WO2004005677A1 - Apparatus for an internal combustion engine - Google Patents

Apparatus for an internal combustion engine Download PDF

Info

Publication number
WO2004005677A1
WO2004005677A1 PCT/SE2003/001033 SE0301033W WO2004005677A1 WO 2004005677 A1 WO2004005677 A1 WO 2004005677A1 SE 0301033 W SE0301033 W SE 0301033W WO 2004005677 A1 WO2004005677 A1 WO 2004005677A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
inlet
exhaust
closing
control members
Prior art date
Application number
PCT/SE2003/001033
Other languages
French (fr)
Inventor
Sören Udd
Original Assignee
Volvo Lastvagnar Ab
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 Volvo Lastvagnar Ab filed Critical Volvo Lastvagnar Ab
Priority to JP2004519427A priority Critical patent/JP4897216B2/en
Priority to AT03733762T priority patent/ATE509190T1/en
Priority to BRPI0312351-0A priority patent/BR0312351B1/en
Priority to AU2003242114A priority patent/AU2003242114A1/en
Priority to EP03733762A priority patent/EP1521898B1/en
Publication of WO2004005677A1 publication Critical patent/WO2004005677A1/en
Priority to US10/905,463 priority patent/US7306202B2/en

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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the 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
    • 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
    • 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
    • F01L1/08—Shape of cams
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L2013/0089—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque with means for delaying valve closing
    • 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
    • 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
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an apparatus for controlling valve movements in an internal combustion engine which has at least one inlet valve and at least one exhaust valve for controlling the connection between the combustion chamber in the cylinder and an intake system and an exhaust system respectively, a rotating camshaft which has a cam curve comprising a rising ramp and a falling ramp being designed to interact with a valve mechanism for actuation of the inlet or exhaust valve under the action of a valve spring, the valve mechanism comprising control members which allow the return movement of the valve mechanism to be controlled during the closing phase of the inlet valve or the exhaust valve, independently of the falling ramp of the cam curve.
  • One known method is to achieve variable valve movements by means of mechanical-hydraulic systems of the "lost motion" type. These are characterized by a hydraulic link which forms part of the mechanical valve mechanism and which can be alternately opened or closed by means of a solenoid valve, for example. When closed, the movement of the valve is controlled by the cam curve in the same way as in a conventional mechanical system. When valve closure is to be advanced, for example, the hydraulic link is opened by means of the solenoid valve, so that the valve ceases to follow the cam curve and can thereby be made to close.
  • this energy loss may have a significant impact on the fuel consumption of the engine during a collective drive test cycle.
  • the present invention relates to a mechanical/ hydraulic valve system in which the aforementioned disadvantages of systems of the "lost motion" type have been eliminated by functioning as a conventional mechanical system in Miller cycle mode.
  • the mechanical contact between cam curve and valve is broken in that closure of the valve is delayed for an adjustable period of time by means of a hydraulic apparatus counteracting the valve spring closing force.
  • the energy loss occurring when the mechanical contact is broken can be reduced by allowing the valve to follow the cam curve during the first part of the valve closing movement, the energy stored in the valve spring being recovered in the form of a drive torque on the camshaft for the part of the closing movement that occurs before the mechanical contact is broken.
  • This method can also be used for the normal closing point and also to particular advantage at lower engine load when the air quantity which must pass through the inlet valve is small and the flow losses are also small despite the reduced valve area in the final phase of the valve closing movement.
  • the engine pistons are always near their bottom dead center in the final phase of inlet valve closure at the normal closing time. This means that the rate of flow through the valve is always relatively low, even at high engine load, which keeps the flow losses to a moderate level .
  • the present invention permits optimization of the inlet valve closure sequence by minimizing the sum of the mechanical losses in the valve system and the flow losses.
  • the hydraulic apparatus comprises a hydraulic medium, a cylinder and a piston running in the cylinder, the cylinder being alternately connected to a pump or an outlet, or alternatively sealed, by means of a solenoid valve.
  • the apparatus according to the invention is characterized in that the control members are arranged so that closure of the valve can be delayed for an adjustable period of time by means of a hydraulically adjustable force counteracting the valve spring closing force.
  • Fig. 1 is a graph curve showing the movement of the inlet valve in the case of a valve mechanism according to the invention
  • Fig. 2 shows a diagram of a valve mechanism according to a first examplary embodiment of the invention
  • Fig. 3-5 show smaller scale diagrams of three different variants of the valve mechanism according to the invention.
  • the graph curve shown in Fig. 1 illustrates how an inlet valve works in an internal combustion engine according to the present invention.
  • the engine is designed so that it can switch between a first operating mode corresponding to the solid lines 10 in Fig. 1, and other operating modes corresponding to the lines lla-llc in Fig. 1.
  • the inlet valve according to the line 10 follows the rising ramp and falling ramp on a camshaft cam, which is designed to operate the internal combustion engine on a Miller cycle with maximum advancement of the inlet valve closure .
  • This mode of operation means that the inlet valve closes early enough in the inlet phase to allow the gas volume enclosed in the cylinder to expand before the piston reaches its bottom dead center following the inlet phase.
  • the temperature of the gas volume is thereby reduced, so that subsequent compression and ignition can occur at reduced temperature level, which allows the NOx content of the engine exhaust gases to be reduced, whilst at the same time permitting an increase in engine efficiency.
  • Line 11a In a second operating mode the inlet valve according to line 11a follows the rising ramp of the cam curve but then leaves the falling ramp, so that the inlet valve closes at a later point in time (crank angle) .
  • Line 11a here represents a conventional symmetrical cycle. This common symmetrical cycle may be advantageous when the engine is operating under transient conditions and in certain parts of the engine working range.
  • the inlet valve according to line lib follows the rising ramp of the cam curve but leaves the falling ramp, so that the inlet valve closes at a point in time situated between early and normal closure.
  • the valve mechanism shown in schematic form in Fig. 2 is located in a cylinder head and comprises double inlet valves 12 with valve springs 13 and a common yoke 14.
  • the yoke is acted upon in a known manner by a rocker 15 which is pivotally supported on a rocker shaft 16.
  • the rocker 15 has a valve pressure arm 17 on one side of the shaft and a cam follower 18 on the other side, the follower being provided with a rocker arm roller 19 which interacts with an overhead camshaft 20.
  • a camshaft located at a lower level in the engine can interact with the rocker by way of a valve tappet and a push rod.
  • the yoke 14 is mounted on a piston rod 21 which is supported so that it is vertically displaceable by a piston 22 in a cylinder 23.
  • the end 24 of the cylinder is provided with sealing against the piston rod 21, so that a fluid-tight space 25 is formed between the piston and the end.
  • the space 25 is connected via a pipe and a control valve 26 to a pressure pump 27.
  • Fig. 2 shows the control valve 26 in an active position in which the pump
  • valve mechanism therefore normally follows the lifting curve 10, the control valve 26 being situated in its inactive control position. In this position unpressurized hydraulic fluid can flow freely between the space 25 and the reservoir 28, whilst the yoke 14 moves down and up under the action of the rocker in one direction and the valve springs 13 in the other direction.
  • the control valve When the engine control unit registers that it is time to switch to another operating mode, the control valve is made to assume its active position (as shown in Fig. 2), the next depression of the yoke 14, under the action of the valve mechanism, enabling the pump 27 to fill the space 25 with hydraulic fluid from the reservoir 28.
  • the yoke Once the downward movement is completed and the yoke commences its upward movement, the yoke is prevented for a suitable period of time from moving upwards in Fig. 2, under the action of the non-return valve 29.
  • the upward movement of the yoke is initiated at a suitable point in time by the control valve being returned to its inactive position again.
  • the inlet valves can thereby be closed at a suitable crank angle.
  • Information from the angular position of the camshaft or the crankshaft may be used in order to give the precise timing for switching the control valve 26 from the active to the inactive position in order to bring about the desired valve closure. This process is repeated until the engine control unit registers that it is time to switch to another operating mode.
  • the piston cylinder 21-25 or any other part of the valve mechanism may suitably be provided with damping elements which brake the movement of the valves before they land on their valve seats .
  • Fig. 3 and 4 show variants of the invention in which the piston cylinder 21-25 is located so that it acts on the rocker.
  • Fig. 5 shows a further variant of the invention in which the piston cylinder is connected to the valve yoke 14 by way of an angle arm 30.
  • the apparatus according to the invention has been demonstrated in its application to an inlet valve. It is also possible to apply the apparatus to an exhaust valve. This can be used, for example, for internal return of the exhaust gas, so-called internal exhaust gas recirculation (EGR) , a variation of the exhaust valve closing sequence being capable of influencing the quantity of internal EGR by adjusting the overlap between the inlet and exhaust valves on completion of the exhaust stroke.
  • EGR exhaust gas recirculation
  • the piston cylinder 21-25 may be designed differently as may the control valve 26.
  • the piston cylinder 21-25 may, for example, act directly on a valve. In the case of a camshaft located low down, the piston cylinder 21-25 may interact with the push rod or the valve tappet .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

The invention relates to an apparatus for controlling valve movements in an internal combustion engine which has at least one inlet valve (12) and at least one exhaust valve for controlling the connection between the combustion chamber in the cylinder and an inlet system and an exhaust system respectively. A rotatable camshaft which has a cam curve comprising a rising ramp (10a) and a falling ramp (10b) is designed to interact with a valve mechanism (14) for actuation of the inlet or exhaust valve (12) under the action of a valve spring (13). The valve mechanism (14) comprises control members (21-25, 26) which allow the return movement of the valve mechanism to be controlled during the closing phase of the inlet valve (12) or the exhaust valve, independently of the falling ramp (10b) of the cam curve. The control members (21-25, 26) are arranged so that the closing of the valve can be delayed for an adjustable period of time by means of a hydraulically adjustable force counteracting the closing force of the valve spring.

Description

TITLE:
Apparatus for an internal combustion engine
TECHNICAL FIELD:
The present invention relates to an apparatus for controlling valve movements in an internal combustion engine which has at least one inlet valve and at least one exhaust valve for controlling the connection between the combustion chamber in the cylinder and an intake system and an exhaust system respectively, a rotating camshaft which has a cam curve comprising a rising ramp and a falling ramp being designed to interact with a valve mechanism for actuation of the inlet or exhaust valve under the action of a valve spring, the valve mechanism comprising control members which allow the return movement of the valve mechanism to be controlled during the closing phase of the inlet valve or the exhaust valve, independently of the falling ramp of the cam curve.
DESCRIPTION OF THE PRIOR ART:
In internal combustion engines for vehicles it is sometimes desirable to have the facility for switching between different operating modes. For example, it is possible to switch between a conventional symmetrical cycle and an asymmetrical cycle, such as a so-called Miller cycle, by varying the timing of the inlet valve closure during the engine's induction stroke. The advantage in being able to switch between these different operating modes lies, for example, in the ability to vary the effective compression ratio of the engine in order to optimize efficiency and reduce exhaust emissions to a minimum. For this purpose, therefore, variable valve actuation is necessary.
The experimental use of electronically controlled hydraulic actuators for variable valve actuation as an alternative to mechanical valve systems is already known. These known systems are at present still very expensive and still not sufficiently reliable and robust and require a very sophisticated system of timing in order, among other things, to avoid collision between valves and piston and to cope with a viscosity that varies with temperature.
Other mechanical systems are disclosed, for example by US patent 4829949, which permit mechanical change-over from one operating mode to another. These known systems are mechanically complex and call for extremely high precision both in manufacturing and servicing.
One known method is to achieve variable valve movements by means of mechanical-hydraulic systems of the "lost motion" type. These are characterized by a hydraulic link which forms part of the mechanical valve mechanism and which can be alternately opened or closed by means of a solenoid valve, for example. When closed, the movement of the valve is controlled by the cam curve in the same way as in a conventional mechanical system. When valve closure is to be advanced, for example, the hydraulic link is opened by means of the solenoid valve, so that the valve ceases to follow the cam curve and can thereby be made to close.
The disadvantage with the system described above is that the energy stored in the valve spring, which in a conventional mechanical system is largely recovered as the valve falls, due to the fact that the valve spring force imparts a driving torque to the camshaft, is for the most part lost in a system of the "lost motion" type when the engine is operating in Miller cycle mode.
For engine designs in which the Miller cycle represents the most commonly occurring mode of operation, this energy loss may have a significant impact on the fuel consumption of the engine during a collective drive test cycle.
SUMMARY OF THE INVENTION: The present invention relates to a mechanical/ hydraulic valve system in which the aforementioned disadvantages of systems of the "lost motion" type have been eliminated by functioning as a conventional mechanical system in Miller cycle mode. In operating conditions where for various reasons it is desirable to reduce or eliminate the Miller stage, for example in transient conditions or in certain load/engine speed ranges , the mechanical contact between cam curve and valve is broken in that closure of the valve is delayed for an adjustable period of time by means of a hydraulic apparatus counteracting the valve spring closing force.
It may be advantageous in certain operating conditions to set the closing point of the inlet valve to a position situated between early closure and normal closure. The energy loss occurring when the mechanical contact is broken can be reduced by allowing the valve to follow the cam curve during the first part of the valve closing movement, the energy stored in the valve spring being recovered in the form of a drive torque on the camshaft for the part of the closing movement that occurs before the mechanical contact is broken. This method can also be used for the normal closing point and also to particular advantage at lower engine load when the air quantity which must pass through the inlet valve is small and the flow losses are also small despite the reduced valve area in the final phase of the valve closing movement. In this context it is worth pointing out that the engine pistons are always near their bottom dead center in the final phase of inlet valve closure at the normal closing time. This means that the rate of flow through the valve is always relatively low, even at high engine load, which keeps the flow losses to a moderate level . The present invention permits optimization of the inlet valve closure sequence by minimizing the sum of the mechanical losses in the valve system and the flow losses.
In its simplest embodiment the hydraulic apparatus comprises a hydraulic medium, a cylinder and a piston running in the cylinder, the cylinder being alternately connected to a pump or an outlet, or alternatively sealed, by means of a solenoid valve.
To this end the apparatus according to the invention is characterized in that the control members are arranged so that closure of the valve can be delayed for an adjustable period of time by means of a hydraulically adjustable force counteracting the valve spring closing force.
BRIEF DESCRIPTION OF THE DRAWINGS The invention will be described in more detail below with reference to an examplary embodiment which is shown in the drawings attached, in which
Fig. 1 is a graph curve showing the movement of the inlet valve in the case of a valve mechanism according to the invention,
Fig. 2 shows a diagram of a valve mechanism according to a first examplary embodiment of the invention, and Fig. 3-5 show smaller scale diagrams of three different variants of the valve mechanism according to the invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS: The graph curve shown in Fig. 1 illustrates how an inlet valve works in an internal combustion engine according to the present invention. The engine is designed so that it can switch between a first operating mode corresponding to the solid lines 10 in Fig. 1, and other operating modes corresponding to the lines lla-llc in Fig. 1. Here the inlet valve according to the line 10 follows the rising ramp and falling ramp on a camshaft cam, which is designed to operate the internal combustion engine on a Miller cycle with maximum advancement of the inlet valve closure .
This mode of operation means that the inlet valve closes early enough in the inlet phase to allow the gas volume enclosed in the cylinder to expand before the piston reaches its bottom dead center following the inlet phase. The temperature of the gas volume is thereby reduced, so that subsequent compression and ignition can occur at reduced temperature level, which allows the NOx content of the engine exhaust gases to be reduced, whilst at the same time permitting an increase in engine efficiency.
In a second operating mode the inlet valve according to line 11a follows the rising ramp of the cam curve but then leaves the falling ramp, so that the inlet valve closes at a later point in time (crank angle) . Line 11a here represents a conventional symmetrical cycle. This common symmetrical cycle may be advantageous when the engine is operating under transient conditions and in certain parts of the engine working range.
In a third operating mode the inlet valve according to line lib follows the rising ramp of the cam curve but leaves the falling ramp, so that the inlet valve closes at a point in time situated between early and normal closure.
In a fourth operating mode the inlet valve according to line lie follows the rising ramp and the first part of the falling ramp of the cam curve, but then leaves the falling ramp, so that the inlet valve closes at a point in time situated between early and normal closure. The valve mechanism shown in schematic form in Fig. 2 is located in a cylinder head and comprises double inlet valves 12 with valve springs 13 and a common yoke 14. The yoke is acted upon in a known manner by a rocker 15 which is pivotally supported on a rocker shaft 16. The rocker 15 has a valve pressure arm 17 on one side of the shaft and a cam follower 18 on the other side, the follower being provided with a rocker arm roller 19 which interacts with an overhead camshaft 20. Alternatively a camshaft located at a lower level in the engine can interact with the rocker by way of a valve tappet and a push rod.
The yoke 14 is mounted on a piston rod 21 which is supported so that it is vertically displaceable by a piston 22 in a cylinder 23. The end 24 of the cylinder is provided with sealing against the piston rod 21, so that a fluid-tight space 25 is formed between the piston and the end. The space 25 is connected via a pipe and a control valve 26 to a pressure pump 27. Fig. 2 shows the control valve 26 in an active position in which the pump
27 can deliver hydraulic fluid from a reservoir 28 to the space 25 via a non-return valve 29. In the other position of the control valve the hydraulic fluid can be dumped from the space 25 into the reservoir 28.
The valve mechanism therefore normally follows the lifting curve 10, the control valve 26 being situated in its inactive control position. In this position unpressurized hydraulic fluid can flow freely between the space 25 and the reservoir 28, whilst the yoke 14 moves down and up under the action of the rocker in one direction and the valve springs 13 in the other direction.
When the engine control unit registers that it is time to switch to another operating mode, the control valve is made to assume its active position (as shown in Fig. 2), the next depression of the yoke 14, under the action of the valve mechanism, enabling the pump 27 to fill the space 25 with hydraulic fluid from the reservoir 28. Once the downward movement is completed and the yoke commences its upward movement, the yoke is prevented for a suitable period of time from moving upwards in Fig. 2, under the action of the non-return valve 29. The upward movement of the yoke is initiated at a suitable point in time by the control valve being returned to its inactive position again. The inlet valves can thereby be closed at a suitable crank angle.
Information from the angular position of the camshaft or the crankshaft may be used in order to give the precise timing for switching the control valve 26 from the active to the inactive position in order to bring about the desired valve closure. This process is repeated until the engine control unit registers that it is time to switch to another operating mode.
The piston cylinder 21-25 or any other part of the valve mechanism may suitably be provided with damping elements which brake the movement of the valves before they land on their valve seats .
Fig. 3 and 4 show variants of the invention in which the piston cylinder 21-25 is located so that it acts on the rocker.
Fig. 5 shows a further variant of the invention in which the piston cylinder is connected to the valve yoke 14 by way of an angle arm 30.
The apparatus according to the invention has been demonstrated in its application to an inlet valve. It is also possible to apply the apparatus to an exhaust valve. This can be used, for example, for internal return of the exhaust gas, so-called internal exhaust gas recirculation (EGR) , a variation of the exhaust valve closing sequence being capable of influencing the quantity of internal EGR by adjusting the overlap between the inlet and exhaust valves on completion of the exhaust stroke.
The invention must not be regarded as being limited to the examplary embodiments described above, a number of further variants and modifications being feasible within the scope of the following patent claims. For example, the piston cylinder 21-25 may be designed differently as may the control valve 26. The piston cylinder 21-25 may, for example, act directly on a valve. In the case of a camshaft located low down, the piston cylinder 21-25 may interact with the push rod or the valve tappet .

Claims

1. Apparatus for controlling valve movements in an internal combustion engine which has at least one inlet valve (12) and at least one exhaust valve for controlling the connection between the combustion chamber in the cylinder and an inlet system and an exhaust system respectively, a rotatable camshaft which has a cam curve comprising a rising ramp (10a) and a falling ramp (10b) being designed to interact with a valve mechanism (14) for actuation of the inlet or exhaust valve (12) under the action of a valve spring (13), the valve mechanism (14) comprising control members (21-25, 26) which allow the return movement of the valve mechanism to be controlled during the closing phase of the inlet valve (12) or the exhaust valve, independently of the falling ramp (10b) of the cam curve, characterized in that the control members (21-25, 26) are arranged so that the closing of the valve can be delayed for an adjustable period of time by means of a hydraulically adjustable force counteracting the closing force of the valve spring.
2. The apparatus as claimed in claim 1, characterized in that the valve (12) is mechanically actuated by the rising ramp (10a) of the cam curve, that a hydraulic circuit connected to the control members (21-25, 26) allows a flow of hydraulic fluid to the control members whilst the valve mechanism (14) is following the rising ramp, and that it is possible to block a return flow from the control members once the rising ramp has been passed.
3. The apparatus as claimed in claim 1 or 2 , characterized in that the control members (15-19, 20) are inactive in the event of earliest possible valve closure, so that the valve movement follows the cam curve.
4. The apparatus as claimed in claim 3 , characterized in that the control member (21-25, 26) is designed to switch from the active to the inactive state when the valve (12) is in the area of its maximum opening position, for actuation of the valve return movement.
5. The apparatus as claimed in claim 3 , characterized in that the control member (21-25, 26) is designed to switch from the active to the inactive state during the return movement of the valve (12) from an opening position.
6. The apparatus as claimed in claim 4 or 5, characterized in that the valve (12) is provided with apparatus which reduces its closing speed before it lands against a valve seat.
7. The apparatus as claimed in any one of claims 1 to 6, characterized in that the control member (21-25, 26) comprises a hydraulic piston cylinder (21-25) which is mechanically connected to the valve (12) and can be actuated by means of a hydraulic valve (26) .
8. The apparatus as claimed in any one of claims 1 to 7, characterized in that the control member (21-25, 26) is applied to the engine exhaust valves (12) for internal exhaust gas recirculation .
9. The apparatus as claimed in any one of claims 1 to 7, characterized in that the control member (21-25, 26) is applied to the engine inlet valves (12) for varying the closing sequence.
PCT/SE2003/001033 2002-07-05 2003-06-18 Apparatus for an internal combustion engine WO2004005677A1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
JP2004519427A JP4897216B2 (en) 2002-07-05 2003-06-18 Internal combustion engine equipment
AT03733762T ATE509190T1 (en) 2002-07-05 2003-06-18 DEVICE FOR AN COMBUSTION ENGINE
BRPI0312351-0A BR0312351B1 (en) 2002-07-05 2003-06-18 apparatus for an internal combustion engine.
AU2003242114A AU2003242114A1 (en) 2002-07-05 2003-06-18 Apparatus for an internal combustion engine
EP03733762A EP1521898B1 (en) 2002-07-05 2003-06-18 Apparatus for an internal combustion engine
US10/905,463 US7306202B2 (en) 2002-07-05 2005-01-05 Apparatus for an internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0202124-4 2002-07-05
SE0202124A SE523622C2 (en) 2002-07-05 2002-07-05 Combustion engine device

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US10/905,463 Continuation US7306202B2 (en) 2002-07-05 2005-01-05 Apparatus for an internal combustion engine

Publications (1)

Publication Number Publication Date
WO2004005677A1 true WO2004005677A1 (en) 2004-01-15

Family

ID=20288462

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2003/001033 WO2004005677A1 (en) 2002-07-05 2003-06-18 Apparatus for an internal combustion engine

Country Status (9)

Country Link
US (1) US7306202B2 (en)
EP (1) EP1521898B1 (en)
JP (1) JP4897216B2 (en)
CN (1) CN100351497C (en)
AT (1) ATE509190T1 (en)
AU (1) AU2003242114A1 (en)
BR (1) BR0312351B1 (en)
SE (1) SE523622C2 (en)
WO (1) WO2004005677A1 (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10359087B3 (en) * 2003-12-17 2005-05-19 Caterpillar Motoren Gmbh & Co. Kg Variable valve control for gas or diesel engine using delay device for delayed closure of engine entry or exit valves
EP1674672A1 (en) * 2004-12-27 2006-06-28 Caterpillar Motoren GmbH & Co. Control system for a variable valve actuating device
WO2006075936A1 (en) * 2005-01-12 2006-07-20 Volvo Lastvagnar Ab Apparatus for an internal combustion engine
DE102008026323A1 (en) * 2007-06-15 2008-12-24 Holstein, Viktor, Dipl.-Ing. (FH) Method for variable throttle with which control device has variable valve impulses for four-stroke piston engine, involves absorbing load by variable back thrust control with ambient pressure and with positive pressure
EP2055906A1 (en) * 2007-10-31 2009-05-06 Caterpillar Motoren GmbH & Co. KG Device and method for controlling valves
WO2011032632A1 (en) * 2009-09-16 2011-03-24 Thyssenkrupp Presta Teccenter Ag Camshaft with variable valve opening period
EP2357327A1 (en) * 2008-11-20 2011-08-17 Komatsu Ltd. Variable valve gear and method of controlling same
WO2014106681A1 (en) * 2013-01-03 2014-07-10 Wärtsilä Finland Oy Exhaust valve arrangement and method for controlling closing of an exhaust valve
WO2018192821A1 (en) * 2017-04-20 2018-10-25 Daimler Ag Method for operating an internal combustion engine, in particular of a motor vehicle

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040002988A1 (en) * 2002-06-26 2004-01-01 Praveen Seshadri System and method for modeling subscriptions and subscribers as data
CN100510352C (en) * 2005-02-11 2009-07-08 沃尔沃拉斯特瓦格纳公司 Device for internal-combustion engine
US7350491B2 (en) * 2005-10-24 2008-04-01 Eaton Corporation Lash adjuster and valve system
US7555999B2 (en) * 2005-10-24 2009-07-07 Eaton Corporation Cold temperature operation for added motion valve system
US20080017142A1 (en) * 2006-06-30 2008-01-24 Eaton Corporation Energy Recovery System for an Added Motion System
US7677212B2 (en) * 2006-06-30 2010-03-16 Eaton Corporation Added motion hydraulic circuit with proportional valve
FR2922484B1 (en) * 2007-10-23 2016-06-03 Messier Bugatti DEVICE FOR CONNECTING AN AIRCRAFT WHEEL TIRE TO A PNEUMATIC AIRCRAFT CONTROL PANEL
JP6124924B2 (en) * 2012-01-11 2017-05-10 イートン コーポレーションＥａｔｏｎ Ｃｏｒｐｏｒａｔｉｏｎ Method and system for controlling switching element driven by fluid pressure
US10605209B2 (en) * 2015-10-28 2020-03-31 Cummins Inc. Thermal management via exhaust gas recirculation
EP3816415A4 (en) * 2018-06-28 2022-03-23 Weichai Power Co., Ltd. Intake valve device capable of implementing two-stage switching of gas distribution phase and diesel engine
EP3715594B1 (en) * 2019-03-29 2021-10-27 ABB Schweiz AG Valve drive with hydraulic delay element for a combustion engine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3928483A (en) * 1974-09-23 1975-12-23 Mobil Oil Corp Production of gasoline hydrocarbons
US3938483A (en) 1973-08-20 1976-02-17 Joseph Carl Firey Gasoline engine torque regulator
EP0945606A2 (en) * 1998-03-27 1999-09-29 Isuzu Ceramics Research Institute Co., Ltd. Turbocharged gas-combustion engine equipped with motor generator
US6170474B1 (en) * 1997-10-03 2001-01-09 Diesel Engine Retarders, Inc. Method and system for controlled exhaust gas recirculation in an internal combustion engine with application to retarding and powering function

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3520287A (en) * 1968-08-09 1970-07-14 White Motor Corp Exhaust valve control for engine braking system
ZA853796B (en) * 1984-06-01 1986-01-29 Jacobs Harold Sickler Process and system for compression release engine retarding
JPS637208A (en) * 1986-06-27 1988-01-13 Kazuo Tsuchida Chamfering machine
JPS637208U (en) * 1986-06-30 1988-01-18
JPH04132811A (en) * 1990-09-21 1992-05-07 Toyota Autom Loom Works Ltd Valve timing control mechanism by means of damper
JPH057905U (en) * 1991-07-15 1993-02-02 三菱自動車工業株式会社 Hydraulic tape
JP3550428B2 (en) * 1994-03-07 2004-08-04 株式会社小松製作所 Open / close control device of intake valve for Miller cycle engine
JPH09112233A (en) * 1995-10-20 1997-04-28 Hino Motors Ltd Valve mechanism of engine
IT1291490B1 (en) * 1997-02-04 1999-01-11 C R F Societa Consotile Per Az DIESEL CYCLE MULTI-CYLINDER ENGINE WITH VARIABLE ACTING VALVES
JP3606237B2 (en) * 2001-07-25 2005-01-05 日産自動車株式会社 Internal combustion engine
US6550435B1 (en) * 2002-01-17 2003-04-22 Ford Global Technologies, Llc Variable valve timing adjustable finger follower assembly

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3938483A (en) 1973-08-20 1976-02-17 Joseph Carl Firey Gasoline engine torque regulator
US3928483A (en) * 1974-09-23 1975-12-23 Mobil Oil Corp Production of gasoline hydrocarbons
US6170474B1 (en) * 1997-10-03 2001-01-09 Diesel Engine Retarders, Inc. Method and system for controlled exhaust gas recirculation in an internal combustion engine with application to retarding and powering function
EP0945606A2 (en) * 1998-03-27 1999-09-29 Isuzu Ceramics Research Institute Co., Ltd. Turbocharged gas-combustion engine equipped with motor generator

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10359087B3 (en) * 2003-12-17 2005-05-19 Caterpillar Motoren Gmbh & Co. Kg Variable valve control for gas or diesel engine using delay device for delayed closure of engine entry or exit valves
EP1674672A1 (en) * 2004-12-27 2006-06-28 Caterpillar Motoren GmbH & Co. Control system for a variable valve actuating device
WO2006075936A1 (en) * 2005-01-12 2006-07-20 Volvo Lastvagnar Ab Apparatus for an internal combustion engine
JP2008527237A (en) * 2005-01-12 2008-07-24 ボルボ ラストバグナー アーベー Equipment for internal combustion engines
US7610881B2 (en) 2005-01-12 2009-11-03 Volvo Lastvagnar Ab Apparatus for an internal combustion engine
DE102008026323A1 (en) * 2007-06-15 2008-12-24 Holstein, Viktor, Dipl.-Ing. (FH) Method for variable throttle with which control device has variable valve impulses for four-stroke piston engine, involves absorbing load by variable back thrust control with ambient pressure and with positive pressure
WO2009056323A1 (en) * 2007-10-31 2009-05-07 Caterpillar Motoren Gmbh & Co. Kg Device and method for controlling valves
EP2055906A1 (en) * 2007-10-31 2009-05-06 Caterpillar Motoren GmbH & Co. KG Device and method for controlling valves
US8430072B2 (en) 2007-10-31 2013-04-30 Caterpillar Motoren Gmbh & Co. Kg Device and method for controlling valves
EP2357327A1 (en) * 2008-11-20 2011-08-17 Komatsu Ltd. Variable valve gear and method of controlling same
EP2357327A4 (en) * 2008-11-20 2012-09-05 Komatsu Mfg Co Ltd Variable valve gear and method of controlling same
WO2011032632A1 (en) * 2009-09-16 2011-03-24 Thyssenkrupp Presta Teccenter Ag Camshaft with variable valve opening period
US8820281B2 (en) 2009-09-16 2014-09-02 Thyssenkrupp Presta Teccenter Ag Camshaft with variable valve opening period
WO2014106681A1 (en) * 2013-01-03 2014-07-10 Wärtsilä Finland Oy Exhaust valve arrangement and method for controlling closing of an exhaust valve
WO2018192821A1 (en) * 2017-04-20 2018-10-25 Daimler Ag Method for operating an internal combustion engine, in particular of a motor vehicle

Also Published As

Publication number Publication date
EP1521898A1 (en) 2005-04-13
SE0202124D0 (en) 2002-07-05
ATE509190T1 (en) 2011-05-15
BR0312351B1 (en) 2013-03-05
JP4897216B2 (en) 2012-03-14
US20050087716A1 (en) 2005-04-28
SE523622C2 (en) 2004-05-04
CN1666011A (en) 2005-09-07
JP2006512522A (en) 2006-04-13
AU2003242114A1 (en) 2004-01-23
CN100351497C (en) 2007-11-28
SE0202124L (en) 2004-01-06
US7306202B2 (en) 2007-12-11
EP1521898B1 (en) 2011-05-11
BR0312351A (en) 2005-04-05

Similar Documents

Publication Publication Date Title
EP1521898B1 (en) Apparatus for an internal combustion engine
EP0961870B1 (en) Multi-cylinder diesel engine with variable valve actuation
US7252061B2 (en) System and method for controlling load and combustion in an internal-combustion engine by valve actuation according to a multiple lift (multilift) cycle
US5937807A (en) Early exhaust valve opening control system and method
US7434556B2 (en) Engine valve actuation system
EP1838952B1 (en) Apparatus for an internal combustion engine
EP1851419B1 (en) Device for combustion engine
US5327858A (en) Flow restriction controlled variable engine valve system
US6679207B1 (en) Engine valve actuation system
EP1416128A1 (en) System for delaying the intake valve closing time in an engine
US7441519B2 (en) Engine valve actuation system
JPH0510161A (en) Variable tappet valve system of internal combustion engine
JP2009518570A (en) Hydraulic valve drive system and method
US20050087159A1 (en) Engine valve actuation system
US7069887B2 (en) Engine valve actuation system
US5233951A (en) Flow restriction controlled variable engine valve system
FI124813B (en) Control arrangement and method for controlling the exhaust valve
JPS60259713A (en) Electronic control system hydraulic valve unit for internal-combustion engine
US7047920B2 (en) Engine valve actuation system and method for controlling white smoke

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW MZ SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
WWE Wipo information: entry into national phase

Ref document number: 2003733762

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 2004519427

Country of ref document: JP

WWE Wipo information: entry into national phase

Ref document number: 10905463

Country of ref document: US

Ref document number: 20038159465

Country of ref document: CN

WWP Wipo information: published in national office

Ref document number: 2003733762

Country of ref document: EP