EP3137743B1 - Systeme de comande de soupapes - Google Patents

Systeme de comande de soupapes 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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German (de)
English (en)
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EP3137743A1 (fr
Inventor
Goktan KURNAZ
Arif Caglar Pinar
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.)
Ford Otomotiv Sanayi AS
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Ford Otomotiv Sanayi AS
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Publication of EP3137743A1 publication Critical patent/EP3137743A1/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
    • 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. Système de réglage de soupapes (1), qui est utilisé dans des freins à décompression dans des moteurs à combustion interne, comprenant essentiellement
    - au moins une électrovanne (2).
    - au moins une conduite d'huile principale (3) à travers laquelle l'huile est pompée,
    - au moins un canal de sortie (4),
    - au moins un canal supérieur (5),
    - au moins un canal d'entrée (6) sur lequel est montée l'électrovanne (2) et à laquelle de l'huile est délivrée par la conduite d'huile principale (3),
    - au moins un premier piston (7) situé à l'intérieur du canal d'entrée (6),
    - au moins un premier ressort (8) situé à l'intérieur du canal d'entrée (6) et auquel le premier piston (5) exerce une pression,
    - au moins une soupape de sécurité (9) située à l'extrémité du canal d'entrée (6); et
    - au moins un deuxième canal (10) à laquelle est raccordée l'extrémité ouverte de la soupape de sécurité (9),
    - au moins un deuxième piston (11) qui se déplace dans le deuxième canal (10),
    - au moins un deuxième ressort (12) auquel le deuxième piston (11) exerce une pression,
    - au moins un corps (13) dans lequel s'adapte le deuxième canal (10) et dans lequel sont situés le deuxième piston (11) et le deuxième ressort (12),
    - au moins une cavité (14) située sur les surfaces du corps (13), une ouverture (15) dans la structure du deuxième piston (11),
    - au moins un troisième canal (16), par lequel la cavité (14) située sur la surface du corps (13) s'ouvre vers l'extérieur du corps (13),
    - au moins un premier piston principal (17) sur lequel débouche l'extrémité du troisième canal (16) qui ne rentre pas dans la cavité (14),
    - au moins une première came (18) qui coopère avec le premier piston principal (17),
    - au moins un quatrième canal (19), par lequel l'autre cavité (14) située sur la surface du corps (13) s'ouvre vers l'extérieur du corps (13),
    - au moins un deuxième piston principal (20) vers lequel débouche l'extrémité du quatrième canal (19) qui ne rentre pas dans la cavité (14),
    - au moins une deuxième came (21) qui coopère avec le deuxième piston principal (20),
    - au moins un cinquième canal (22) qui s'ouvre vers l'extérieur de la surface du corps (13),
    - au moins un sixième canal (23) qui se détache du cinquième canal (22),
    - au moins un clapet anti-retour (24) situé sur le sixième canal (23),
    - au moins un mécanisme de soupape (25) qui est situé après le clapet anti-retour (24) et auquel le sixième canal (23) débouche,
    - au moins un cylindre (26) situé à l'extrémité du cinquième canal (22) non relié au corps (13),
    - au moins un piston de poussée (27) qui est situé dans le cylindre (26),
    - au moins un ensemble de soupape (28) sur lequel débouche l'extrémité du piston de poussée (27),
    - au moins une tige (29) qui est située entre l'ensemble de soupape (28) et le mécanisme de soupape (25),
    - des soupapes constituant l'ensemble de soupape (28),
    - des ressorts de soupape (31) qui permettent l'ouverture et la fermeture des soupapes (30).
  2. Système de réglage de soupapes (1) selon la revendication 1, caractérisé par l'électrovanne (2), qui, lors de son activation, permet au flux d'huile provenant de la conduite d'huile principale (3) de s'ouvrir vers le canal d'entrée (6) et de pousser le premier piston (7) situé dans le canal d'entrée (6) contre le premier ressort (8).
  3. Système de réglage de soupapes (1) selon la revendication 1 ou la revendication 2, caractérisé par le deuxième canal (10), la pression d'huile dans laquelle pousse le deuxième piston (11) contre le deuxième ressort (12).
  4. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par le ressort de soupape (31) qui est prévu pour maintenir le contact continu entre le deuxième piston principal (20) et la deuxième came (21) et pour permettre fermeture des soupapes (30).
  5. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par les soupapes (30) qui permettent le relâchement par compression en étant ouvertes contre une pression élevée dans le cylindre (30).
  6. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par le deuxième canal (10) dans lequel le deuxième piston (11) ne peut pas bouger puisque le débit est interdit par la soupape de sécurité (9) et le premier piston (7).
  7. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par la deuxième came (21), qui, lorsqu'il est activé, pousse le deuxième piston principal (20) et pompe ainsi l'huile du cylindre (26) vers le cinquième canal (22) et pousse le piston de poussée (27) en commençant ainsi à déplacer les soupapes (30).
  8. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par la première came (18), pour laquelle, afin d'être activée, la pression dans le canal d'entrée (6) est abaissée en désactivant l'électrovanne (2).
  9. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par le premier piston (7) se déplace vers le bas sous l'action du premier ressort (8) déchargeant ainsi l'huile sous pression dans le deuxième canal (10) en alignant le canal supérieur (5) avec le canal de sortie (4).
  10. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par le deuxième piston (11) commence à se déplacer vers le haut lorsque la force de ressort comprimé du deuxième ressort (12) commence à dépasser la pression d'huile dans le deuxième canal (10).
  11. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par le deuxième piston (11) qui, lorsque le troisième canal (16) et le cinquième canal (22) sont reliés l'un à l'autre, commence à pomper l'huile dans le cylindre (26) avec le mouvement qu'il reçoit du premier came (18) et permet ainsi d'activer la première came (18).
  12. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par le mécanisme de soupape (25) qui est utilisé de manière à permettre le renouvellement de l'huile décroissante lorsque les soupapes (30) sont en position fermée.
  13. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par le clapet anti-retour (24) qui, lorsque les soupapes (30) sont en position ouverte, empêche le refoulement d'huile dans le cylindre (26) vers le ligne principale d'huile.
  14. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par la tige (29) qui, lorsque les soupapes (30) sont proches de la position fermée, pousse la soupape dans le mécanisme de soupape (25) et permet ainsi à l'huile à l'intérieur de la ligne principale du moteur de fournir l'huile dans le système de réglage de soupapes (1).
  15. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par les cames (première came (18) et deuxième came (21)) qui permettent de changer la hauteur de fermeture et le calage des soupapes (30) et qui sont conçus pour être deux ou plus pour chaque cylindre (26) selon le besoin.
  16. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par le deuxième piston (11) et le corps (13) sur lequel est situé le deuxième piston (11), dont les dimensions sont réglées de sorte que le troisième canal (16) commence à s'ouvrir lorsque la cavité (14) commence à être fermée par le deuxième piston (11) et que le troisième canal (16) sera en communication avec la cavité (14) afin d'empêcher le verrouillage hydraulique à l'intérieur du quatrième canal (19) lors du passage de la deuxième came (21) à la première came (18).
  17. Système de réglage de soupapes (1) selon l'une quelconque des revendications précédentes, caractérisé par la cavité (14) dont la taille est telle qu'elle communiquera avec l'ouverture (15) avant d'être fermée par le deuxième piston (11), et qui est situé sur la surface du corps (13).
EP15736065.2A 2014-04-29 2015-04-24 Systeme de comande de soupapes Active EP3137743B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR201404844 2014-04-29
PCT/TR2015/000179 WO2015167412A1 (fr) 2014-04-29 2015-04-24 Système de réglage de distribution

Publications (2)

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

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Country Status (5)

Country Link
EP (1) EP3137743B1 (fr)
CN (1) CN106661973B (fr)
RU (1) RU2016146472A (fr)
TR (1) TR201615225T1 (fr)
WO (1) WO2015167412A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3184761B1 (fr) 2015-12-24 2018-04-18 C.R.F. Società Consortile per Azioni Système d'actionnement variable d'une soupape d'un moteur à combustion interne
EP3184778B1 (fr) 2015-12-24 2020-02-05 C.R.F. Società Consortile per Azioni Système d'actionnement variable d'une soupape d'un moteur à combustion interne
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
EP1031706A1 (fr) * 1995-08-08 2000-08-30 Diesel Engine Retarders, Inc. Procédé de fonctionnement d'un moteur à combustion interne
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
CN100341712C (zh) 2002-06-20 2007-10-10 奥博杜卡特股份公司 模型工具制造方法及模型工具
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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Publication number Publication date
EP3137743A1 (fr) 2017-03-08
TR201615225T1 (tr) 2017-08-21
WO2015167412A1 (fr) 2015-11-05
RU2016146472A3 (fr) 2018-05-29
RU2016146472A (ru) 2018-05-29
CN106661973B (zh) 2019-04-12
CN106661973A (zh) 2017-05-10

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