EP3137743B1 - Ventilsteuerungseinrichtung - Google Patents

Ventilsteuerungseinrichtung Download PDF

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Publication number
EP3137743B1
EP3137743B1 EP15736065.2A EP15736065A EP3137743B1 EP 3137743 B1 EP3137743 B1 EP 3137743B1 EP 15736065 A EP15736065 A EP 15736065A EP 3137743 B1 EP3137743 B1 EP 3137743B1
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EP
European Patent Office
Prior art keywords
channel
valve
piston
timing system
cam
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EP15736065.2A
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English (en)
French (fr)
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EP3137743A1 (de
Inventor
Goktan KURNAZ
Arif Caglar Pinar
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Ford Otomotiv Sanayi AS
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Ford Otomotiv Sanayi AS
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Publication of EP3137743A1 publication Critical patent/EP3137743A1/de
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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
    • 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
    • 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
    • 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
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • 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

Definitions

  • the present invention relates to adjustable engine valves operated by a hydraulic system.
  • the main difference of this system from the mentioned system present in this invention application is that the second cam profile does not deactivate the main cam profile when it is activated. Since this makes a two-stroke engine braking impossible, the braking power obtained in this patent will be lower than the method of the present application. In other words, since the exhaust valve is opened in the main exhaust event with the cam 172, it will not be able to allow compression of the gas in the cylinder and therefore braking power will be lower.
  • the international patent document no. WO200400567 discloses a system controlling cylinder inlet and outlet valves.
  • the system enables actuation of the valve by using a cam mechanism.
  • a control mechanism (21-25, 26) controls movement of the inlet and outlet valves.
  • openings of the valves are adjusted independent from the cam profile.
  • closing times of the valves can be delayed by a counteracting force provided by the hydraulic system by pre-adjusting this control mechanism.
  • the system disclosed in the patent document no. WO200400567 is not a fully variable valve actuation system.
  • variable valve timing systems used in the above mentioned applications reach very high costs either by increasing the number of valve train components that are currently used (for example, power density engine brake system of Jacobs Vehicle Systems company requires 2 times more components) or by using high speed electrical actuators (as in the Multi Air system developed by Fiat Power Train company).
  • power density engine brake system of Jacobs Vehicle Systems is examined, since the cam designed for braking requires 2 times more valve train components, it is significantly restricted with the geometry and layout of the current system. In such systems, large design areas are required on the engine.
  • another disadvantage thereof is that the alternative cam profile can only drive one of the intake or exhaust valves. On the other hand, it is known that this system makes loud noise during operation.
  • An objective of the present invention is to provide a valve timing system which does not require lost motion.
  • Another objective of the present invention is to make multiple independent cam designs for intake valves and similarly for exhaust valves, thereby providing a valve timing system that enables cams to be activated alternately.
  • a further objective of the present invention is to provide a variable valve timing system which is low cost and lightweight.
  • Another objective of the present invention is to provide a variable valve timing system which eliminates the requirement of valve lash adjustment.
  • Another objective of the present invention is to provide a variable valve timing system which eliminates use of valve train components which are subjective wear in time.
  • valve timing system (1) of the present invention used in compression brakes in internal combustion engines basically comprises
  • the solenoid valve (2) enables the oil flow coming from the main oil line (3) to open out to the inlet channel (6) and push the first piston (7) located in the inlet channel (6) against the first spring (8).
  • This allows flow of oil from the safety valve (9) to the second channel (10).
  • the oil pressure in the second channel (10) pushes the second piston (11) against the second spring (12).
  • the valves (30) are opened against high in-cylinder (30) pressure, thereby realizing compression release braking.
  • the resulting hydraulic lock will prevent movement of the second piston (11) regardless of how high the pressure in the chamber is.
  • the second cam (21) is activated, and by pushing the second main piston (20), pumps the oil from the cylinder (26) to the fifth channel (22) and pushes the pushing piston (27) thereby moving the valves (30).
  • a valve spring (31) is provided to maintain the continuous contact between the second main piston (20) and the second cam (21) and to enable closing of the valves (30). Therefore the valve (30) opening action provided by the second cam (21) takes place against the valve spring (31).
  • the second cam (21) is configured to perform engine brake cycle, therefore it works under higher pressures compared to the main cycle.
  • the first cam (18) will not be activated unless the third channel (16) is completely filled with oil.
  • the movement of the first cam (18) is disabled thanks to the alignment of the cavity (14) with the opening (15) located on the second piston (11) and to the clearance between the third channel (16) and the cavity (14), which opens to the crankcase.
  • the solenoid valve (22) is deactivated lowering the pressure in the inlet channel (6).
  • the first piston (7) moves downwards under the action of the first spring (8) thereby discharging the pressurized oil in the second channel (10) by aligning the upper channel (5) with the outlet channel (4).
  • the second piston (11) starts to move upwards as the compressed spring force of the second spring (12) starts to overcome the oil pressure in the second channel (10).
  • the third channel (16) and the fifth channel (22) are connected to each other; and the second piston (11) starts to pump the oil into the cylinder (26) with the movement it receives from the first cam (18). This way, the first cam (18) is activated.
  • the first cam (18) performs the main cycle, and as it is also described above, valves require much lower valve opening pressures during the main cycle compared to the engine brake cycle.
  • the oil pressure which is created by the hydraulic lock that enables the valves (30) to open upon being combined from the third channel (16) and the fifth channel (22), exerts an equal pressure at the channels and clearances within the first piston (7) and this way there is no net force in the first piston (7) and the first piston (7) is enabled to keep its position by means of the force exerted by the first spring (8).
  • the sizes of the second piston (11) and the body (13), on which the second piston (11) is located are adjusted such that the third channel (16) will start to open when the cavity (14) starts to be closed by the second piston (11) and the third channel (16) will be in interaction with the cavity (14) in order to prevent hydraulic lock within the fourth channel (19) when switching from the second cam (21) to the first cam (18) (seen in Figure 3 ).
  • the size of the cavity (14) located on the surface of the body (13) is such that it will provide interaction with the opening (15) before being closed by the second piston (11) (seen in Figure 4 ).
  • the valve mechanism (25) is utilized so as to enable renewing of the decreasing oil when the valves (30) are in closed position.
  • the check valve (24) prevents backflow of oil in the cylinder (26) to the main oil line.
  • the pin (29) pushes the valve in the valve mechanism (25) and thus the oil within the engine main line is enabled to supply the oil within the valve timing system (1).
  • the valve timing system (1) of the present invention can be integrated in exactly the same way to the intake valve system side. This way, two-stroke engine braking can be achieved and an engine brake power which is much higher than those of the current engine brake systems can be achieved.
  • the solenoid valve (2) and the valve mechanism (25) are added to the valve timing system (1) exactly the same way for the intake valve (30) systems side.
  • two second pistons (11) provided for the intake and exhaust sides can be actuated at the same time.
  • valve timing system (1) of the present invention lost motion is not required, preferably two independent cam designs separate for each intake and exhaust valve which are independent from each other can be made and arranged in the current design area, variable valve (30) timing actuators can be provided as much more inexpensive and lightweight, and the requirement of valve (30) lash adjustment is eliminated. Use of valve train components which are critical in terms of wear is eliminated. Thus the excessive wear problem in the valve (30) system is significantly reduced.
  • opening closing height and timing of the valves (30) can be changed by means of the cams (first cam (18) and second cam (21)) which are designed to be two or more according to need for each cylinder (26).
  • One of the designed cams (first cam (18) and second cam (21)) has the standard opening closing profile of the valve (30) while the other cam (or cams) (first cam (18) and second cam (21)) has/have the profile necessary for the engine braking system.
  • high engine brake powers can be attained by means of the two-stroke compression release engine brake (shown in Figure 1 ).

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (17)

  1. Ventiltriebsystem (1), das in Dekompressionsmotorbremsen in Brennkraftmaschinen verwendet wird, im Wesentlichen umfassend
    - mindestens ein Magnetventil (2),
    - mindestens eine Hauptölleitung (3), durch die Öl gepumpt wird,
    - mindestens einen Auslasskanal (4),
    - mindestens einen oberen Kanal (5)
    - mindestens einen Einlasskanal (6), an dem das Magnetventil (2) montiert ist und zu dem Öl von der Hauptölleitung (3) geliefert wird,
    - mindestens einen ersten Kolben (7), der innerhalb des Einlasskanals (6) angeordnet ist,
    - mindestens eine erste Feder (8), die innerhalb des Einlasskanals (6) angeordnet ist und auf den der erste Kolben (5) Druck ausübt,
    - mindestens ein Sicherheitsventil (9), das am Ende des Einlasskanals (6) angeordnet ist; und
    - mindestens einen zweiten Kanal (10), mit dem offenen Ende des Sicherheitsventils (9) verbunden ist,
    - mindestens einen zweiten Kolben (11), der sich innerhalb des zweiten Kanals (10) bewegt,
    - mindestens eine zweite Feder (12), auf die der zweite Kolben (11) Druck ausübt,
    - mindestens einen Körper (13), in den der zweite Kanal (10) passt und in dem der zweite Kolben (11) und die zweite Feder (12) angeordnet sind,
    - mindestens einen an der Oberfläche des Körpers (13) angeordneten Hohlraum (14),
    - eine Öffnung (15) im Aufbau des zweiten Kolbens (11),
    - mindestens einen dritten Kanal (16), durch den der auf der Oberfläche des Körpers (13) angeordneten Hohlraum (14) aus dem Körper (13) nach außen mündet,
    - mindestens einen ersten Hauptkolben (17), zu dem das Ende des dritten Kanals (16) mündet, der nicht in den Hohlraum (14) passt,
    - mindestens einen Nocken (18) der in Verbindung mit dem ersten Hauptkolben (17) arbeitet,
    - mindestens einen vierten Kanal (19), durch den der andere auf der Oberfläche des Körpers (13) angeordneten Hohlraum (14) aus dem Körper (13) nach außen mündet,
    - mindestens einen zweiten Hauptkolben (20), zu dem das Ende des vierten Kanals (19) mündet, der nicht in den Hohlraum (14) passt,
    - mindestens einen zweiten Nocken (21) der in Verbindung mit dem zweiten Hauptkolben (20) arbeitet,
    - mindestens einen fünften Kanal (22), der aus der Oberfläche des Körpers (13) nach außen mündet,
    - mindestens einen sechsten Kanal (23), der sich aus dem fünften Kanal (22) verzweigt,
    - mindestens ein Rückschlagventil (24), das an dem sechsten Kanal (23) angeordnet ist,
    - mindestens einen Ventilmechanismus (25), der nach dem Rückschlagventil (24) angeordnet ist und zu dem der sechste Kanal (23) mündet,
    - mindestens einen Zylinder (26), der am Ende des fünften Kanals (22) angeordnet ist, der nicht mit dem Körper (13) verbunden ist,
    - mindestens einen Druckkolben (27), der im Zylinder (26) angeordnet ist,
    - mindestens eine Ventilanordnung (28), zu der das Ende des Druckkolbens (27) mündet,
    - mindestens einen Stift (29), der zwischen der Ventilanordnung (28) und dem Ventilmechanismus (25) angeordnet ist,
    - Ventile, die die Ventilanordnung (28) bilden,
    - Ventilfedern (31), die ein Öffnen und Schließen der Ventile (30) ermöglichen.
  2. Ventiltriebsystem (1) nach Anspruch 1, gekennzeichnet durch das Magnetventil (2), das bei der Aktivierung es ermöglicht, dass der von der Hauptölleitung (3) kommende Ölströmung zum Einlasskanal (6) mündet und den ersten Kolben (7), der im Einlasskanal (6) angeordnet ist, gegen die erste Feder (8), drückt.
  3. Ventiltriebsystem (1) nach Anspruch 1 oder Anspruch 2, gekennzeichnet durch den zweiten Kanal (10), in dem der Öldruck den zweiten Kolben (11) gegen die zweite Feder (12) drückt.
  4. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch die Ventilfeder (31), die vorgesehen ist, um den kontinuierlichen Kontakt zwischen dem zweiten Hauptkolben (20) und dem zweiten Nocken (21) aufrechtzuerhalten und das Schließen der Ventile (30) zu ermöglichen.
  5. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch die Ventile (30), die die Dekompressionsmotorbremse aktivieren, indem sie gegen einen hohen Zylinderinnendruck (30) geöffnet werden.
  6. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den zweiten Kanal (10), in dem der zweite Kolben (11) sich nicht bewegt, da die Strömung durch das Sicherheitsventil (9) und den ersten Kolben (7) verhindert wird.
  7. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den zweiten Nocken (21), der, bei der Aktivierung, den zweiten Hauptkolben (20) drückt und somit das Öl aus dem Zylinder (26) in den fünften Kanal (22) pumpt und den Druckkolben (27) drückt, wodurch er beginnt, die Ventile (30) zu bewegen.
  8. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den ersten Nocken (18), bei dem zur Aktivierung, der Druck im Einlasskanal (6) durch Deaktivierung des Magnetventils (2) gesenkt wird.
  9. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den ersten Kolben (7), der sich nach unten unter der Wirkung der ersten Feder (8) bewegt, wodurch das Drucköl im zweiten Kanal (10) durch Ausrichten des oberen Kanals (5) mit dem Auslasskanal (4) entfüllt wird.
  10. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den zweiten Kolben (11), der beginnt, sich nach oben zu bewegen, wenn die komprimierte Federkraft der zweiten Feder (12) beginnt, den Öldruck in dem zweiten Kanal (10) zu überwinden.
  11. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den zweiten Kolben (11), der, wenn der dritte Kanal (16) und der fünfte Kanal (22) miteinander verbunden sind, beginnt, das Öl mit der Bewegung, die es von der ersten Nocken (18) empfängt, in den Zylinder (26) zu pumpen und ermöglicht somit die Aktivierung des ersten Nockens (18).
  12. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch einen Ventilmechanismus (25), der verwendet wird, um eine Erneuerung des abnehmenden Öls zu ermöglichen, wenn sich die Ventile (30) in der geschlossenen Position befinden.
  13. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch das Rückschlagventil (24), das, wenn die Ventile (30) in offener Position sind, einen Rückfluss von Öl in dem Zylinder (26) zur Hauptölleitung verhindert.
  14. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den Stift (29), der, wenn die Ventile (30) zu nahe der geschlossenen Position sind, das Ventil in dem Ventilmechanismus (25) drückt und somit ermöglicht, dass das Öl innerhalb der Motorhauptleitung das Öl innerhalb des Ventiltriebsystems (1) liefert.
  15. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch die Nocken (erste Nocke (18) und zweite Nocke (21)), die die Veränderung der Höhe des Öffnen und Schließens und des Zeitrahmens der Ventile (30) ermöglichen und die je nach Bedarf für jeden Zylinder (26) zwei oder mehr sein können.
  16. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den zweiten Kolben (11) und der Körper (13) auf dem der zweite Kolben (11) angeordnet ist, dessen Größe so eingestellt ist, dass der dritte Kanal (16) beginnt, geöffnet zu werden, wenn der Hohlraum (14) beginnt, durch den zweiten Kolben (11) geschlossen zu werden, und der dritte Kanal (16) mit dem Hohlraum in Verbindung steht (14) um eine hydraulische Blockierung innerhalb des vierten Kanals (19) beim Umschalten von der zweiten Nocke (21) auf die erste Nocke (18) zu verhindern.
  17. Ventiltriebsystem (1) nach einem der vorangehenden Ansprüche, gekennzeichnet durch den Hohlraum (14), dessen Größe derart ist, dass er mit der Öffnung (15) in Verbindung steht, bevor er durch den zweiten Kolben (11) geschlossen wird, und der an der Oberfläche des Körpers (13) angeordnet ist.
EP15736065.2A 2014-04-29 2015-04-24 Ventilsteuerungseinrichtung Active EP3137743B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR201404844 2014-04-29
PCT/TR2015/000179 WO2015167412A1 (en) 2014-04-29 2015-04-24 Valve timing system

Publications (2)

Publication Number Publication Date
EP3137743A1 EP3137743A1 (de) 2017-03-08
EP3137743B1 true EP3137743B1 (de) 2018-05-09

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EP (1) EP3137743B1 (de)
CN (1) CN106661973B (de)
RU (1) RU2016146472A (de)
TR (1) TR201615225T1 (de)
WO (1) WO2015167412A1 (de)

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Publication number Priority date Publication date Assignee Title
EP3184778B1 (de) * 2015-12-24 2020-02-05 C.R.F. Società Consortile per Azioni System zur variablen betätigung eines ventils eines verbrennungsmotors
EP3184761B1 (de) 2015-12-24 2018-04-18 C.R.F. Società Consortile per Azioni System zur variablen betätigung eines ventils eines verbrennungsmotors
CN106870055B (zh) * 2016-12-26 2019-07-30 潍柴动力股份有限公司 可变气门控制装置、控制方法及包含该装置的发动机
GB2568044A (en) * 2017-11-01 2019-05-08 Eaton Srl Valve train assembly
TR201720332A2 (tr) * 2017-12-14 2019-07-22 Ford Otomotiv Sanayi As Bi̇r külbütör mekani̇zmasi
CN110500156A (zh) * 2019-08-29 2019-11-26 上海联芊电子科技有限公司 一种气门驱动装置、内燃机、发动机及交通工具

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DE4227927C2 (de) * 1992-08-22 1995-02-23 Man Nutzfahrzeuge Ag Mechanismus zum Umschalten einer Brennkraftmaschine von einer Betriebsart auf eine andere Betriebsart
EP0843779B1 (de) * 1995-08-08 2001-02-28 Diesel Engine Retarders, Inc. Ein motorbremssystem durch dekompression für eine brennkraftmaschine
IT1291490B1 (it) 1997-02-04 1999-01-11 C R F Societa Consotile Per Az Motore pluricilindrico a ciclo diesel con valvole ad azionamento variabile
US7687007B2 (en) 2002-06-20 2010-03-30 Obducat Ab Mold for nano imprinting
US20070277779A1 (en) 2006-05-31 2007-12-06 Caterpillar Inc. System for exhaust valve actuation
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

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Also Published As

Publication number Publication date
CN106661973A (zh) 2017-05-10
RU2016146472A3 (de) 2018-05-29
EP3137743A1 (de) 2017-03-08
WO2015167412A1 (en) 2015-11-05
RU2016146472A (ru) 2018-05-29
CN106661973B (zh) 2019-04-12
TR201615225T1 (tr) 2017-08-21

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