EP2902596B1 - Dispositif et procédé d'actionnement d'au moins une soupape d'échappement d'un moteur à combustion interne commandé par soupape - Google Patents

Dispositif et procédé d'actionnement d'au moins une soupape d'échappement d'un moteur à combustion interne commandé par soupape Download PDF

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Publication number
EP2902596B1
EP2902596B1 EP14003610.4A EP14003610A EP2902596B1 EP 2902596 B1 EP2902596 B1 EP 2902596B1 EP 14003610 A EP14003610 A EP 14003610A EP 2902596 B1 EP2902596 B1 EP 2902596B1
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EP
European Patent Office
Prior art keywords
valve
stepping mechanism
star
outlet valve
combustion engine
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.)
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Application number
EP14003610.4A
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German (de)
English (en)
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EP2902596A1 (fr
Inventor
Sebastian Müller
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.)
MAN Truck and Bus SE
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MAN Truck and Bus SE
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Publication date
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Publication of EP2902596A1 publication Critical patent/EP2902596A1/fr
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Publication of EP2902596B1 publication Critical patent/EP2902596B1/fr
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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
    • F01L1/12—Transmitting gear between valve drive and 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
    • 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
    • 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
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio

Definitions

  • the present invention relates to a device for actuating at least one exhaust valve of a valve-controlled internal combustion engine for motor vehicles according to the preamble of patent claim 1. Furthermore, the invention relates to a method for actuating at least one exhaust valve of a valve-controlled internal combustion engine for motor vehicles according to the preamble of patent claim 11.
  • the publication WO 85/03737 A1 discloses a device for an internal combustion engine for raising and lowering a valve, which consists of a sleeve which is moved up and down by a camshaft.
  • the valve is installed by spring on the sleeve.
  • a variable valve position and a variable timing drive are caused by a Einstellchtl or provided with rising stages plate.
  • the object of the invention is to propose a predominantly mechanically functioning device of the generic type, which enables structurally simple means precise valve control both in regular engine operation and in engine braking operation.
  • Another object of the invention is to provide a method that enables precise valve control in both regular engine operation and engine braking operation.
  • a device for actuating at least one exhaust valve of a valve-controlled internal combustion engine for motor vehicles in which, preferably in the power flow between a camshaft and at least one actuator acting on the exhaust valve, at least one means is provided by means of which the at least one exhaust valve, in particular in an engine braking operation with exhaust back pressure, in a non-closed intermediate position is durable.
  • the at least one means for setting an intermediate position of the at least one exhaust valve is formed by a stepper mechanism integrated in the valve train, in particular a stepper mechanism operating on the principle of a pressure-actuated ballpoint pen, which stepping mechanism is impulsively shaped upon actuation from a regular valve actuation in at least one intermediate position and vice versa is switchable.
  • the stepping mechanism cooperates with a guide sleeve having different deep longitudinal grooves, a force-transmitting star engaging in the longitudinal grooves and a torque transmission device formed with the star via a torque transmission device, which is preferably designed as helical gearing, having non-rotatably guided in the guide sleeve actuator.
  • pulse-shaped is meant the temporally spaced and thus stepwise operation, in which the stepping mechanism comes in different positions or positions or “jumps". This operation itself can be triggered in various ways, which will be explained in more detail below.
  • the different depths of longitudinal grooves are dimensionally preferably designed so that in a switching position of the stepper the regular valve actuation with closing exhaust valve and in the next switching position, the intermediate position is switched, in which the exhaust valve does not close completely and thus in conjunction with the exhaust backpressure a targeted decompression effect generated.
  • a respective groove of a first depth preferably adjoins a less deep, second groove, so that in the case of a pulse actuation a simple switching over or switching over takes place between the two switching positions.
  • a multi-stage braking can be realized.
  • the actuator can be biased axially by means of a biasing element, such as a spring, against the toothed end face of the star.
  • a biasing element such as a spring
  • the stepper can be integrated into a plunger of the valve train, wherein preferably the guide sleeve starts at a cam of the camshaft and the force-transmitting star aborts indirectly or directly on the valve.
  • the arrangement can also be installed in kinematic reversal.
  • the stepper can thus be used with virtually no structural changes in existing valve trains and forms a robust, the valve actuating forces precisely transmitting construction.
  • the star can preferably abort on a rocker arm integrated in the valve drive.
  • the actuator can advantageously be acted upon in terms of control technology mechanically and / or hydraulically and / or electromagnetically via a control unit in a pulse-shaped manner; This may optionally be done by modifying an existing engine control unit in accordance with engine-specific and / or driving-specific parameters.
  • valve bridge is provided a stationary, variable in a stop position counter-holder and that the stepper in the power flow between the anvil and the valve bridge is arranged. This can be reliably controlled while maintaining the construction of the valve train with valve bridge structurally favorable both a regular engine operation and an intermediate position only one of the two exhaust valves.
  • the stepping mechanism can preferably be integrated in the counter-holder, wherein the guide sleeve is arranged stationary and the star forms the variable stop for the valve bridge.
  • a simplified control of the stepping mechanism is possible, since this is not involved in the dynamically acted valve train.
  • a plurality of intermediate positions of the outlet valve can be switched via the stepping mechanism in addition to the basic position (closed exhaust valve), which are pulse-controlled via an electronic control unit with feedback control. This would create a further degree of freedom in the control of the decompression effect of the exhaust valve or valves at a low additional expenditure.
  • At least one exhaust valve can be kept open via a stepping mechanism in engine braking operation, whereby the engine braking operation can be specifically controlled in its action by, in particular, discrete, activation of the stepping mechanisms.
  • the engine braking operation can be specifically controlled in its action by, in particular, discrete, activation of the stepping mechanisms.
  • only one cylinder, several cylinders or all cylinders of the internal combustion engine could be switched to decompression action during engine braking operation.
  • the at least one exhaust valve can be kept open for a short time during starting of the internal combustion engine via the stepping mechanism in order to facilitate starting, for example, at low outside temperatures.
  • the Fig. 1 shows in a partial cross section a simplified illustrated cylinder head 1 of a turbo charged diesel engine for motor vehicles, especially commercial vehicles, with a camshaft 2, which drives both intake valves and at least one exhaust valve per cylinder via cam 3.
  • the valve train can be designed in a known manner.
  • the actuation of the exhaust valves takes place in each case via the cams 3, which act on rollers 4 in a wall 1 a of the cylinder head 1 axially displaceably guided plunger 5.
  • the plunger 5 act on rollers 6 of rocker arms 7, which are pivotally mounted on a stationary axle 8 in the cylinder head 1 and actuate the exhaust valves in a known manner.
  • a stepping mechanism 9 is integrated in the plunger 5, which is in the power flow of the valve train switchable from a basic position corresponding to a regular valve actuation in a position in which the or the respective outlet valve (s) is held in an intermediate position or.
  • the exhaust valves are not closed, but form a fürströmspalt for generating a decompression effect in engine braking operation.
  • the Fig. 2 shows in conjunction with the Fig. 1 sketchy the structure of the stepper 9 and its switching function.
  • the essential components are formed by a guide sleeve 10, a force-transmitting star 11 and a switching effecting actuator 12th
  • the guide sleeve 10 forms here for example part of the same time the plunger 5 and carries on the underside of the cam 3 to the starting role 4 (see FIG. Fig. 1 ).
  • axially aligned grooves 10b, 10c formed alternately have a smaller depth 10b and a greater depth 10c.
  • a groove 10b of a first, lesser depth follows in each case onto a groove 10c of a second, larger depth.
  • teeth or ridges 11 b of the star 11 protrude or engage then depending on the switching position of the stepper 9 radially outward arms, teeth or ridges 11 b of the star 11, wherein the number of webs 11 b of the star 11 equal to the number of grooves 10 b and the number of grooves 10c in the guide sleeve 10 corresponds.
  • the front side has a helical toothing 12a, which bears against a corresponding helical toothing 11a of the star 11.
  • the actuator 12 If the actuator 12 is displaced axially, it generates on the cooperating helical gears 12a, 11a first torque on the star 11 and pushes it at the same time from the grooves (10b or 10c) out until the engagement in the circumferential direction is canceled by the webs 10a. Then, the star 11 can rotate relative to the guide sleeve 10 until the webs 11 b of the star 11 in the respective adjacent grooves (10 c or 10 b) can retract.
  • FIG. 1 can be seen on a machined into the wall 1a of the cylinder head 1 supply channel 1 b, which opens into a pressure chamber 10d within the guide sleeve 10 and over which the guided in the guide sleeve 10 actuator 12 in the direction of the star 11 can be impulsively acted upon.
  • the supply channel 1 b is acted upon in a manner not shown via a hydraulic control valve and this an excusendes, electronic engine control unit pulse-shaped for switching the stepper mechanism 9.
  • the 3 and 4 show in sections a known valve train for actuating each cylinder of the internal combustion engine two exhaust valves 14 (it is only an exhaust valve 14 and without valve spring shown), which are acted upon via a the shafts of both exhaust valves 14 spanning valve bridge 15. Functionally identical parts are provided with the same reference numerals.
  • the power flow in the valve train is similar to the Fig. 1 via the driving camshaft 2 with cams 3, which act on a common rocker arm 7, whose free Kipphebelarm drives off centrally on the valve bridge 15 and thus actuates both exhaust valves 14.
  • a counter-holder 16 is fixed, which projects beyond the valve bridge 15 in the region of one, controllable in an intermediate position exhaust valve 14.
  • the stepping mechanism 9 in turn has a here fixed in the counter-holder 16 screwed guide sleeve 10, the valve bridge 15 facing star 11 and guided in the guide sleeve 10 actuator 12, which adjoins the pressure chamber 10d.
  • stepper 9 is analogous to the construction of Fig. 2 with the difference that the components are arranged in kinematic reversal and are also integrated in the broader sense in the power flow of the valve train.
  • the downwardly directed star 11 forms a stop which acts on the valve bridge 15 in engine braking operation and which, via the counter-holder 16, supports the illustrated outlet valve 14 in the intermediate position which produces a decompression effect (US Pat. Fig. 4 ) while in regular, fired engine operation ( Fig. 3 ) is retracted ineffective.
  • the pulse-shaped switching of the stepper mechanism 9 is carried out hydraulically as described above and is therefore not further developed.
  • the setting of the position of the stepper mechanism 9 can be done as shown by targeted screwing the guide sleeve 10 in the anvil 16 and fixing by means of a lock nut 19.
  • the switching over of the stepping mechanism 9 from the regular, fired engine operation to engine braking operation with corresponding intermediate position of the exhaust valves 14 can be done hydraulically, for example, in the case of a signal of a control unit signaling an engine braking operation and vice versa.
  • the switching can not be performed hydraulically, but electromagnetically by installing a corresponding electromagnetic actuator.
  • the switching to set an intermediate position of the exhaust valve 14 may also be controlled when starting the internal combustion engine and optionally at low outside temperatures to facilitate their start-up (higher starting speed).
  • the stepper mechanism 9 may also be designed so that a plurality of intermediate positions of the exhaust valves 14 are pulse-shaped adjustable in order to control the decompression effect variable.
  • the guide sleeve 10 and the number of grooves 10b, 10c in the guide sleeve 10 should be a multiple of the webs 11b of the star 11 in order to provide additional intermediate positions in addition to the basic position (engine operation).
  • the electronic control of the switching of the stepper mechanism 9 may preferably be a feed back control, which indicates the respective switching state of the stepper mechanism 9. This can be accomplished, for example, by means of a sensor arrangement integrated into the stepper mechanism 9.
  • the stepping mechanisms 9 of the entire valve drive of the internal combustion engine can be actuated discretely, so that only one cylinder or several cylinders or all cylinders can be switched into the decompression effect superimposed on the exhaust backflow during engine braking operation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (15)

  1. Dispositif d'actionnement d'au moins une soupape d'échappement d'un moteur à combustion interne à commande de soupapes pour véhicules automobiles, dans lequel, de préférence dans le flux de forces entre un arbre à cames et au moins un élément d'actionnement agissant sur la soupape d'échappement, est prévu au moins un moyen, par le biais duquel l'au moins une soupape d'échappement, en particulier en mode de frein moteur avec refoulement des gaz d'échappement, peut être maintenue dans une position intermédiaire non fermée et en ce que l'au moins un moyen est formé par un mécanisme de commutation pas à pas (9) intégré dans la commande de soupapes, qui peut être commuté lors d'un actionnement de type impulsionnel entre un actionnement de soupape régulier et au moins une position intermédiaire, en particulier qui peut être commuté sous forme impulsionnelle, caractérisé en ce que le mécanisme de commutation pas à pas (9) présente un manchon de guidage (10) avec des rainures longitudinales de profondeurs différentes (10b, 10c), une étoile (11) de transfert de force s'engageant dans les rainures longitudinales (10b, 10c) et un actionneur (12) guidé de manière non rotative dans le manchon de guidage (10) et coopérant avec l'étoile (11) par le biais d'un dispositif de transfert de couple.
  2. Dispositif selon la revendication 1, caractérisé en ce que le manchon de guidage (10) présente des rainures longitudinales de profondeurs différentes (10b, 10c) disposées en alternance les unes derrière les autres.
  3. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le dispositif de transfert de couple présente une denture oblique (12a, 11a).
  4. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que l'actionneur (12) est précontraint axialement au moyen d'un élément de précontrainte, en particulier au moyen d'un ressort (13), contre la surface frontale dentée (lia) de l'étoile (11).
  5. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le mécanisme de commutation pas à pas (9) est intégré dans une tige poussoir (5) de la commande de soupapes.
  6. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le manchon de guidage (10) monte sur une came (3) de l'arbre à cames (2) et l'étoile (11) transfère l'entraînement directement ou indirectement à la soupape d'échappement (14).
  7. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que l'étoile (11) transfert l'entraînement à un levier oscillant (7) intégré à la commande de soupapes.
  8. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que pour commuter le mécanisme de commutation pas à pas (9), l'actionneur (12) est sollicité mécaniquement et/ou hydrauliquement et/ou électromagnétiquement sous forme impulsionnelle par le biais d'un appareil de commande.
  9. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que deux soupapes d'échappement (14) par cylindre du moteur à combustion interne sont actionnées en commun par le biais d'un pont de soupapes (15), un dispositif de retenue conjugué (16) fixe, dont la position de butée est variable, étant prévu d'un côté du pont de soupapes (15) et le mécanisme de commutation pas à pas (9) étant disposé dans le flux de forces entre le dispositif de retenue conjugué (16) et le pont de soupapes (15).
  10. Dispositif selon la revendication 9, caractérisé en ce que le mécanisme de commutation pas à pas (9) est intégré dans le dispositif de retenue conjugué (16), et il est de préférence prévu qu'un manchon de guidage (10) du mécanisme de commutation pas à pas (9) soit disposé fixement et qu'une étoile (11) du mécanisme de commutation pas à pas (9) forme la butée variable pour le pont de soupapes (15).
  11. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que plusieurs positions intermédiaires peuvent être commutées par le biais du mécanisme de commutation pas à pas (9) en plus de la position de base (soupape d'échappement fermée), lesquelles positions intermédiaires peuvent être commandées sous forme impulsionnelle par le biais d'un appareil de commande électronique avec commande de rétroaction.
  12. Procédé d'actionnement d'au moins une soupape d'échappement d'un moteur à combustion interne à commande de soupapes pour véhicules automobiles, pour l'actionnement d'un dispositif dans lequel, de préférence dans le flux de forces entre un arbre à cames et au moins un élément d'actionnement agissant sur la soupape d'échappement, est prévu au moins un moyen, par le biais duquel l'au moins une soupape d'échappement, en particulier en mode de frein moteur avec refoulement des gaz d'échappement, peut être maintenue dans une position intermédiaire non fermée, l'au moins un moyen étant formé par un mécanisme de commutation pas à pas (9) intégré dans la commande de soupapes, qui est commuté lors d'un actionnement de type impulsionnel entre un actionnement de soupape régulier et au moins une position intermédiaire, en particulier qui est commuté sous forme impulsionnelle.
  13. Procédé selon la revendication 12, caractérisé en ce que dans le cas d'un moteur à combustion interne avec plusieurs cylindres, à chaque fois au moins une soupape d'échappement (14) est maintenue ouverte par le biais d'un mécanisme de commutation pas à pas (9) en mode de frein moteur et est commandée de manière ciblée par une commande notamment discrète des mécanismes de commutation pas à pas (9) du mode de frein moteur.
  14. Procédé selon la revendication 12 ou 13, caractérisé en ce que la soupape d'échappement (14) est brièvement maintenue ouverte au démarrage du moteur à combustion interne par le biais du mécanisme de commutation pas à pas (9).
  15. Véhicule automobile, en particulier véhicule utilitaire, comprenant un dispositif selon l'une quelconque des revendications précédentes 1 à 10, en particulier pour mettre en oeuvre un procédé selon l'une quelconque des revendications 12 à 14.
EP14003610.4A 2014-01-31 2014-10-23 Dispositif et procédé d'actionnement d'au moins une soupape d'échappement d'un moteur à combustion interne commandé par soupape Active EP2902596B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014001169.0A DE102014001169A1 (de) 2014-01-31 2014-01-31 Vorrichtung und Verfahren zum Betätigen zumindest eines Auslassventils einer ventilgesteuerten Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP2902596A1 EP2902596A1 (fr) 2015-08-05
EP2902596B1 true EP2902596B1 (fr) 2017-03-29

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EP14003610.4A Active EP2902596B1 (fr) 2014-01-31 2014-10-23 Dispositif et procédé d'actionnement d'au moins une soupape d'échappement d'un moteur à combustion interne commandé par soupape

Country Status (5)

Country Link
EP (1) EP2902596B1 (fr)
CN (1) CN104819021B (fr)
BR (1) BR102014028290B1 (fr)
DE (1) DE102014001169A1 (fr)
RU (1) RU2680899C2 (fr)

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
DE102015015264A1 (de) * 2015-11-26 2017-06-01 Man Truck & Bus Ag Variabler Ventiltrieb mit einem Kipphebel
US10774693B2 (en) * 2018-10-04 2020-09-15 Jacobs Vehicle Systems, Inc. Variable length piston assemblies for engine valve actuation systems
WO2020088798A1 (fr) * 2018-11-01 2020-05-07 Eaton Intelligent Power Limited Frein moteur de type à purgeur avec actionnement hydraulique-mécanique et réglage de jeu
US11686224B2 (en) 2019-06-20 2023-06-27 Eaton Intelligent Power Limited Cylinder deactivation and engine brake mechanism for type III center pivot valvetrains

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Publication number Priority date Publication date Assignee Title
WO1985003737A1 (fr) * 1984-02-20 1985-08-29 Reginald John Hardy Entrainement de soupape en champignon
JP4423136B2 (ja) * 2004-08-20 2010-03-03 日立オートモティブシステムズ株式会社 内燃機関の気筒停止制御装置
WO2009084598A1 (fr) * 2007-12-27 2009-07-09 Mitsubishi Fuso Truck And Bus Corporation Dispositif de distribution variable pour moteur à combustion interne
JP5331343B2 (ja) * 2007-12-27 2013-10-30 ダイムラー・アクチェンゲゼルシャフト 内燃機関の可変動弁装置
EP2438276A4 (fr) 2009-06-02 2016-04-06 Jacobs Vehicle Systems Inc Procédé et système de freinage d'une crosse de soupape d'échappement unique
DE102009048143A1 (de) * 2009-10-02 2011-04-07 Man Nutzfahrzeuge Aktiengesellschaft Brennkraftmaschine mit einer Motorbremseinrichtung
CN103917762B (zh) * 2011-09-21 2017-05-24 雅各布斯车辆系统公司 用于发动机汽缸减压的方法和系统

Non-Patent Citations (1)

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Also Published As

Publication number Publication date
RU2680899C2 (ru) 2019-02-28
BR102014028290B1 (pt) 2022-09-13
BR102014028290A2 (pt) 2016-05-24
CN104819021A (zh) 2015-08-05
RU2014150757A3 (fr) 2018-08-09
DE102014001169A1 (de) 2015-08-06
BR102014028290A8 (pt) 2021-08-24
CN104819021B (zh) 2018-12-25
RU2014150757A (ru) 2016-07-10
EP2902596A1 (fr) 2015-08-05

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