EP3551854A1 - Mécanisme de distribution pour un moteur à combustion interne, moteur à combustion interne comprenant un tel mécanisme de distribution et procédé permettant de faire fonctionner un moteur à combustion interne comprenant un tel mécanisme de distribution - Google Patents

Mécanisme de distribution pour un moteur à combustion interne, moteur à combustion interne comprenant un tel mécanisme de distribution et procédé permettant de faire fonctionner un moteur à combustion interne comprenant un tel mécanisme de distribution

Info

Publication number
EP3551854A1
EP3551854A1 EP17829154.8A EP17829154A EP3551854A1 EP 3551854 A1 EP3551854 A1 EP 3551854A1 EP 17829154 A EP17829154 A EP 17829154A EP 3551854 A1 EP3551854 A1 EP 3551854A1
Authority
EP
European Patent Office
Prior art keywords
valve
internal combustion
drive
combustion engine
switching valves
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.)
Granted
Application number
EP17829154.8A
Other languages
German (de)
English (en)
Other versions
EP3551854B1 (fr
Inventor
Wolfgang Fimml
Jonathan Lipp
Johannes Schalk
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP3551854A1 publication Critical patent/EP3551854A1/fr
Application granted granted Critical
Publication of EP3551854B1 publication Critical patent/EP3551854B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • 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
    • F01L9/14—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 the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • 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
    • F01L13/04—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for starting by means of fluid pressure
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/105—Hydraulic motors
    • 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
    • F01L2201/00—Electronic control systems; Apparatus or methods therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F02D2041/0012—Controlling intake air for engines with variable valve actuation with selective deactivation of cylinders

Definitions

  • Valve train and method for operating an internal combustion engine with such a valve train
  • the invention relates to a valve train for an internal combustion engine, an internal combustion engine with such a valve train, and a method for operating an internal combustion engine with such a valve train.
  • a valve train of the type discussed here has at least one gas exchange valve and a first, mechanically driven transmission mimic. Furthermore, the valve train on a second, connected to the at least one gas exchange valve to its displacement drive mimic.
  • the first drive mimic is operatively connected to the second drive mimic via a hydraulic coupling device, wherein the hydraulic coupling device has a pressure chamber, which is relieved of pressure via a valve device, wherein the coupling device is set to the first drive mimic and the second drive mimic under hydraulic pressure in the pressure chamber together couple and decouple in the pressure-relieved state of the pressure chamber from each other.
  • a switching valve is connected to it in terms of flow, via which the pressure chamber in the open state of the
  • Relief valve is relieved of pressure.
  • the mechanically driven drive mimic typically gives one
  • Gas exchange valve is implemented when the pressure chamber is maintained during the entire course of Ventilhubkurve under hydraulic pressure, wherein the coupling of the first drive mimic with the second drive mimic by depressurizing the pressure chamber via the switching valve during the course of Ventilhubkurve can be at least partially canceled, so that for the gas exchange valve so-called sub-curves can be represented, wherein
  • a reduced stroke and / or earlier closing of the gas exchange valve can be effected / can.
  • a disadvantage of this configuration is that the switching valve is difficult to tune to the operation of an internal combustion engine.
  • This relates in particular to the selection of a suitable size of the switching valve for a particular internal combustion engine.
  • a product of a flow cross-section and a flow coefficient for the behavior of the switching valve is crucial: If this product is too small, the Abêtung of hydraulic fluid from the pressure chamber is slow, resulting in flat edges for the valve lift of the gas exchange valve, wherein This responds in particular too sluggish.
  • the product of flow cross-section and flow coefficient is too large, a rapid reaction of the gas exchange valve to a control of the switching valve can be effected, but this leads to high pressure pulsations in the pressure chamber and ultimately
  • the invention has for its object to provide a valve train for an internal combustion engine, an internal combustion engine with such a valve train and a method for operating an internal combustion engine with such a valve train, said disadvantages do not occur.
  • valvetrain of the type mentioned above in that the valve device has at least two switching valves which are fluidically connected in parallel with the pressure chamber and via which the
  • valve train comprises a control device which is adapted to control the switching valves for displaying a variable valve lift of the at least one gas exchange valve during a stroke movement of the gas exchange valve with a time offset to each other.
  • Switching valve can be increased, at the same time a time-graded cross-sectional release can be done so pressure peaks and thus ultimately pressure pulsations as well
  • Pressure oscillations in the pressure chamber can be minimized or eliminated. It is therefore possible, at the same time a large total opening area - especially preferably larger than when using only one switching valve - to provide, and still avoid pressure pulsations in the pressure chamber and the associated disadvantages. This allows steeper flanks of a real lift curve for the gas exchange valve, in particular steeper
  • the gas exchange valve may in particular be an inlet valve or a
  • Exhaust valve act which is associated with a combustion chamber of the internal combustion engine.
  • the gas exchange valve is an inlet valve.
  • the fact that the first drive mimic is mechanically driven means, in particular, that it is not hydraulically driven.
  • the first mechanically driven drive mimic preferably has a direct mechanical drive connection to a valve drive, in particular to a camshaft.
  • the first drive mimic is therefore particularly preferred cam-driven. In this case, defines the shape of an outer peripheral surface of one with the first drive mimic
  • the first drive mimic can also be referred to as the drive side or cam-side drive mimic, because it is operatively connected to the valve drive.
  • the second drive mimic is preferably mechanically connected to the gas exchange valve for its displacement, more preferably purely mechanically, without further hydraulic or other kind, non-mechanical couplings.
  • the second drive mimic can also be referred to as a gas exchange valve side drive mimic, since it is directly connected to the gas exchange valve and insofar is assigned to it directly.
  • the first drive mimic preferably has a first piston, which limits the pressure chamber of the hydraulic coupling device on one side, and a first piston rod connected to the piston.
  • a cam of the valve drive preferably acts with the first
  • Piston rod of the first drive mimic together. But it is also possible that between the cams and the first piston rod is still connected a Umlenkmimik.
  • the deflection mimic is preferably designed mechanically.
  • the second drive mimic also preferably has a pressure chamber of the hydraulic coupling device on another side facing away from the first piston of the first drive mimic side second piston and connected thereto second piston rod, wherein the second piston rod of the second drive mimic - preferably via a particular mechanical Umlenkmimik - Connected to the gas exchange valve.
  • the control unit is in particular designed to control the switching valves during the stroke movement of the gas exchange valve with a time delay, but overlapping in time.
  • the control unit is set up to control the switching valves.
  • the wording "during a stroke movement of the gas exchange valve” means in particular that the switching valves are delayed in time but overlapping in time during a same stroke movement of the gas exchange valve, preferably in the form of an override
  • Valve device are constructed identical. Particularly in this case, particularly low logistical costs and low development costs result because a common part strategy not only with respect to an internal combustion engine, but with respect various series, sizes and performance classes of internal combustion engines can be used, as already explained.
  • High-speed valves in particular as so-called High Speed Solenoid Valves (HSSV) are formed.
  • HSSV High Speed Solenoid Valves
  • the time-related switching behavior of the valve device can be influenced by controlling the different switching valves with a time offset, but overlapping.
  • the control unit is set up to vary the time offset between the control of the switching valves.
  • control unit is in particular designed to vary the time offset between the control of the same valve means associated switching valves.
  • Offset is preferably characteristic dependent. So can for each operating point of the
  • each of the switching valves is assigned an output stage for driving.
  • the output stage provides the necessary power to, in particular réellenelln the switching valve assigned to it or its associated switching valves.
  • an output stage is understood in particular as meaning an electronic device for actuating a switching valve, which is in particular designed to be a
  • the valve drive has a plurality of gas exchange valves, which are assigned to different combustion chambers of an internal combustion engine.
  • each combustion chamber is preferably assigned at least one hydraulic coupling device with a corresponding valve device.
  • the different combustion chambers that is, in particular different hydraulic coupling devices are assigned, wherein the gas exchange cycles of the different combustion chambers are separated in time, a common output stage is assigned. In this way, there is no duplication of the number of final stages used for the valve train due to the
  • first drive mimic is actually caused to a lifting movement, while the other gas exchange valve is currently inactive. Therefore, in the valve drive proposed here with the same number of output stages as in a conventional valve train in particular twice the number of switching valves can be controlled. In this respect, no additional costs arise in connection with the valve drive proposed here.
  • the object is also achieved by providing an internal combustion engine which has a valve drive according to one of the previously described embodiments.
  • the internal combustion engine has a plurality of combustion chambers, wherein each combustion chamber is associated with at least one gas exchange valve and at least one hydraulic coupling device of the valve train.
  • each combustion chamber is assigned at least one inlet valve and at least one outlet valve, with each inlet valve particularly preferably having a hydraulic valve
  • Coupling device of the valve train is assigned.
  • the exhaust valves are each assigned a hydraulic coupling device.
  • the combustion chambers each have a plurality of intake valves and / or exhaust valves, in particular two intake valves and two exhaust valves.
  • the internal combustion engine is preferably designed as a reciprocating engine. It is possible that the internal combustion engine is arranged to drive a passenger car, a truck or a commercial vehicle. In a preferred embodiment, the internal combustion engine is the drive in particular heavy land or water vehicles, such as mine vehicles, trains, the internal combustion engine in a
  • Locomotive or a railcar is used, or by ships. It is also possible to use the internal combustion engine to drive a defense vehicle, for example a tank.
  • An exemplary embodiment of the internal combustion engine is preferably also stationary, for example, for stationary power supply in emergency operation,
  • the internal combustion engine in this case preferably drives a generator. Also a stationary application of
  • Internal combustion engine for driving auxiliary equipment such as fire pumps on oil rigs
  • auxiliary equipment such as fire pumps on oil rigs
  • an application of the internal combustion engine in the field of promoting fossil raw materials and in particular fuels, for example oil and / or gas possible.
  • the internal combustion engine in the industrial sector or in the field of construction, for example in a construction or construction machine, for example in a crane or an excavator.
  • the internal combustion engine is preferably as
  • Diesel engine as a gasoline engine, as a gas engine for operation with natural gas, biogas, special gas or other suitable gas formed.
  • the internal combustion engine when the internal combustion engine is designed as a gas engine, it is suitable for use in a cogeneration plant for stationary power generation.
  • the object is finally achieved by providing a method for operating an internal combustion engine with a valve train is provided which has at least one gas exchange valve and a first, mechanically driven drive mimic and a second, connected to the at least one gas exchange valve drive mimic, wherein the first drive mimic with the second drive mimic is operatively connected via a hydraulic coupling device, wherein the hydraulic coupling device has a pressure chamber, which is relieved of pressure via a valve device, and which is adapted to couple the first drive mimic and the second drive mimic under hydraulic pressure with each other and decouple in depressurized state from each other.
  • the valve device has at least two with the pressure chamber
  • a valve drive according to one of the embodiments described above is preferably used.
  • the time offset between the control of the switching valves - in particular operating point-dependent and particularly preferred map-dependent - is varied. It is possible that the control unit of the valve train an engine control unit of
  • valve train Internal combustion engine is, or that the functionality of the control device of the valve train is integrated into a control unit, in particular in the engine control unit of the internal combustion engine. But it is also possible that the valve train is assigned a separate control unit.
  • the method proposed here can be permanently implemented in an electronic device, in particular a hardware, of the control device. But it is also possible that runs on the control unit, a computer program product, which includes instructions on the basis of which the method described here is feasible. In this respect also becomes one
  • Computer program product which has machine-readable instructions, on the basis of which a method according to one of the previously described embodiments is performed when the computer program product runs on a computing device, in particular on a control device.
  • a data carrier which has such a computer program product is also preferred.
  • valve train and the internal combustion engine on the one hand and the method on the other hand are to be understood as complementary to one another. Method steps which have been described explicitly or implicitly in connection with the valve train and / or the internal combustion engine are preferably individually or combined with one another
  • valve train and / or the internal combustion engine which have been explained in connection with the method are preferably individually or combined with each other features of a preferred embodiment of the valve train and / or the internal combustion engine.
  • the method is preferably characterized by at least one method step, which is due to at least one feature of an inventive or preferred embodiment of the valve train or the internal combustion engine.
  • the internal combustion engine and / or the valve train draws / preferably characterized by at least one feature, which is due to at least one step of an inventive or preferred embodiment of the method.
  • Figure 1 is a schematic representation of an embodiment of an internal combustion engine with a valve train
  • FIG. 2 shows a schematic representation of the mode of operation of the valve drive according to FIG. 1.
  • Fig. 1 shows a schematic representation of an embodiment of an internal combustion engine 1 with a valve train 3.
  • the valve train 3 here several gas exchange valves, in the schematic representation of two gas exchange valves 5, 5 ', assigned, in turn different combustion chambers 7, 7 'of the internal combustion engine 1, which are also shown here only schematically assigned.
  • valve train 3 The operation of the valve train 3 is first in connection with the first
  • Valve gear 3 explained in more detail.
  • the gas exchange valves 5, 5 'are preferably designed as inlet valves. But it is also possible that they are designed as exhaust valves, or that the valve gear 1 in addition to the intake valves 5, 5 'are associated with corresponding exhaust valves.
  • the internal combustion engine 1 preferably has more than two combustion chambers 7, 7 '.
  • the number of combustion chambers 7, 7 ' is basically not limited.
  • the internal combustion engine 1 may in particular have four, six, eight, ten, twelve, sixteen, eighteen, twenty or twenty-four combustion chambers 7, 7 '.
  • the first gas exchange valve 5 is associated with a first, mechanically driven drive mime 9, which in particular has a first piston 11 and a first piston rod 13, wherein the first piston rod 13 is operatively connected here with a cam 15 of a camshaft through which the first piston rod 13 and so that at the same time the first piston 11 is lift-actuated.
  • the first drive mimic 9 and the second drive mimic 17 are via a hydraulic
  • Coupling device 25 operatively connected to each other, wherein the hydraulic coupling device 25 in particular has a pressure chamber 27 which is pressure relieved via a valve device 29, wherein the pressure chamber 27 is adapted to the first drive mime 9 and the second Triemimik 17 to couple under hydraulic pressure with each other and decouple in the pressure-relieved condition of each other.
  • the two pistons 11, 19 are arranged together in the pressure chamber 27, so that the second piston 19, when the pressure chamber 27 is under hydraulic pressure, a lifting movement of the first piston 11 - mediated by the hydraulic means - follows, the second piston 19 of the first piston 11 can be decoupled by the pressure chamber 27 is relieved of pressure, so that the coupling is canceled via the hydraulic fluid, in which case the second piston 19 can no longer follow a stroke movement of the first piston 11.
  • a variable stroke for the gas exchange valve 5 can be represented via the hydraulic coupling device 25, wherein in particular undercurves with respect to a defined by the shape of the cam 15 Ventilhubkurve can be obtained.
  • the valve train 3 is therefore designed as a variable valve train 3 and in particular as a fully variable valve train 3.
  • the valve device 29 has at least two, here exactly two with the pressure chamber 27 fluidly connected in parallel to each other switching valves 31, 33, namely a first switching valve 31 and a second switching valve 33, wherein the pressure chamber 27 in the open state of at least one of the switching valves 31, 33rd relieved of pressure.
  • the valve drive 3 also has a control unit 35, of which schematically only two output stages, namely a first output stage 37 and a second output stage 39, are shown.
  • the control unit 35 is designed to control the switching valves 31, 33 during a same stroke movement of the gas exchange valve 5 during a same stroke movement of the gas exchange valve 5 with a time shift, but preferably temporally overlapping, in particular to control.
  • the switching valves 31, 33 as well as the switching valves 31 ', 33' of the second gas exchange valve 5 'are of identical construction.
  • the switching valves 31, 33, 31 ', 33' are preferably designed as high-speed valves, in particular as high-speed solenoid valves (HSSV).
  • HSSV high-speed solenoid valves
  • the control unit 35 is preferably set up to compensate for the time offset between the
  • Control of a same valve means 29, 29 'associated switching valves 31, 33, 31', 33 'to vary, the variation of the time offset in particular depending on a current operating point of the internal combustion engine 1, most preferably
  • Each of the switching valves 31, 33, 31 ', 33' is associated with an output stage 37, 39.
  • the first output stage 37 and the second switching valves 33, 33 ' are assigned to the second output stage 39 here the first switching valves 31, 31'. It turns out that each two switching valves 31, 31 ', 33, 33', the different
  • Combustion chambers 7, 7 ' are assigned, wherein the gas cycles of the combustion chambers 7, 7' are separated in time, a common output stage 37, 39 is assigned.
  • a common output stage 37, 39 is assigned.
  • the combustion chambers 7, 7 ' shown here it is provided in particular that their working cycles are phase-shifted relative to one another by half a cycle of working cycles, at one
  • the two respective first switching valves 31, 31 ' which are assigned to the various gas exchange valves 5, 5', by a common output stage, namely the first output stage 37, are driven, wherein the two second switching valves 33, 33 'also from a another common output stage, namely here by the second output stage 39, which is different from the first output stage 37, driven can be.
  • the switching valves 31, 33, 31 ', 33' of the same gas exchange valve 5, 5 ' are each driven by different output stages 37, 39, so that a temporal offset in the control can be realized.
  • two switching valves 31, 31 ', 33', 33 'assigned to the various gas exchange valves 5, 5' share a common output stage 37, 39.
  • Valve lift is controlled, which can be changed via the control of the first switching valve 31.
  • the second cam 15 ' in a position in which it causes no valve lift of the second gas exchange valve 5' on the first drive mime 9 ', so that the second gas exchange valve 5' - regardless of the switching behavior of its associated first switching valve 31 '- no lifting movement performs.
  • the activation of the second gas exchange valve 5 'associated first switching valve 31' in addition to the control of the first gas exchange valve 5 associated first switching valve 31 by the first output stage 37 so unfolds no additional effect, which is why it is possible, the two first switching valves 31, 31 ' to control the common first output stage 37.
  • the output stages 37, 39 are activated with a time delay, so that the respective first switching valves 31, 31 'and the respective second switching valves 33, 33' with a time shift - but preferably temporally overlapping - are controlled.
  • FIG. 2 shows a diagrammatic representation of the mode of operation of the valve drive 3 according to FIG. 1.
  • a diagrammatic plot-in schematic form-of a drive current I against the crankshaft angle of the internal combustion engine 1 is plotted.
  • first curve Kl of the first output stage 37 output drive current I for the first switching valves 31, 31 ' is shown, wherein the dashed second curve K2, the drive current I of the second output stage 39 for the second switching valves 33, 33' is shown ,
  • This temporal offset ⁇ t is preferably variable, wherein it is preferred by the control unit 35
  • the time offset ⁇ t for the activation of the switching valves 31, 33 'can preferably be selected so that resulting pressure pulsations due to the opening of the switching valves 31, 33 'can preferably be selected so that resulting pressure pulsations due to the opening of the switching valves 31, 33 'can
  • valve drive 3 the internal combustion engine 1 and the method proposed here, a very efficient and cost-effective possibility is provided of realizing a fully variable valve drive 3 with steep flanks while avoiding pressure pulsations.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un mécanisme de distribution (3) pour un moteur à combustion interne (1), comprenant au moins une soupape d'échange de gaz (5, 5') ; un premier mécanisme d'entraînement (9, 9') entraîné mécaniquement ; un deuxième mécanisme d'entraînement (17, 17') relié à ladite au moins une soupape d'échange de gaz (5, 5') afin de la déplacer, le premier mécanisme d'entraînement (9, 9') étant relié fonctionnellement au deuxième mécanisme d'entraînement (7, 7') par le biais d'un dispositif d'accouplement hydraulique (25, 25'), le dispositif d'accouplement hydraulique (25, 25') comprenant une chambre de pression (27, 27') dont la pression peut être diminuée par le biais d'un dispositif à soupapes (29, 29') et qui est conçue pour accoupler l'un à l'autre le premier dispositif d'entraînement (9, 9') et le deuxième dispositif d'entraînement (17, 17') sous une pression hydraulique et pour les désaccoupler l'un de l'autre à l'état détendu. Selon l'invention, le dispositif à soupapes (29, 29') comprend au moins deux soupapes de commutation (31,33 ; 31',33') reliées l'une à l'autre parallèlement de manière fluidique par le biais de la chambre de pression (27, 27'), par le biais desquelles la pression dans la chambre de pression (27, 27') peut être diminuée à l'état ouvert d'au moins l'une des soupapes de commutation (31,33 ; 31',33'), le mécanisme de distribution (3) comprenant un appareil de commande (35) qui est conçu pour commander de manière décalée dans le temps les soupapes de commutation (31,33 ; 31',33') pour pour produire une levée de soupape variable de ladite au moins une soupape d'échange de gaz (5, 5') pendant un mouvement de va-et-vient de la soupape d'échange de gaz (5, 5').
EP17829154.8A 2016-12-12 2017-12-11 Mécanisme de distribution pour un moteur à combustion interne, moteur à combustion interne comprenant un tel mécanisme de distribution et procédé permettant de faire fonctionner un moteur à combustion interne comprenant un tel mécanisme de distribution Active EP3551854B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016224754.9A DE102016224754B4 (de) 2016-12-12 2016-12-12 Ventiltrieb für eine Brennkraftmaschine, Brennkraftmaschine mit einem solchen Ventiltrieb und Verfahren zum Betreiben einer Brennkraftmaschine mit einem solchen Ventiltrieb
PCT/EP2017/082150 WO2018108778A1 (fr) 2016-12-12 2017-12-11 Mécanisme de distribution pour un moteur à combustion interne, moteur à combustion interne comprenant un tel mécanisme de distribution et procédé permettant de faire fonctionner un moteur à combustion interne comprenant un tel mécanisme de distribution

Publications (2)

Publication Number Publication Date
EP3551854A1 true EP3551854A1 (fr) 2019-10-16
EP3551854B1 EP3551854B1 (fr) 2025-05-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP17829154.8A Active EP3551854B1 (fr) 2016-12-12 2017-12-11 Mécanisme de distribution pour un moteur à combustion interne, moteur à combustion interne comprenant un tel mécanisme de distribution et procédé permettant de faire fonctionner un moteur à combustion interne comprenant un tel mécanisme de distribution

Country Status (5)

Country Link
US (1) US11149597B2 (fr)
EP (1) EP3551854B1 (fr)
CN (1) CN110291276B (fr)
DE (1) DE102016224754B4 (fr)
WO (1) WO2018108778A1 (fr)

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EP2941547B1 (fr) * 2013-01-07 2016-11-30 Wärtsilä Finland Oy Agencement de soulèvement de soupape et procédé d'actionnement de l'agencement de soulèvement de soupape
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WO2018108778A1 (fr) 2018-06-21
DE102016224754B4 (de) 2018-10-04
EP3551854B1 (fr) 2025-05-07
CN110291276B (zh) 2021-04-13
DE102016224754A1 (de) 2018-06-14
US11149597B2 (en) 2021-10-19
CN110291276A (zh) 2019-09-27
US20190368391A1 (en) 2019-12-05

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