WO2007079510A2 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2007079510A2
WO2007079510A2 PCT/AT2006/000532 AT2006000532W WO2007079510A2 WO 2007079510 A2 WO2007079510 A2 WO 2007079510A2 AT 2006000532 W AT2006000532 W AT 2006000532W WO 2007079510 A2 WO2007079510 A2 WO 2007079510A2
Authority
WO
WIPO (PCT)
Prior art keywords
camshaft
internal combustion
exhaust
engine
combustion engine
Prior art date
Application number
PCT/AT2006/000532
Other languages
German (de)
English (en)
Other versions
WO2007079510A3 (fr
Inventor
Paul Kapus
Original Assignee
Avl List 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
Priority claimed from AT352006A external-priority patent/AT500879A2/de
Priority claimed from AT0109406A external-priority patent/AT501678B1/de
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Priority to DE112006003583T priority Critical patent/DE112006003583A5/de
Publication of WO2007079510A2 publication Critical patent/WO2007079510A2/fr
Publication of WO2007079510A3 publication Critical patent/WO2007079510A3/fr

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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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

Definitions

  • the invention relates to an internal combustion engine with at least one first camshaft and at least one second camshaft, which camshafts are interconnected by a coupling drive, wherein the first camshaft is rotatable by a first phase shifter. Furthermore, the invention relates to a method for lowering the friction power in towing operation in an internal combustion engine having a first camshaft and a second camshaft, which camshafts are interconnected by a coupling drive, wherein the first camshaft, a first phase shifter is connected.
  • the invention relates to a method for operating a spark-ignited internal combustion engine with direct fuel injection, which has at least one exhaust gas turbocharger and at least one exhaust aftertreatment device, with at least one means for varying the intake and / or Auslass horrzeit, the internal combustion engine, in particular at low speed with a defined valve overlap is operated by intake and exhaust valves for purging the combustion chamber, and wherein the valve overlap is changed in response to at least one engine operating parameter.
  • Overflow throttling and friction losses are exploited for the engine braking effect of an internal combustion engine in overrun operation.
  • Such operating states may be required, for example, in hybrid drive concepts, in order to reload a higher amount of energy via an electric machine into an energy store during overrun operation.
  • Even with purely electromotive operation of a hybrid vehicle it may be advantageous in certain operating areas, when the internal combustion engine is driven in towing by an electric machine, wherein the electric machine also drives the vehicle. In these operating areas, minimum friction losses during towing are desirable.
  • phase shifters for adjusting the control time of a camshaft, which is connected via a coupling drive with a second camshaft. By actuating the phase shifter, the control time of both camshafts can thus be adjusted synchronously to early or late.
  • this arrangement is poorly suited for lowering the friction power during towing operation owing to the relatively small adjustment range and the comparatively small adjustment speed.
  • a displacement of the engine operating points, which is achieved by reducing the displacement, toward more fuel-efficient characteristic map points represents an effective measure for reducing fuel consumption in diesel internal combustion engines and in spark-ignition internal combustion engines.
  • Turbocharging is advantageous for various known reasons.
  • phase shifters are used to improve the engine torque at low speeds.
  • this purge strategy there is an increase in HC emissions and the oxygen content in the exhaust gas. This leads to an exothermic reaction in the catalyst and further to catalyst aging, or overheating of the catalyst. Therefore, the overlap, or purging must be limited.
  • the second phase shifter is arranged between the first and second camshaft, preferably between the coupling drive and the second camshaft. But it is also possible to arrange the second phase shifter between the first and second camshaft.
  • the first camshaft forms an exhaust camshaft, the second camshaft an intake camshaft.
  • the method according to the invention is characterized in that a second phase shifter between the coupling drive and the second camshaft is connected to the second camshaft and that in at least one predefined engine operating range the second camshaft is rotated by the first and second phase shifters, the rotation of the second camshaft being the sum the torsional movements resulting from the first and the second phase shifter.
  • the exhaust camshaft and / or the intake camshaft are retarded, wherein preferably the retardation of the intake camshaft is greater than the retardation of the exhaust camshaft.
  • the adjustment ranges for the exhaust camshaft is about 40 ° to 60 °, for the intake camshaft 40 ° to 120 °. It is essential that the adjustment of the second camshaft results by adding the adjustment of the first and the second phase shifter.
  • the coupling drive adds the adjustment paths and the adjustment speeds of the two phase shifters.
  • the outlet opening takes place at the latest at 210 ° crank angle, preferably at the latest at 200 ° crank angle after top dead center of the combustion.
  • the inlet closure should be at least at 610 °, preferably at least only at 630 ° crank angle.
  • the intake port of conventional internal combustion engines is in comparison between about 540 ° and 610 ° crank angle. All timing refers to 1 mm valve lift.
  • the stroke of the intersecting valves is at least 0.1 mm, preferably at least 0.3 mm.
  • the internal combustion engine in overrun mode can recharge more energy via the electric machine (generator mode) into the energy store. It is equally possible that the internal combustion engine with low engine braking effect can be operated in overrun mode. Furthermore, a hybrid drive can be operated purely electrically. The internal combustion engine is driven by the electric machine during towing operation. The electric machine also drives the vehicle.
  • An optimal operation of the exhaust gas turbocharger can be achieved if the purge is limited or reduced after reaching a threshold value of the engine operating parameter - for example, the boost pressure, an elapsed time, the exhaust gas temperature, the temperature in the catalyst, the engine torque - preferably the valve overlap in the transient operating case is changed.
  • the engine operating parameter - for example, the boost pressure, an elapsed time, the exhaust gas temperature, the temperature in the catalyst, the engine torque - preferably the valve overlap in the transient operating case is changed.
  • valve overlap is set for maximum charge pressure and, after reaching the threshold value, reduced (reduced) to the value for maximum permissible temperature in the catalytic converter.
  • the acceleration - the critical speed of the turbocharger is only briefly passed through. If the internal combustion engine is operated stationarily in the critical speed range with large overlap, the overlap can be reduced to the catalyst-compatible level. This reduction of the overlap (or purging, or the adjustment of the intake or exhaust camshaft or both camshafts) may be dependent on various calculated or measured engine parameters, such as the pressure, the engine torque, the exhaust gas temperature, the temperature in the exhaust aftertreatment device, or a specific operating time in a particular engine operating condition.
  • the torque of the internal combustion engine can be improved by the valve overlap, or the adjustment of the camshaft is adapted to the behavior of the internal combustion engine, or the catalyst.
  • Fig. 1 shows schematically a camshaft arrangement of an internal combustion engine according to the invention
  • Fig. 2 is a valve lift diagram
  • the valve actuating device 1 shown in FIG. 1 has a first camshaft 2 and a second camshaft 3, wherein the first camshaft 2 is designed as an exhaust camshaft and the second camshaft 3 as an intake camshaft.
  • the first camshaft 2 is driven, for example via a traction means 7 by a crankshaft, not shown.
  • first cams 2 a exhaust valves, not shown further, and inlet valves (not shown further) via second cams 3 a are actuated.
  • the first and the second camshaft 2, 3 are connected to each other via a coupling drive 4, for example a spur gear or a traction mechanism.
  • the first camshaft 2 can be rotated via a first phaser 5.
  • a second phase adjuster 6 is arranged between the coupling drive 4 and the second camshaft 3, via which the second camshaft 3 can be rotated relative to the first camshaft 2.
  • the second phase divider 6 between the first camshaft 2 and the coupling drive 4, as indicated in Fig. 1 by dashed lines.
  • the adjustment of the second camshaft 3 is composed of the sum of the rotational movements due to the first phase adjuster 5 and the second phase adjuster 6, wherein not only the adjustment paths, but also the adjustment speeds of the two phase shifters 5, 6 for the second camshaft 3 add.
  • valve strokes H for exhaust and intake valves are shown above the crank angle KW, the reference numbers A indicating the valve strokes for the exhaust valves and E the valve strokes for the intake valves.
  • the intake port is preferably after 610 ° crank angle KW after top dead center the ignition.
  • the start of the outlet opening - based on 1 mm stroke - is a maximum of 210 ° crank angle. Even after the adjustment there should be a minimum overlap of the inlet and outlet valves.
  • the compression By retarding the exhaust timing and the intake timing to the extent indicated, the compression can be lowered in tow mode, the charge can be minimized, and the friction can be reduced. This makes it possible to recharge more energy by means of the electric machine in an energy storage in a hybrid drive via the internal combustion engine in overrun. Furthermore, the internal combustion engine with low engine braking effect can be operated in overrun mode.
  • mild-hybrid crankshaft starter generator or belt-driven generator
  • the internal combustion engine is driven in towing by the electric machine, which also drives the vehicle.
  • the inventive method can be particularly advantageous in internal combustion engines with four gas exchange valves per cylinder realize.
  • FIG. 3 shows the accelerator pedal position FP, the intake camshaft position adjusting path ENS, the exhaust camshaft position adjusting path ANS, the parameter P (for example the boost pressure) determining the camshaft displacement, and the temperature T in the catalytic converter over the time t.
  • the accelerator pedal position FP load request from low load of the intake camshaft actuator and / or the exhaust camshaft actuator is moved in the direction of early or late, so that the valve overlap is changed in terms of a purging charge exchange.
  • the parameter P time, boost pressure, exhaust gas temperature, or the like
  • the overlap is reduced to the maximum level, which is determined for example by the exhaust gas temperature in the catalyst.
  • the temperature T in the catalytic converter rises during the boost pressure build-up and drops again after the valve overlap has been reduced.

Abstract

Moteur à combustion interne qui comporte au moins un premier arbre à cames (2) et au moins un deuxième arbre à cames (3), ces arbres à cames (2, 3) étant couplés l'un à l'autre par un système de couplage (4) et le premier arbre à cames (2) pouvant être entraîné en rotation par un premier déphaseur (5). L'objet de la présente invention est de réduire d'une manière aussi simple que possible la friction en mode de combustion lente. A cet effet, le deuxième arbre à cames (3) peut être entraîné en rotation par un deuxième déphaseur (6) de manière telle que le décalage de phase du deuxième arbre à cames (3) équivaut à la somme des mouvements de réglage des deux déphaseurs (5, 6).
PCT/AT2006/000532 2006-01-10 2006-12-21 Moteur à combustion interne WO2007079510A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112006003583T DE112006003583A5 (de) 2006-01-10 2006-12-21 Brennkraftmaschine

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
ATA35/2006 2006-01-10
AT352006A AT500879A2 (de) 2006-01-10 2006-01-10 Brennkraftmaschine
ATA1094/2006 2006-06-29
AT0109406A AT501678B1 (de) 2006-06-29 2006-06-29 Verfahren zum betreiben einer fremdgezündeten brennkraftmaschine

Publications (2)

Publication Number Publication Date
WO2007079510A2 true WO2007079510A2 (fr) 2007-07-19
WO2007079510A3 WO2007079510A3 (fr) 2007-10-04

Family

ID=37903788

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AT2006/000532 WO2007079510A2 (fr) 2006-01-10 2006-12-21 Moteur à combustion interne

Country Status (2)

Country Link
DE (1) DE112006003583A5 (fr)
WO (1) WO2007079510A2 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110011359A1 (en) * 2006-12-05 2011-01-20 The Timken Company Control structure for electro-mechanical camshaft phase shifting device
CN105960518A (zh) * 2014-02-07 2016-09-21 奥迪股份公司 用于运行内燃机的方法以及相应的内燃机
DE102020006350A1 (de) 2020-10-15 2022-04-21 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftfahrzeugs

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0915234A2 (fr) * 1997-11-07 1999-05-12 Toyota Jidosha Kabushiki Kaisha Dispositif pour changer le calage de la distribution d'un moteur à combustion interne
US6026921A (en) * 1998-03-20 2000-02-22 Nissan Motor Co., Ltd Hybrid vehicle employing parallel hybrid system, using both internal combustion engine and electric motor for propulsion
US20010025612A1 (en) * 1998-12-25 2001-10-04 Kaoru Okui Variable valve timing mechanism for engine
EP1559875A2 (fr) * 2004-01-30 2005-08-03 Hitachi Ltd. Dispositif de commande de soupapes pour un moteur à combustion

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0915234A2 (fr) * 1997-11-07 1999-05-12 Toyota Jidosha Kabushiki Kaisha Dispositif pour changer le calage de la distribution d'un moteur à combustion interne
US6026921A (en) * 1998-03-20 2000-02-22 Nissan Motor Co., Ltd Hybrid vehicle employing parallel hybrid system, using both internal combustion engine and electric motor for propulsion
US20010025612A1 (en) * 1998-12-25 2001-10-04 Kaoru Okui Variable valve timing mechanism for engine
EP1559875A2 (fr) * 2004-01-30 2005-08-03 Hitachi Ltd. Dispositif de commande de soupapes pour un moteur à combustion

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110011359A1 (en) * 2006-12-05 2011-01-20 The Timken Company Control structure for electro-mechanical camshaft phase shifting device
CN105960518A (zh) * 2014-02-07 2016-09-21 奥迪股份公司 用于运行内燃机的方法以及相应的内燃机
US10066560B2 (en) 2014-02-07 2018-09-04 Audi Ag Method for operating an internal combustion engine and corresponding internal combustion engine
DE102020006350A1 (de) 2020-10-15 2022-04-21 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftfahrzeugs

Also Published As

Publication number Publication date
WO2007079510A3 (fr) 2007-10-04
DE112006003583A5 (de) 2008-11-13

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