EP3401517B1 - Levier moteur de soupape - Google Patents

Levier moteur de soupape Download PDF

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Publication number
EP3401517B1
EP3401517B1 EP18169713.7A EP18169713A EP3401517B1 EP 3401517 B1 EP3401517 B1 EP 3401517B1 EP 18169713 A EP18169713 A EP 18169713A EP 3401517 B1 EP3401517 B1 EP 3401517B1
Authority
EP
European Patent Office
Prior art keywords
state
pressure
valve
pressure piston
piston
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.)
Active
Application number
EP18169713.7A
Other languages
German (de)
English (en)
Other versions
EP3401517A1 (fr
Inventor
Gottfried Raab
Thomas Eibl
Franz Leitenmayr
Ewald Hundsberger
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
Original Assignee
MAN Truck and Bus Osterreich AG
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 MAN Truck and Bus Osterreich AG filed Critical MAN Truck and Bus Osterreich AG
Publication of EP3401517A1 publication Critical patent/EP3401517A1/fr
Application granted granted Critical
Publication of EP3401517B1 publication Critical patent/EP3401517B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01L1/18—Rocking arms or levers
    • 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
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2416—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device attached to an articulated rocker
    • 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
    • F01L13/0005—Deactivating valves
    • 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
    • F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
    • 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
    • F01L1/18—Rocking arms or levers
    • F01L2001/186—Split rocking arms, e.g. rocker arms having two articulated parts and means for varying the relative position of these parts or for selectively connecting the parts to move in unison
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L2001/2444—Details relating to the hydraulic feeding circuit, e.g. lifter oil manifold assembly [LOMA]
    • 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
    • F01L2305/00—Valve arrangements comprising rollers
    • 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
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/04—Reducing noise
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/031—Electromagnets

Definitions

  • the present invention relates to a valve drive lever for actuating a valve of a reciprocating piston engine, in particular an internal combustion engine.
  • a valve drive lever for actuating a valve for removing compressed gases, in particular compressed air, from a combustion chamber of the internal combustion engine and an internal combustion engine equipped with such a valve drive lever are disclosed.
  • the internal combustion engine of a motor vehicle in particular a utility vehicle, can be used to supply compressed air.
  • a motor vehicle in particular a utility vehicle, can be used to supply compressed air.
  • this can be used as a compressor to generate the compressed air.
  • gases compressed at defined operating cycles can be taken from the combustion chamber of the internal combustion engine.
  • the document JP S57 182205 U describes a valve train of a suction valve with a rocker arm, which rests on a first cam for low speeds and on a second cam for high speeds of an engine.
  • WO 2014/152944 A1 describes a valve actuation system for an internal combustion engine, which comprises a rocker arm in rotary coupling with a camshaft via a follower to each of two cams.
  • the first cam is used for the clocked release of combustion exhaust gas, while the second cam is used to brake the engine.
  • the document JP 2011 185145 A describes a method to reduce engine braking when idling by the cams of the intake valve and exhaust valve each having two different profiles for normal driving and driving at idle, the profiles for driving at idling each protruding piece by piece from the profiles for normal driving.
  • the document CN 102 787 880 B describes a rocker arm, at one end of which the movement of a main piston is controlled during normal driving via a cam with multiple bulges and at the other end of which an auxiliary piston is controlled during braking in front of an exhaust valve and the movement of the rocker arm is limited on one side by a brake clamp.
  • the disclosure document AT 514127 A1 describes a valve through which air is discharged when there is excess pressure in the combustion chamber.
  • the valve is periodically opened by a cam via a rocker arm at defined operating cycles of the internal combustion engine.
  • a piston-cylinder unit is integrated in the arm of the rocker arm on the cam side, the piston of which interacts with the cam via a roller tappet.
  • the rocker arm When pressure is applied in the pressure chamber of the piston-cylinder unit, the rocker arm is effective.
  • the rocker arm is not actuated and the valve remains closed.
  • the known rocker arm does not assume a defined position when the piston-cylinder unit is depressurized. This is disadvantageous for the efficiency of the internal combustion engine and also for running noise and wear.
  • the conventional rocker arm in the unpressurized state does not ensure continuous rolling contact between the roller tappet and the cam.
  • the object is therefore to provide a technique for actuating the valve that improves the efficiency, running noise and / or wear.
  • Another or alternative task is to control the actuation of the valve by means of the oil pressure available for a reciprocating piston engine.
  • valve drive lever for actuating a valve of a reciprocating piston engine, in particular an internal combustion engine, and a correspondingly equipped reciprocating piston engine according to claims 1 and 10.
  • a valve train lever comprises a lever arm pivotable about an axis; a pick-up element which rests on a cam of a camshaft of the reciprocating piston machine or can be brought into contact; a coupling mechanism via which the pick-up element is resiliently coupled to the lever arm in a first state and rigidly coupled in a second state; and an actuating element which is connected to the lever arm and rests on or can be brought into contact with a valve stem of the valve.
  • the lever arm can assume a rest position, while the pick-off element follows a contour of the cam due to the spring elasticity.
  • the first state can also be referred to as the idle state of the valve drive lever.
  • the valve of the reciprocating piston machine can be actuated by the rigid coupling of the pick-up element causing the pivoting movement of the lever arm and thus actuation by the actuating element.
  • the reciprocating piston engine can be an internal combustion engine.
  • the reciprocating machine can be stationary or mobile.
  • the valve drive lever can be designed as a rocker arm.
  • the pick-off element can be arranged at a first end of the rocker arm.
  • the actuating element can be arranged at a second end of the rocker arm opposite the first end.
  • On or in the lever arm a pivot bearing for pivoting the rocker arm between the first end and the second end.
  • the valve drive lever can be designed as a rocker arm.
  • the pick-off element can be arranged at a first point on the rocker arm.
  • the actuating element can be arranged at a second point of the rocker arm that is different from the first point.
  • a pivot bearing for the pivoting movement of the rocker arm can be arranged on or in the lever arm.
  • the first point can be arranged between the pivot bearing and the second point.
  • the second point can be arranged between the pivot bearing and the first point.
  • the pick-off element is arranged to be movable in a transverse direction transversely to the lever arm, for example by a guide on the lever arm.
  • the pick-up element can be arranged immovably in a longitudinal direction different from the transverse direction (for example transverse to the transverse direction, in particular parallel to the lever arm).
  • the pick-off element can be pretensioned towards the cam and / or rest on the cam.
  • the coupling mechanism can comprise a pressure piston space and a pressure piston movable in the transverse direction in the pressure piston space.
  • the pressure piston can delimit the pressure piston space.
  • the pressure piston can interact with the pick-off element at least in the second state.
  • the pressure piston In the second state, the pressure piston can interact with the pick-up element in that the pressure piston rests on the pick-up element in the second state, for example on a side of the pick-up element facing the lever arm.
  • the pressure piston chamber can be filled with a hydraulic fluid.
  • the hydraulic fluid can be (at least substantially) incompressible.
  • the hydraulic fluid can comprise oil, in particular lubricating oil from the reciprocating piston machine.
  • the pick-off element can be prestressed in the transverse direction, for example away from the lever arm and / or towards the cam.
  • the coupling mechanism can comprise a compression spring supported on the lever arm. The compression spring can bias the tapping element in the transverse direction.
  • the pressure piston can interact with the tapping element in the first state and in the second state.
  • the pressure piston can interact with the pick-up element in the first and second state in that the pressure piston rests against the pick-up element, for example on a side of the pick-off element facing the lever arm.
  • the pressure piston can be connected to the pick-off element.
  • the pressure piston and the pick-up element can be immovable relative to one another in the transverse direction.
  • the compression spring can be arranged in the pressure piston chamber.
  • the compression spring can rest on the pressure piston.
  • the pressure piston and the pick-off element can jointly follow the contour of the cam in the first state and in the second state.
  • the compression spring or another compression spring can rest on the pick-off element.
  • the pressure piston can be prestressed in the transverse direction, for example towards the lever arm and / or away from the pick-off element.
  • the coupling mechanism can comprise a counter-pressure spring supported on the pick-up element.
  • the counter-pressure spring can be arranged between the pick-off element and the pressure piston.
  • the counter pressure spring can bias the pressure piston in the transverse direction.
  • the pressure piston can be prestressed by a tension spring attached on the one hand to the lever arm and on the other hand to the pressure piston.
  • the pick-off element can be spaced apart from the pressure piston in the transverse direction, for example due to the bias of the counter-pressure spring and / or tension spring.
  • the pressure piston in the first state can rest against a lever-near or proximal stop and / or the pressure piston space can assume a minimal size.
  • the counter-pressure spring can contract and / or the tension spring can be stretched against the bias.
  • the pressure piston can rest against a lever remote or distal stop and / or the pressure piston space can assume a maximum size.
  • the pick-up element can follow the contour of the cam in the first state and in the second state. For example, in the first state, only the pick-up element can follow the contour of the cam.
  • the pressure piston can rest in the first state. The pressure piston can rest relative to the lever arm in the first state and in the second state.
  • the pick-off element can comprise a roller tappet.
  • the roller follower may include a cam follower roller.
  • the valve drive lever further comprises a control unit for controlling the first state and the second state of the coupling mechanism.
  • the control unit On the output side, the control unit is in fluid connection with the pressure piston chamber.
  • the control unit On the input side, the control unit is in fluid connection with a control line.
  • the control unit can comprise a check valve and / or a hydraulic pressure booster.
  • the check valve can open in the direction of flow from the inlet side to the outlet side of the control unit and close vice versa.
  • the control unit comprises a control piston with an active surface on the inlet side and an active surface on the outlet side for realizing the pressure intensification and for closing a relief line.
  • the output-side effective area is smaller than the input-side effective area.
  • the hydraulic pressure booster can convert an input-side pressure (control pressure) into a greater output-side pressure, for example for pressurizing the pressure piston chamber in the second state.
  • the hydraulic pressure booster and the check valve can be connected in parallel.
  • control unit connects the output-side fluid connection to the pressure piston chamber with the relief output.
  • control unit can close the output-side fluid connection to the pressure piston chamber.
  • control unit can keep the output-side fluid connection to the pressure piston chamber closed against the greater output-side pressure.
  • control unit can optionally be in fluid connection with the oil circuit of the reciprocating piston machine via a solenoid valve.
  • the solenoid valve can be arranged in the control line. When the solenoid valve is closed, the control unit can bring about the first state. When the solenoid valve is open, the control unit can bring about the second state.
  • the actuating element can optionally (for example in the second state) be in fluid connection with the oil circuit of the reciprocating piston machine, for example via the same Magnetic valve.
  • the actuating element can comprise a spherical head connection and / or an actuating surface.
  • the pick-off element for example the roller tappet, can be permanently (for example in the first and second state) in fluid connection with the oil circuit of the reciprocating piston engine.
  • the control unit can be arranged on the coupling mechanism or on a pivot bearing of the pivotable lever arm.
  • the fluid connection or fluid connections between the control unit and the coupling mechanism can comprise bores in the lever arm.
  • valve drive lever can be used in a reciprocating piston engine, in particular an internal combustion engine or a compressor, for compressing a gas by selective actuation of the valve of the reciprocating piston engine.
  • a reciprocating piston engine in particular an internal combustion engine, which comprises a valve drive lever according to the first-mentioned aspect.
  • the reciprocating piston engine can comprise a valve for periodically withdrawing a compressed gas from a compression chamber of the reciprocating piston engine, for example a combustion chamber of the internal combustion engine.
  • the reciprocating piston engine can furthermore comprise a camshaft with at least one cam for the selective actuation of the valve via the valve drive lever.
  • the actuation of the valve can be selective by controlling the coupling mechanism of the valve train lever. In the first state, the actuation can be omitted. In the second state, the actuation can be carried out periodically in accordance with the cam.
  • Such a reciprocating piston machine for example an internal combustion engine and / or a corresponding device for generating compressed air
  • a primary function of the internal combustion engine can be to drive the motor vehicle.
  • a secondary function of the internal combustion engine can be the compression of the gas, for example the generation of compressed air.
  • the motor vehicle can be a land vehicle, a watercraft or an aircraft.
  • the motor vehicle can be used to transport goods and / or passengers.
  • the motor vehicle can be a utility vehicle (for example a truck or a bus) or a passenger car. That provided by the valve in the second state Compressed gas, for example compressed air, can be fed to a brake system and / or an air spring of the motor vehicle.
  • FIG 1 shows schematically a first embodiment of a valve drive lever, generally designated by the reference numeral 100, for actuating a valve 122 of a reciprocating piston engine, in particular an internal combustion engine.
  • the valve train lever 100 comprises a lever arm 102 which is pivotable about a pivot axis 104.
  • a pick-off element 106 is arranged via a coupling mechanism 110 for interacting with a cam 108 of the reciprocating piston engine.
  • the coupling mechanism 110 comprises a pressure piston chamber 112 for receiving a hydraulic fluid, for example lubricating oil.
  • the pick-off element 106 and / or a pressure piston arranged in the pressure piston chamber 112 has a longitudinal groove into which an anti-rotation lock 116 of the lever arm 102 engages.
  • a shoulder 114 on the pick-up element 106 or an element connected to it comes into contact with a stop (which is, for example, identical to the anti-rotation device 116) of the lever arm 102 or an element connected to it.
  • the coupling mechanism 110 further comprises a compression spring 118, which is supported on the one hand on the lever arm 102 or an element connected to it and on the other hand rests on the pick-up element 106 or an element connected to it (eg the pressure piston).
  • the compression spring 118 can in particular be a spiral spring or a wave spring.
  • the pressure piston chamber 112 is pressureless, so that the pick-off element 106 follows the contour of the cam 108 due to the spring tension of the spring 118.
  • the spring tension is dimensioned such that, at a maximum speed, the inertial force of the pick-off element 106 is smaller than the spring tension of the compression spring 118.
  • Figure 1 shows the spring-elastic first state of the coupling mechanism 110 in a first rotational position of the cam 108.
  • Figure 2 shows the first embodiment in the same first state with a second rotational position of the cam 108, in which the tip of the cam 108 leads the pick-up element 106 to the lever arm 102, reducing the pressure piston space 112 and compressing the compression spring 118.
  • the lever arm 102 remains on one Actuating element 120 arranged second point of lever arm 102 for actuating valve 122 in a rest position.
  • the rest position is held due to a preloading of a valve tappet 124 of the valve 122 against the smaller spring tension of the compressed spring 118.
  • the pivoting movement of the lever arm 102 about the pivot axis 104 is blocked, braked or damped in the first state.
  • the lever arm 102 is essentially held in the rest position with respect to the pivot axis 104 due to its moment of inertia, for example in that a resonance frequency or natural frequency of the resiliently coupled lever arm 102 is small compared to the speed of the cam 108.
  • the three embodiments can be combined in pairs or completely.
  • the pressure piston chamber 112 (optionally in its maximum extent when the shoulder 114 is in contact with the stop 116) is filled with the hydraulic fluid.
  • the pick-up element 106 is rigidly coupled to the lever arm 112 via the hydraulic fluid, for example by a pressure of the hydraulic fluid being predetermined via a fluid connection in the pressure piston chamber 112 or by a fluid outflow from the pressure piston chamber 112 being interrupted.
  • the lever arm 102 can be designed as a rocker arm with the coupling mechanism 110 and the actuating element 120 on different partial lever arms with respect to the pivot axis 104.
  • the lever arm 102 can be designed as a rocker arm, the coupling mechanism 110 and the actuating element 120 on the same side with respect to the pivot axis 104 are arranged.
  • FIG. 5 shows schematically a second exemplary embodiment of the valve drive lever 100 with a control unit 130 for the optional control of the first and second states of the coupling mechanism 110.
  • Equivalent or interchangeable features of the second exemplary embodiment are given the same reference symbols as in FIGS Figures 1 to 4 of the first embodiment Mistake.
  • the control unit 130 of the second exemplary embodiment can be combined with any further exemplary embodiment.
  • the control unit 130 comprises a check valve 132 with a closing element 134, which opens in the inflow direction to the pressure piston chamber 112 and closes in the outflow direction from the pressure piston chamber 112.
  • the control unit 130 further comprises a control piston chamber 136 (for example in a cylinder) in which a control piston 138 is arranged to be longitudinally movable.
  • the control piston 138 delimits the control piston chamber 136 with an input-side active surface 140.
  • An output side of the control piston 138 opposite the input-side active surface 140 is in fluid communication with the pressure piston chamber 112 via a fluid connection 144.
  • On the output side is the control piston 138 or a closing element adjacent to the control piston 138 designed to close the cross section of a valve seat via an output-side active surface 142.
  • the input-side effective area 140 (for example with a cross-sectional area A) is greater than the output side effective area 142 (e.g., with cross-sectional area A of). Is the input-side effective area 140 by a standing with the control piston chamber 136 in fluid communication control line 146 is pressurized (for example with a control pressure P Control) that caused by the control pressure force of the control piston 138 in its longitudinal direction of motion corresponds to (for example, the force A a ⁇ p tax) a greater closing pressure p connected to the output side effective area 142 (e.g., a ratio a a / a of the input-side effective area 140 for larger output side effective area of 142 closing pressure).
  • the pressure piston chamber 112 can be filled with hydraulic fluid during the transition from the first state to the second state of the coupling mechanism 110 via the check valve 132, which is also connected to the control line 146 on the inlet side.
  • control piston 138 assumes an open position. In the open position, the output-side fluid connection 144 between control unit 130 and pressure piston chamber 112 is in fluid connection with a relief line 148 for the transition from the second state to the first state of the coupling mechanism 110.
  • the illustrated embodiment of the control unit 130, the check valve 132 and the control piston 138 are each in fluid connection on the inlet side and on the outlet side, ie check valve 132 and the control piston 138 in the control piston chamber 136 are connected in parallel.
  • the input side of the control unit 130 is in fluid connection with the control line 146.
  • the output side of the control unit 130 is connected to the pressure piston chamber 112 via a single fluid connection 144.
  • the check valve 132 and the control piston 138 are connected on the output side to the pressure piston chamber 112 via separate fluid connections.
  • the control line 146 is preferably connected to an existing lubricating oil supply of the internal combustion engine via a solenoid valve for controlling the first and second states of the coupling mechanism 110.
  • FIG. 13 shows a perspective illustration of a third exemplary embodiment of the valve drive lever 100.
  • the control unit 130 is arranged on the coupling mechanism 110.
  • the control unit 130 is preferably arranged on the side of the pick-off element 106 facing away from the cam 108 in the longitudinal direction of movement (ie, the transverse direction to the lever arm 102).
  • the direction of longitudinal movement of the pick-up element 106 and the direction of longitudinal movement of the control piston 138 can be coaxial and / or the fluid connections between the control piston 138 and the pressure piston chamber 112 can be implemented through a bore within a common housing of the coupling mechanism 110 and the control unit 130.
  • the pivot axis 104 is mounted such that it can pivot via a bearing block 152 screwed to the cylinder head of the internal combustion engine.
  • the control line 146 is guided through bores within the lever arm 102 and is in fluid connection with the solenoid valve for controlling the first and second states of the coupling mechanism 110 via the pivot axis 104, regardless of the pivot position of the lever arm 102.
  • the first variant shown comprises the lever arm 102 between the pivot axis 104 and the actuating element 120 a double web 154. Between the webs 154 there is free space for connections of an injection nozzle 156 of the internal combustion engine.
  • the lever arm 102 is guided over the injection nozzle 156.
  • Figure 7 shows schematically a cross section of the third exemplary embodiment of the valve drive lever 100 in the swivel plane of the swivel axis 104.
  • Oil from the engine oil circuit is constantly fed to the rocker arm 102 via a bore in a permanent oil pressure line 158.
  • oil pressure is always applied to the permanent oil pressure line 158 in order to lubricate a roller tappet 160 of the pick-up element 106 as it moves up and down on the cam 108.
  • the control line 146 implemented by bores in the rocker arm 102 is also supplied with the oil from the motor circuit, preferably via a solenoid valve connected upstream, which optionally supplies oil via the pivot axis 104 to control the first and second states of the coupling mechanism 110.
  • the first and second states of the coupling mechanism 110 can also be referred to as the switched-off or switched-on state with regard to the function of the valve 122 for removing the compressed gas (for example compressed air).
  • the switched-on state oil pressure is therefore present in the bore of the control line 146.
  • the oil pressure forces a ball as a closing element 134 out of the check valve 132 formed by a countersink and allows the oil to flow into the pressure piston chamber 112 via a short bore as a fluid connection 144-1.
  • the oil flows into the control piston chamber 136 and presses the control piston 138-1 (which defines the active surface on the input side) against a ball as a closing element 138-2 with the active surface on the output side.
  • the closing element 138-2 closes the fluid connection 144-2 between the pressure piston chamber 112 and the relief line 148.
  • the pressure piston chamber 112 is thus a closed chamber and a pressure piston 162 of the pick-up element 106 is pressed away from the lever arm 102 towards the cam 108.
  • the pressure piston 162 always rests on the roller tappet 160.
  • the anti-rotation lock 116 formed by a protruding screw shaft comprises a protrusion which engages in a longitudinal groove on the pressure piston 162.
  • the projection also serves as a stop, the upper end of the groove forming the shoulder 114.
  • roller tappet 160 is thus rigidly coupled to the lever arm 102 on the cam 108, and the entire rocker arm 102 is moved by the cam 108 to actuate 128 the valve 122 due to the rigid coupling.
  • oil pressure is also present in a controlled oil pressure line 164 for supplying the actuating element 120 with lubricating oil.
  • the actuating element 120 comprises a spherical head connection 166 and an actuating surface 168, each of which is wetted with lubricating oil via the controlled oil pressure line 164 will. Oil is only delivered in the controlled oil pressure line 164 when the coupling mechanism 110 is in the second state, that is to say the rocker arm 102 is in the switched-on state, with the solenoid valve open.
  • the oil supply into the control line 146 (and the controlled oil pressure line 164 in fluid communication therewith) is interrupted via the solenoid valve.
  • the open position of the closing element 138-2 brings the fluid connection 144-2 into connection with the relief line 148.
  • the roller tappet 160 is pressed towards the lever arm 102 together with the pressure piston 162 due to the actuation by the cam 108.
  • the pressure piston 162 pushes the oil out of the pressure piston chamber 112 via the fluid connection 144-2 into the relief line 148. Since there is no longer any pressure in the pressure piston chamber 112 and no longer acts on the pick-up element 106 via the pressure piston 162, the roller plunger 160 of the pick-up element 106 is only pressed via the compression spring 118 onto the cam 108 in accordance with the resilient first state of the coupling mechanism 110.
  • roller tappet 160 and the pressure piston 162 of the pick-up element 106 move up and down, but not the entire valve drive lever 100, for example because the spring force of the compression spring 118 is less than the pressure force of a valve spring of the valve 122, which is on the opposite side of the Lever arm 102 cooperates with the actuating element 120.
  • the actuator may further include an adjustment screw 170.
  • a valve clearance of the valve 122 can be set by the fluid volume in the pressure piston chamber 112 in the second state.
  • FIG Figure 8 shows an enlarged detail of the cross section of FIG Figure 7 .
  • a bearing bush 172 is arranged between the pivot axis 104 and a bore in the lever arm 102.
  • oil for example, permanently during operation of the internal combustion engine
  • azimuthal slots in the bearing bush 172 on the lateral surface of the pivot axis 104 connect the ends of the bores in the pivot axis 104 with the corresponding ends of the bores in the lever arm 102
  • the third embodiment shown is the control line 146 and the controlled oil pressure line 164 in fluid connection via bores in the pivot axis 104, so that the actuating element 120 is supplied with lubricating oil precisely when the coupling mechanism 110 is in the rigid second state.
  • Figure 9 shows a schematic cross section in the pivoting plane of a fourth embodiment of the valve drive lever 100.
  • the fourth embodiment differs from the previous embodiments in the design of the coupling mechanism 110.
  • the coupling mechanism 110 of the fourth embodiment can be used in conjunction with any of the previous embodiments.
  • Features that are identical to or interchangeable with the above exemplary embodiments are shown in FIG Figure 9 provided with the same reference numerals.
  • the compression spring 118 is supported on the lever arm 102 and, instead of on the pressure piston 162 of the pick-off element 106, rests on the roller plunger 160 of the pick-off element 106.
  • An additional counter-pressure spring 174 presses the pressure piston 162 continuously upwards (i.e. towards the lever arm 102) in the first state of the coupling mechanism 110, that is to say in the switch-off mode of the valve drive lever 100. The pressure piston 162 no longer moves up and down in the first state and thus does not cause unwanted pumping of the oil.
  • the counter-pressure spring 174 is supported on the pressure piston 162 and rests on the roller tappet 160.
  • the lever arm 102 and the pressure piston 162 are connected to a tension spring. As a result, in the first state, the pressure piston 162 does not lie against the roller tappet 160 and is pressed towards the lever arm 102 (ie to a minimum volume of the pressure piston chamber 112).
  • the spring tension of the counter-pressure spring 174 of the pressure piston 162 (in any position of the pressure piston 162 and the roller tappet 160) is at most so great that when the pressure in the control line 146 and thus in the pressure piston chamber 112 (for example at 1 bar oil pressure), the pressure piston 162 to the roller tappet 160 is pressed towards and rests against this for rigid coupling in the second state of the coupling mechanism 110.
  • the compression spring 118 ensures that the roller tappet 160 rests on the cam 108 both in the first and in the second state.
  • the spring tension of the compression spring 118 for the roller tappet 160 is at least so great that the mass of the roller tappet 160 follows the cam 108 at the maximum speed. This improves the efficiency and reduces wear and tear and running noise.
  • the coupling mechanism 110 of the fourth exemplary embodiment has the advantage that the pressure piston 162 does not constantly follow the up and down movement of the roller tappet 160 in the first state of the coupling mechanism 110 (i.e. in the switch-off mode of the valve drive lever 100) and pumps oil unnecessarily. This improves the efficiency.
  • FIG Figure 10 shows a perspective view of the fifth exemplary embodiment of the valve drive lever 100.
  • the fifth exemplary embodiment differs from the preceding exemplary embodiments in the arrangement of the control unit 130.
  • the arrangement of the control unit 130 of the fifth exemplary embodiment can be implemented accordingly in each of the preceding exemplary embodiments.
  • Features that are identical to or interchangeable with the above exemplary embodiments are shown in FIG Figure 10 provided with the same reference numerals.
  • control unit 130 is not arranged in the extended axis above the pressure piston 162, but at another (basically any) point, for example on the lever arm 102.
  • the control unit 130 and the coupling mechanism 110 can (for example as in the second embodiment of FIG Figure 5 ) via a fluid connection 144 or (for example as in the fifth embodiment of FIG Figure 10 ) be connected via two fluid connections 144-1 and 144-2.
  • An advantageous location on the lever arm 102 for the arrangement of the control unit 130 is at the pivot axis 104 (for example above the pivot axis 104).
  • the fifth embodiment of the Figure 10 shows an example of this arrangement.
  • the arrangement at the pivot axis 104 results in a lower overall height.
  • the inertia ie the moment of inertia of the valve drive lever 100 with respect to the pivot axis 102 is improved.
  • the fifth embodiment shown is the orientation of the control unit 130 with respect to the direction of movement of the control piston 138 perpendicular to the lever arm 102, parallel to the direction of movement of the valve tappet 124 and / or parallel to the transverse direction of the lever arm, the control unit 130 can also be parallel to the lever arm 102, perpendicular to the direction of movement of the valve tappet 124 or at an angle to it.
  • the basic functional principle does not change, only the oil holes are adapted to the location and / or orientation of the control unit 130.

Landscapes

  • 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)

Claims (12)

  1. Levier d'entraînement de soupape (100) destiné à actionner une soupape (122) d'un moteur à pistons alternatifs, en particulier d'un moteur à combustion interne, ledit levier comprenant :
    un bras de levier (102) pouvant pivoter sur un axe (104) ;
    un élément de captage (106) qui est en appui ou qui peut être amené en appui sur une came (108) d'un arbre à cames du moteur à pistons alternatifs, l'élément de captage (106) étant disposé de manière mobile dans une direction transversale au bras de levier (102) ;
    un mécanisme d'accouplement (110) par le biais duquel l'élément de captage (106) est accouplé élastiquement au bras de levier (102) dans un premier état et accouplé rigidement dans un deuxième état, le mécanisme d'accouplement (110) comprenant une chambre de piston de pression (112) et un piston de pression (162) qui est mobile dans la direction transversale et qui délimite la chambre de piston de pression (112) ;
    un élément d'actionnement (120) qui est relié au bras de levier (102) et qui est en appui ou peut être amené en appui sur un poussoir de soupape (124) de la soupape (122) ; et
    une unité de commande (130) destiné à commander le premier état et le deuxième état du mécanisme d'accouplement (110), l'unité de commande (130) étant relié fluidiquement (144) du côté sortie à la chambre de piston de pression (112), l'unité de commande (130) étant reliée fluidiquement du côté entrée à une conduite de commande (146), l'unité de commande (130) étant conçue pour établir dans le premier état la liaison fluidique côté sortie (144), menant à la chambre de piston de pression (112), avec une conduite de décharge (148),
    caractérisé en ce que
    pour réaliser une démultiplication de pression, l'unité de commande (130) comprend un piston de commande (138) qui est pourvu d'une surface active côté entrée (140) et d'une surface active côté sortie (142) qui est plus petite que la surface active côté entrée (140).
  2. Levier d'entraînement de soupape selon la revendication 1, le piston de pression (162) coopérant avec l'élément de captage (106) au moins dans le deuxième état et la chambre de piston de pression (112) étant remplie d'un fluide hydraulique dans le deuxième état.
  3. Levier d'entraînement de soupape selon la revendication 1 ou 2, le mécanisme d'accouplement (110) comprenant un ressort de compression (118) qui est en appui sur le bras de levier (102) et qui précontraint l'élément de captage (106) dans la direction transversale.
  4. Levier d'entraînement de soupape selon la revendication 3, le piston de pression (162) coopérant dans le premier et le deuxième état avec l'élément de captage (106), et le ressort de compression (118) étant disposé dans la chambre de piston de pression (112) et étant en appui sur le piston de pression (162).
  5. Levier d'entraînement de soupape selon la revendication 3, le ressort de compression (118) étant en appui sur l'élément de captage (106).
  6. Levier d'entraînement de soupape selon la revendication 5, le mécanisme d'accouplement (110) comprenant un ressort de pression antagoniste (174) qui est en appui sur l'élément de captage (106) et qui précontraint le piston de pression (162) dans la direction transversale, et l'élément de captage (106) étant espacé, dans le premier état, du piston de pression (162) dans la direction transversale.
  7. Levier d'entraînement de soupape selon l'une des revendications 1 à 6, l'élément de captage (106) comprenant un poussoir à galet (160).
  8. Levier d'entraînement de soupape selon l'une des revendications 1 à 7, l'unité de commande (130) étant disposée sur le mécanisme d'accouplement (110) ou sur un palier de pivotement du bras de levier pivotant (102).
  9. Levier d'entraînement de soupape selon l'une des revendications 1 à 8, l'élément de captage (106) étant disposé de manière immobile dans une direction longitudinale transversale à la direction transversale.
  10. Moteur à pistons alternatifs, en particulier moteur à combustion interne, comprenant un levier d'entraînement de soupape (100) selon l'une des revendications 1 à 9.
  11. Machine à pistons alternatifs selon la revendication 10, l'unité de commande (130) étant reliée fluidiquement (146) côté entrée, par le biais d'une électrovanne, de manière sélective au circuit d'huile de la machine à pistons alternatifs.
  12. Véhicule automobile, en particulier véhicule utilitaire, comprenant un moteur à combustion interne selon la revendication 10 ou 11.
EP18169713.7A 2017-05-08 2018-04-27 Levier moteur de soupape Active EP3401517B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA187/2017A AT519946B1 (de) 2017-05-08 2017-05-08 Ventiltriebhebel

Publications (2)

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EP3401517A1 EP3401517A1 (fr) 2018-11-14
EP3401517B1 true EP3401517B1 (fr) 2021-01-13

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US (1) US10927717B2 (fr)
EP (1) EP3401517B1 (fr)
CN (1) CN108868935B (fr)
AT (1) AT519946B1 (fr)
RU (1) RU2763354C2 (fr)

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JP7135817B2 (ja) * 2018-12-11 2022-09-13 トヨタ自動車株式会社 シリンダヘッド
CN110344908B (zh) 2019-07-12 2020-04-03 龙口中宇汽车风扇离合器有限公司 一种实现气门开启次数可变的液压气门机构及内燃机

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Also Published As

Publication number Publication date
US20180320563A1 (en) 2018-11-08
US10927717B2 (en) 2021-02-23
BR102018009268A8 (pt) 2023-01-31
AT519946B1 (de) 2019-07-15
CN108868935B (zh) 2022-06-24
EP3401517A1 (fr) 2018-11-14
CN108868935A (zh) 2018-11-23
AT519946A1 (de) 2018-11-15
RU2018116612A3 (fr) 2021-08-27
BR102018009268A2 (pt) 2019-01-22
RU2763354C2 (ru) 2021-12-28
RU2018116612A (ru) 2019-11-05

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