EP3073069A1 - Auf einer schubstange basierende variable ventilsteuerzeit - Google Patents

Auf einer schubstange basierende variable ventilsteuerzeit Download PDF

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Publication number
EP3073069A1
EP3073069A1 EP15160887.4A EP15160887A EP3073069A1 EP 3073069 A1 EP3073069 A1 EP 3073069A1 EP 15160887 A EP15160887 A EP 15160887A EP 3073069 A1 EP3073069 A1 EP 3073069A1
Authority
EP
European Patent Office
Prior art keywords
valve
movement
cam
push rod
tilt angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP15160887.4A
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English (en)
French (fr)
Inventor
Íñigo Guisasola
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.)
Caterpillar Energy Solutions GmbH
Original Assignee
Caterpillar Energy Solutions GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Caterpillar Energy Solutions GmbH filed Critical Caterpillar Energy Solutions GmbH
Priority to EP15160887.4A priority Critical patent/EP3073069A1/de
Publication of EP3073069A1 publication Critical patent/EP3073069A1/de
Withdrawn legal-status Critical Current

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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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0031—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of tappet or pushrod length
    • 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
    • F01L1/14—Tappets; Push rods
    • F01L1/146—Push-rods
    • 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

Definitions

  • the present disclosure generally relates to valve operation systems for an internal combustion engine and, more particularly, to adapting valve timings.
  • rocker arm configurations are used to operate intake and exhaust valves.
  • several valves are provided, for example, within a cylinder head, each being operated by a respective rocker arm configuration.
  • an intake and an exhaust rocker arm configuration may control the opening and closing of two intake valves and two exhaust valves, respectively.
  • a common camshaft driving the rocker arm configurations may, for example, ensure respective timings.
  • intake and exhaust valves are driven by specifically shaped cams, thereby enforcing a specific valve timing that provides, for example, a Miller timing with a respective valve overlap.
  • valve timing adjustment mechanism known that allow, for example, an operation mode specific adjustment of valve timings.
  • the present disclosure is directed, at least in part, to improving or overcoming one or more aspects of prior systems.
  • a camshaft system for driving a pivot movement of a rocker arm of a valve actuation assembly for operating a valve of an internal combustion engine with adjustable closing times comprises a camshaft with a cam lobe and a split push rod interacting with the cam lobe to be displaced, during a rotation of the camshaft, in accordance with an actuation movement.
  • the split push rod comprises a rocker part and a cam part, wherein a lower end of the rocker part and an upper end of the cam part are configured to form a tilt connection allowing for changes in a tilt anglebetween the rocker part and the cam part.
  • the camshaft system comprises an intermediate guidance element with an intermediate guidance face for guiding the tilt connection, wherein the intermediate guidance face comprises a decoupling section for increasing the tilt angle up to and beyond 180°.
  • the valve actuation assembly comprises further a camshaft system as summarized above wherein the upper end of the rocker part is configured for interacting with the push rod section of the rocker arm for providing a lifting force onto the rocker arm during a lifting movement of the actuation movement.
  • the valve actuation assembly comprises further a biasing force providing unit providing a biasing force acting onto the rocker arm and counteracting the lifting force for enforcing a return movement of the actuation movement.
  • an internal combustion engine comprises a valve actuation assembly such as the one summarized above, a cylinder head with a valve opening fluidly connecting a combustion chamber with a charge air system, and a valve.
  • the valve comprises a valve stemwith a valve head for closing the valve opening, a valve stem guidance for guiding a movement of the valve stem, and a valve spring configured such that its spring force acts as a biasing force, in particular by acting via the valve stem onto the rocker arm.
  • a method for operating a valve of an engine with adjustable closing times comprising the steps of selectively modifying a tilt angle between a rocker part and a cam part of the split push rod to at least partly decouple the actuation movement of the push rod from the shape of the cam lobe.
  • the present disclosure may be based in part on the realization that dividing a push rod in more than one part allows adapting the "active" length, in particular by changing a tilt angle between the two parts of such a split push rod.
  • a split push rod may allow to decouple the cam lobe from the rocker arm, in particular for the closing of the valve.
  • the present disclosure may be based in part on the realization that a delay forth may be provided that acts in particular onto a tilt connection between two parts of a split push rod, thereby further controlling the closing movement of the valve stem.
  • exemplary embodiments are disclosed that illustrate the herein disclosed adjustable valve timing concepts that can be employed, for example, in the internal combustion engine of Fig. 1 .
  • Engine 10 uses a camshaft driven rocker arm system for valve actuation exemplarily for a pre-combustion chamber ignited gaseous fuel operation.
  • Engine 10 may include features not shown, such as a fuel system, an air system, a cooling system, drivetrain components, etc.
  • engine 10 is exemplarily considered a four-stroke gaseous fuel internal combustion engine.
  • engine 10 may be any type of engine (two-stroke, turbine, gas, diesel, natural gas, propane, etc.).
  • engine 10 may be of any size, with any number of cylinders, and in any configuration ("V", in-line, radial, etc.).
  • Engine 10 may be used to power any machine or other device, including locomotive applications, on-highway trucks or vehicles, off-highway trucks or machines, earth moving equipment, generators, aerospace applications, marine applications, pumps, stationary equipment, or other engine powered applications.
  • Engine 10 includes an engine block 12 having a plurality of cylinder units 14 (one of which is illustrated in Fig. 1 ).
  • a piston 16 is slidably disposed within cylinder unit 14 (e.g. within a cylinder liner 15) to reciprocate between a top-dead-center position (TDC) and a bottom-dead-center position (BDC).
  • a connecting rod 18 connects piston 16 to an eccentric crankpin 20 of a crankshaft 22 such that reciprocating motion of piston 16 results in rotation of crankshaft 22.
  • Engine 10 includes further a cylinder head 24 (enlarged in Fig. 1 ) that is mounted to engine block 12 and covers cylinder unit 14, thereby delimiting a main combustion chamber 26.
  • Cylinder head 24 provides intake and exhaust openings 28 to charge main combustion chamber 26, for example, with a charge air-gaseous fuel mixture and to release exhaust gases out of main combustion chamber 26 into an exhaust gas system (not shown).
  • Engine valves 30 are configured to selectively open and close respective openings 28, e.g. by a valve stem with a valve head (not shown in Fig. 1 ).
  • Each cylinder unit 14 may include multiple intake and exhaust openings 28 and respectively multiple intake and exhaust valves 30.
  • Engine 10 further may include an assembly configured to initiate a combustion event.
  • engine 10 may include a pre-combustion chamber assembly 32 (also referred to as pre-combustion chamber ignition device), which is positioned within cylinder head 24, for example between valves 30.
  • Pre-combustion chamber assembly 32 may be configured in a variety of ways. In general, it is an assembly configured to initiate a combustion event within a pre-combustion chamber, and to direct the combustion into main combustion chamber 26.
  • Internal combustion engine 10 may include a series of valve actuation assemblies 40 (one of which is exemplarily illustrated in Fig. 1 ). Multiple valve actuation assemblies 40 may be provided per cylinder unit 14, e.g. for different valve types (e.g. intake or exhaust valve). For example, valve actuation assembly 40 is used to open and close the intake valve(s) and another, for example similar, valve actuation assembly 40 may be provided to open and close the exhaust valve(s).
  • valve actuation assembly 40 is used to open and close the intake valve(s) and another, for example similar, valve actuation assembly 40 may be provided to open and close the exhaust valve(s).
  • Valve actuation assembly 40 includes a rocker arm 46.
  • Rocker arm 46 is pivotably mounted on cylinder head 24 by a rocker shaft 50 and interacts with engine valves 30 at a valve actuation section 46A and with a split push rod 48 at a push rod section 46B.
  • Push rod section 46B engages with one end of push rod 48, the other end engages (as exemplarily shown in Fig. 1 ) with a cam lobe 58 disposed on camshaft 56 to drive (lift) split push rod 48 when camshaft 56 is rotated.
  • split push rod 48 comprises two parts: a rocker part 48A and a cam part 48B.
  • a lower end 48A' of rocker part 48A and an upper end 48B" of cam part 48B are configured to form a tilt connection 49.
  • Tilt connection 49 allows for changes in a tilt angle ⁇ between rocker part 48A and cam part 48B.
  • an upper end 48A" of rocker part 48A is configured for interacting with push rod section 46B, while a lower end 48B' of cam part 48B is configured for interacting with cam lobe 58.
  • Camshaft 56 may be driven by crankshaft 22. Camshaft 56 may be connected with crankshaft 22 in any manner readily apparent to one skilled in the art where rotation of crankshaft 22 may result in a rotation of camshaft 56. For example, camshaft 56 may be connected to crankshaft 22 through a gear train (not shown).
  • the displacement of split push rod 48 corresponds to an actuation movement of push rod 48 in consequence resulting in a conventional actuation of valve 30.
  • the actuation movement includes a lifting movement L and a return movement R.
  • Lifting movement L is caused by the shape of cam lobe 58 - lifting lower end 48B' of cam part 48B - and results in a lifting force Fl onto rocker arm 46 (assuming an essentially fixed relation/tilt angle between rocker part 48A and cam part 48B) redirected via the pivot mounting onto the valve stem.
  • the valve stem of valve 30 moves from a closed position C to an open position O during lifting movement L (see also Fig. 3 ).
  • a first or cam driven operation mode of the valve actuation As described in connection with Fig. 3 , in addition to cam lobe 58, also the tilt angle between the parts of push rod 48 may be modified which results in a cam decoupled operation mode (herein referred to as a second or decoupled operation mode of the valve actuation).
  • valve actuation assembly 40 may include - as a biasing force providing unit - for example, a valve spring 52 that provides a biasing force Fb onto the valve stem of valve 30 towards the closed position and, thus, generally counteracts against lifting force Fl.
  • biasing force Fb enforces closing of the valve as well as return movement R i.e. following of cam lobe 58. In consequence, opening 28 is closed via a respective valve head.
  • the cam driven operation mode results in an oscillation of rocker arm 46 about its pivot point in dependence of the shape of cam lobe 58 (including essentially neglectable minor changes in the tilt angle) and determines the respective opening duration of valve 30.
  • camshaft 56 may include additional cam lobes to engage with additional push rods in order to actuate additional engine valves.
  • Fig. 2 shows a plot of exemplary valve lift curves.
  • Fig. 2 shows an exhaust valve curve 72 extending from about 140° to 370° crankshaft angle during an exhaust stroke, and an intake valve curve 74 extending from about 350° to 490° crankshaft angle during an intake stroke.
  • the schematically indicated valve lift curves 72 and 74 illustrate as an example an extreme Miller valve timing that reaches a high efficiency and may be applied, for example, at full load. Such a full load operation is indicated with reference numeral F in Fig. 2 .
  • valve lift curves 72 and 74 may not be optimal to start engine 10 or to operate the same at part load as then a relative small load acceleration may be present.
  • a filling optimized lift curve 76 for an intake valve is schematically included in Fig. 2 .
  • Such a filling optimized operation is indicated with reference numeral S in Fig. 2 .
  • Filling optimized lift curve 76 extends, for example, from 350° to 570° crankshaft angle and allows to increase the filling of main combustion chamber with charge air, thereby, for example, reducing the risk of knocking at part load such that a larger power output and improved load acceleration may be achieved. In particular when operated as a separate power supply, this aspect may affect the combustion tuning.
  • the filling optimized operation may be implemented by a specific shape of cam lobe 58 extending over an angular range that results in the long opening of the valve.
  • valve timings for example, for the full load operation of engine 10 in Miller-like manner and for the part load operation of engine 10 in a filling optimized manner
  • the skilled person will acknowledge that the underlying valve adaptation may be applied to varies types of valve timing modifications, in particular valve closing movements.
  • Valve actuation assembly 40 includes inter alia a camshaft system 60 with components such as camshaft 56, cam lobe 58, and split push rod 48. Moreover, valve actuation assembly 40 includes rocker arm 46 mounted to rocker shaft 50, and a biasing force generating unit.
  • the biasing force generating unit is configured, for example, as valve spring 52, which provides a biasing force Fb redirected via the pivotably mounted rocker arm counter-acting lifting force Fl, in particular for enforcing return movement R.
  • valve actuation assembly 40 is based on split push rod 48 that interacts with cam lobe 58 to be displaced, during a rotation of camshaft 56, in accordance with a desired actuation movement during cam driven operation mode.
  • split push rod 48 comprises rocker part 48A and cam part 48B connected at tilt connection 49.
  • Tilt connection 49 is configured to allow for an adjustment of tilt angle ⁇ between rocker part 48A and cam part 48B.
  • rocker part 48A interacts with push rod section 46B, in particular for providing lifting force Fl onto rocker arm 46 during lifting movement L.
  • a lower end 48B' of cam part 48B interacts with cam lobe 58, in particular via a roller follower configuration 84 described below.
  • Camshaft system 60 comprises further an intermediate guidance element 62 providing an intermediate guidance face 63 for guiding tilt connection 49.
  • the contour of intermediate guidance face 63 may be plane (for example extending essentially along the direction between push rod section 46B and camshaft 56 or at a desired angle).
  • the contour may alternatively be shaped in a curved manner in same section as described below.
  • cam lobe 58 and the contour of intermediate guidance face 63 may define the movement of rocker arm 46 during cam driven operation.
  • tilt connection moves back and forth along a cam control section 63A of intermediate guidance face 63, wherein tilt angle ⁇ is maintained below 180°.
  • intermediate guidance face 63 comprises a decoupling section 63B being shaped to provide in combination with the shape of cam lobe 58 a desired lifting movement L in the decoupled operation mode.
  • the desired lifting movement L may extend up to the maximal valve opening based on the cam lobe 58 or lifting movement L may be reduced, in dependence of the position of intermediate guidance face 63.
  • decoupling section is configured and arranged such that tilt angle ⁇ increases up to and beyond 180° such that biasing force Fb forces tilt connection 49 to loose contact with intermediate guidance face 63 and further increase tilt angle ⁇ .
  • tilt connection 49 bends over a straight alinement - indicated as dashed line 51 - of rocker part 48A and cam part 48B.
  • cam section 63A is configured to be plane, while decoupling section 63B is curved to move tilt connection 49 towards (and in some embodiments slightly beyond) the straight alignment.
  • a positioning unit 64 allows displacement of intermediate guidance element 62.
  • cam control section 63A can also be configured to affect the actuation movement.
  • the contour may be shaped such that a displacement of cam part 48B of push rod 48 will result in a corresponding displacement of push rod section 46B of rocker arm 46, thereby essentially maintaining the actuation movement as defined by cam lobe 58.
  • the actuation movement is defined by cam lobe 58.
  • the shape of the contour will define in combination with a shape of cam lobe 58 the displacement of push rod section 46B during the lifting movement.
  • the actuation movement is at least partly decoupled from the shape of cam lobe 58.
  • the latter may in particular be the case when the contour or at least one of the contour sections is a plane tilted with respect to line 51 or provides a curved surface as it is the case for the illustrated decoupling section 63B, thereby enforcing a change in tilt angle ⁇ .
  • a roller 65 forms tilt connection 49 for providing a roll-off movement between tilt connection 49 and intermediate guidance face 63.
  • lower end 48A' and upper end 48B" are mounted to an axis of roller 65.
  • the position of roller 65 during cam driven operation is shown in solid lines (e.g. rolling along cam control section 63A.
  • roller 65 is shown in dashed lines when being moved to the straight alignment (line 51) of split push rod 48 during decoupled operation mode, i.e. just before being decoupled from the cam interaction.
  • a brake unit 67 is further provided.
  • Break unit 67 is configured to provide a delay force Fd onto tilt connection 49 in particular at tilt angles larger 180°, thereby delaying the lateral movement of tilt connection 49 during return movement R.
  • brake unit 67 may comprise a pressing member 67A pressing onto roller 65 during the return movement.
  • brake unit 67 may comprise a spring 67B and/or a damping device 67C.
  • brake unit 67 may be configured to allow for controlling delay force Fd during return movement R.
  • biasing force Fb has essentially no counterforce such that valve 30 closes, rocker arm 46 pivots back, and push rod section 46B moves down, thereby further increasing tilt angle ⁇ .
  • break unit 67 delays the closing be slowing down the change rate (increase rate) of tilt angle ⁇ .
  • valve 30 is closed while lower end 48B' of cam part 48B is still displaced (lifted) by cam lobe 58.
  • lower end 48B' will follow the decreasing slope of cam lobe 58 and roller 65 will return to interact with intermediate guidance face 63, thereby finalizing return movement R and bringing tilt connection 49 again into tilt angles smaller 180°.
  • camshaft system 60 is brought back into the initial condition during which cam part 48B interacts with camshaft 56 next to cam lobe 58 and valve 30 maintains closed.
  • break unit 67 ensures that roller 65 contacts intermediate guidance face 63, such that cam part 48B follows the cam lobe when the same is rotated again to interact with cam part 48B.
  • Cam lobe 58 initiates the next actuation movement including at will be initiated again by at first the lifting movement and then the cam decoupled return movement.
  • hollow cylinder body 85 may comprise an opening 85A for interacting with cam part 48B.
  • opening 85A of hollow cylinder body 85 may be configured in size and/or shape such that the required angular range for cam part 48B of split push rod 48 can be accepted by roller follower configuration 84 during the interaction of wheel 86 with cam lobe 58.
  • Internal combustion engine 10 of Fig. 1 may in particular comprise a valve actuation assembly as disclosed in connection with Fig. 3 , as well as cylinder head 24 with valve opening 28 fluidly connecting combustion chamber 26 with a charge air system, and engine valve 30.
  • engine valve 30 may comprise valve stem 70 with valve head 70A for closing valve opening 28 (closed position C shown in solid lines, while open position shown in dashed lines in Fig. 3 ), valve stem guidance 71 for guiding a movement of valve stem 70, and valve spring 52.
  • valve spring 52 may be configured such that its spring force acts as biasing force Fb, in particular by acting via the top of valve stem 70 onto rocker arm 46.
  • intermediate guidance element 62 and/or break unit 67 may be connected to a control unit 80 via control lines 82 to control the movement of those elements for start operation mode S or for full load operation F.
  • FIG. 3 illustrates an embodiment subject to a tilt angle within the plan of the rocker arm's pivot movement
  • Fig. 4 illustrates a further embodiment of a camshaft system 60' for use in internal combustion engine 10 that uses a split push rod 48' with a tilt angle ⁇ within a plane orthogonal to the rocker arm's pivot movement.
  • Fig. 4 shows a rocker arm configuration for activating exhaust valves. Specifically, two valve stems 70' are biased by valve springs 52' and displaced via a common rocker arm 46' operatively connected to a camshaft 56' with a cam lobe 58'. For comparison, also a rocker arm 46" for inlet valves is schematically shown.
  • Fig. 4 illustrates an essentially almost linear alignment of a rocker part 48A and a cam part 48B of a split push rod 48.
  • Rocker part 48A and cam part 48B are tiltably connected at a sliding body 68.
  • the displacement d1 of sliding body 68 from a line 51' (corresponding to the linear alignment) for the cam driven operation mode is about 5 mm corresponding to a maintained tilt angle of about 178°.
  • tilt angles in the range from 170° to 179.8°, for example 175° to 179.5° may be used.
  • the almost linear alignment may be maintained throughout the cam driven actuation motion as well as during the initial phase of the lifting motion in the decoupled operation mode.
  • a respective potential position of an intermediate guidance element 62' is shown that provides an essentially planar section of an intermediate guidance face 63' for guiding sliding body 68.
  • Intermediate guidance element 62' further comprises a curved section of intermediate guidance face 63' for guiding sliding body 68 towards line 51', thereby increasing tilt angle ⁇ beyond 180°.
  • Valve spring 52 will force - in light of the removed resistance from the cam lobe 58' - push rod section 46B' downward resulting in increasing tilt angle ⁇ further beyond 180°.
  • the camshaft system comprises a return guidance element 69 that provides a return guiding face 69A and is positioned - with respect to return guidance element 69 - opposite to intermediate guidance element 62'. Due to the presence of that return guiding face 69A, sliding body 68 is limited in its lateral displacement and, therefore, the rate of increase of tilt angle ⁇ is limited, and a too fast closing of the engine valve is avoided.
  • a maximum displacement d2 of e.g. 70 mm is shown in Fig. 4 corresponding to a tilt angle of about 200° to 205°. In general, tilt angles during the return movement may be in the range from 190° to 250°.
  • the final return to a tilt angle smaller than 180°, which is possible once cam lobe 58' has passed, may be achieved by gravity or a restoring force generated by a spring (not shown).
  • the final return may require a valve clearance allowing, for example, the mechanical flexibility for the non-cam controlled movement.
  • cam lobe 58 will interact with roller 86 of roller follower configuration 84, thereby displacing roller follower configuration 84 in dependence of the shape of cam lobe 58. Accordingly, a displacement of roller follower configuration 84 will be transferred to cam part 48B of split push rod 48. In consequence, tilt connection 49 will move along intermediate guidance face 63 and may transfer the movement onto rocker part 48A, which then provides lifting force Fl onto rocker arm 46 during the upward movement. Lifting force Fl overcomes biasing force Fb generated, for example, by valve spring 52. During the downward movement, biasing force Fb may force rocker arm 46 and split push rod 48 to follow the shape of cam lobe 58, thereby tilt connection 49 is again guided by intermediate guidance face 63.
  • valve 30 Assuming a shape of intermediate guidance face 63 that ensures essentially tilt angle ⁇ during the actuation movement, the operation of valve 30 is essentially defined by the shape of cam lobe 58. This may apply to the cam driven operation as well as to the lifting motion in the decoupled operation mode.
  • intermediate guidance element 62 may position intermediate guidance element 62 such that different sections of intermediate guidance face 63 - thus different shapes - may guide tilt connection 49 during the actuation movement and in particular during the lifting movement.
  • any shape of intermediate guidance face 63 modifying tilt angle ⁇ will - similar to cam lobe 58 - effect the movement of upper end 48A", and thus the movement of push rod section 46B of rocker arm 46.
  • the shape of intermediate guidance face 63 can influence the actuation movement.
  • selectively modifying tilt angle ⁇ between rocker part 48A and cam part 48B of split push rod 48 may at least partly decouple the actuation movement of the push rod 48 from the shape of the cam lobe 58.
  • Return movement R of split push rod 48 may then be influenced by brake unit 67.
  • cam lobe 58 of camshaft 56 may be configured to provide such a broad opening duration.
  • the tilt angle may be maintained by a specifically selected shape of intermediate guidance face 63.
  • a shape of intermediate guidance face 63 may be selected that decouples rocker arm from the cam lobe and, thereby, earlier valve closing times.
  • a split push rod that in particular comprises a rocker part and a cam part.
  • the rocker part and/or the cam part may themselves comprise further parts (in other words being themselves split in multiple parts). Accordingly, there herein disclosed concept may be understood to be used in connection with push rods comprising three or four parts, wherein at least between two parts a tilt connection is provided that is used as described herein to provide for a decoupling of the actuation movement from the cam.
  • the herein disclosed concepts may be used for idle operation using the decoupling together with a small valve lift, the latter, for example, provided by a lowered position of intermediate guidance element 62.
  • the herein disclosed concepts may be used, for example, in gas engines manufactured by Caterpillar Energy Solutions GmbH and/or internal combustion engines manufactured by Caterpillar Motoren GmbH & Co. KG.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP15160887.4A 2015-03-25 2015-03-25 Auf einer schubstange basierende variable ventilsteuerzeit Withdrawn EP3073069A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15160887.4A EP3073069A1 (de) 2015-03-25 2015-03-25 Auf einer schubstange basierende variable ventilsteuerzeit

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EP15160887.4A EP3073069A1 (de) 2015-03-25 2015-03-25 Auf einer schubstange basierende variable ventilsteuerzeit

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EP3073069A1 true EP3073069A1 (de) 2016-09-28

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107387190A (zh) * 2017-08-31 2017-11-24 吉林大学 一种摆动式可变气门驱动装置
CN111788369A (zh) * 2017-12-04 2020-10-16 伊顿智能动力有限公司 具有偏置构型的引擎制动摇臂
US11391186B2 (en) 2016-06-25 2022-07-19 Eaton Intelligent Power Limited Valve train assembly
CN115003899A (zh) * 2020-07-14 2022-09-02 富士乌兹克斯株式会社 伞中空发动机气门的冷却材料填充装置以及冷却材料的填充方法

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994021897A1 (en) * 1993-03-17 1994-09-29 Donald Charles Wride Valve operating gear
DE4330913A1 (de) * 1993-09-11 1995-03-16 Mak Maschinenbau Krupp Ventiltrieb für Brennkraftmaschinen

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994021897A1 (en) * 1993-03-17 1994-09-29 Donald Charles Wride Valve operating gear
DE4330913A1 (de) * 1993-09-11 1995-03-16 Mak Maschinenbau Krupp Ventiltrieb für Brennkraftmaschinen

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11391186B2 (en) 2016-06-25 2022-07-19 Eaton Intelligent Power Limited Valve train assembly
CN107387190A (zh) * 2017-08-31 2017-11-24 吉林大学 一种摆动式可变气门驱动装置
CN107387190B (zh) * 2017-08-31 2023-10-27 吉林大学 一种摆动式可变气门驱动装置
CN111788369A (zh) * 2017-12-04 2020-10-16 伊顿智能动力有限公司 具有偏置构型的引擎制动摇臂
US11506092B2 (en) 2017-12-04 2022-11-22 Eaton Intelligent Power Limited Engine brake rocker arm having biasing configuration
CN115003899A (zh) * 2020-07-14 2022-09-02 富士乌兹克斯株式会社 伞中空发动机气门的冷却材料填充装置以及冷却材料的填充方法
CN115003899B (zh) * 2020-07-14 2024-03-08 富士乌兹克斯株式会社 伞中空发动机气门的冷却材料填充装置以及冷却材料的填充方法

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