraulique (15) et le bloquant dans la position fermée de la soupape hydraulique (15) ;
    et comprenant un moyen de commande électronique (16) servant à exciter la soupape hydraulique (15) en fonction de paramètres de fonctionnement du moteur à combustion interne (4), caractérisé en ce que le moyen de commande électronique (16) est configuré pour commander la soupape hydraulique (15) en fonction de la température ou viscosité du moyen hydraulique en fonctionnement et/ou de la pression en fonctionnement régnant dans l'alimentation en moyen hydraulique (14), les étapes de procédé suivantes étant prévues dans l'ordre suivant :
    - ouverture de la soupape hydraulique (15) à un certain moment pendant la phase de soulèvement (20) de la came (5) et fermeture de la soupape hydraulique (15) à un certain moment de telle sorte que seul un volume partiel prédéfini de la chambre de pression (10) est rempli en moyen hydraulique ; et
    - maintien de la soupape hydraulique (15) dans la position fermée pendant une phase de fonctionnement de la machine comprenant une rotation ou des rotations immédiatement successives de l'arbre à cames (6), la soupape hydraulique (15) se trouvant dans la position fermée au moins pendant l'ensemble de chaque phase de soulèvement (20) de la came (5).
  8. Procédé selon la revendication 7, caractérisé en ce que pendant une phase de fonctionnement de la machine supplémentaire suivant la phase de fonctionnement de la machine commandant les rotations immédiatement successives de l'arbre à cames (6), la soupape hydraulique (15) est excitée de telle sorte que la chambre de pression (10) est au moins presque entièrement re-remplie en moyen hydraulique avant chaque phase de soulèvement (20) de la came (5).
EP10787355.6A 2009-12-08 2010-11-25 Moteur à combustion interne équipé d'une commande de soupape électro-hydraulique et procédé pour le fonctionnement du moteur à combustion interne Active EP2510201B1 (fr)

Applications Claiming Priority (2)

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US26755309P 2009-12-08 2009-12-08
PCT/EP2010/068223 WO2011069836A1 (fr) 2009-12-08 2010-11-25 Moteur à combustion interne équipé d'une commande de soupape électro-hydraulique et procédé pour le fonctionnement du moteur à combustion interne

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EP2510201A1 EP2510201A1 (fr) 2012-10-17
EP2510201B1 true EP2510201B1 (fr) 2015-01-07

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US (1) US9212573B2 (fr)
EP (1) EP2510201B1 (fr)
BR (1) BR112012013125B1 (fr)
WO (1) WO2011069836A1 (fr)

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FR2933471B1 (fr) * 2008-07-03 2013-02-15 Vianney Rabhi Vanne electro-hydraulique a levee de bille pour centrale hydraulique de moteur a taux de compression variable
DE102008049181A1 (de) * 2008-09-26 2010-04-01 Schaeffler Kg Elektrohydraulische Ventilsteuerung
JP2013100763A (ja) * 2011-11-08 2013-05-23 Suzuki Motor Corp ４サイクルエンジン
DE102012207517A1 (de) * 2012-05-07 2013-11-07 Schaeffler Technologies AG & Co. KG Steuereinheit für eine vollvariable hydraulische Ventilsteuervorrichtung von Gaswechselventilen an Hubkolbenbrennkraftmaschinen
DE102012212987A1 (de) 2012-07-24 2014-01-30 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung eines Gehalts an Luft in einem Druckmittel eines elektrohydraulischen Ventiltriebs einer Brennkraftmaschine
DE102012212989A1 (de) * 2012-07-24 2014-01-30 Schaeffler Technologies AG & Co. KG Verfahren zum Betrieb einer Brennkraftmaschine mit elektrohydraulischer Ventilsteuerung
DE102013212168B4 (de) * 2013-06-26 2022-02-03 Robert Bosch Gmbh Verfahren zum Starten einer Brennkraftmaschine, Vorrichtung, Computer-Programmprodukt
CN104500163B (zh) * 2014-12-16 2017-06-09 武汉科技大学 一种二甲醚发动机主副燃烧室通道阀门的开闭装置
CN108691597B (zh) * 2018-07-03 2024-05-14 吉林大学 一种汽车发动机可变气门升程调节机构

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JP4129489B2 (ja) 1995-08-08 2008-08-06 ジェイコブス ビークル システムズ、インコーポレイテッド カムと電子液圧エンジンバルブとの組み合わせ制御を有する内燃機関
US5829397A (en) 1995-08-08 1998-11-03 Diesel Engine Retarders, Inc. System and method for controlling the amount of lost motion between an engine valve and a valve actuation means
ITTO20020234A1 (it) * 2002-03-15 2003-09-15 Fiat Ricerche Motore pluricilindrico a combustione interna con dispositivo idraulico a controllo elettronico per l'azionamento variabile delle valvole e d
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US20120240886A1 (en) 2012-09-27
BR112012013125A2 (pt) 2017-03-28
WO2011069836A1 (fr) 2011-06-16
EP2510201A1 (fr) 2012-10-17
US9212573B2 (en) 2015-12-15
BR112012013125B1 (pt) 2021-01-12

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