WO2011012383A1 - Élément commutable d'entraînement de soupape - Google Patents

Élément commutable d'entraînement de soupape Download PDF

Info

Publication number
WO2011012383A1
WO2011012383A1 PCT/EP2010/059073 EP2010059073W WO2011012383A1 WO 2011012383 A1 WO2011012383 A1 WO 2011012383A1 EP 2010059073 W EP2010059073 W EP 2010059073W WO 2011012383 A1 WO2011012383 A1 WO 2011012383A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
drive element
pressure chamber
valve drive
oil
Prior art date
Application number
PCT/EP2010/059073
Other languages
German (de)
English (en)
Inventor
Thomas Schleeh
Original Assignee
Schaeffler Technologies Gmbh & Co. Kg
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 Schaeffler Technologies Gmbh & Co. Kg filed Critical Schaeffler Technologies Gmbh & Co. Kg
Publication of WO2011012383A1 publication Critical patent/WO2011012383A1/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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/146—Push-rods
    • 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
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead 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
    • F01L13/0005—Deactivating valves
    • 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
    • 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
    • F02D13/06—Cutting-out cylinders
    • 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

  • a trained as a bucket tappet valve member is shown in DE 44 92 633 C1 and has a coupling mechanism for switching off and on a valve on.
  • the coupling mechanism is located immediately below the floor area. Solutions are also known from the state of the art, in which the one or more coupling pistons move into a frontally adjacent, all-round annular groove of the respective other component in the coupling case. On the one hand, the annular groove weakens the material and on the other increases the manufacturing effort. Possibly. is also to rake with unnecessarily long oil paths, which can adversely affect the switching times.
  • a switchable component for a valve train of an internal combustion engine is known, such as a roller tappet, with a housing, in its bore a relatively axially movable inner element, wherein the inner member is associated with at least one coupling means in the bore Entkoppelfall with its outer end lies directly in front of an annular surface between the two components and in the coupling case in sections with a driver surface in the bore of the housing is engaged and wherein between the components one axially axially away from each other acting Lost-motion spring means is applied as Coupling means is provided at least one sickle-like, radially swinging pawl, which sits in a recess in the outer shell at least indirectly of the inner element and at one end is pivotally connected to the inner element, wherein there is an annular groove in the bore of the housing as an entrainment surface and wherein the coupling means in the coupling direction via the force of a mechanical spring means and in Entkoppelraum over in the driver surface before the outer
  • a variable cam follower for variable transmission of a lifting movement of a cam on the cam follower associated valve train elements of an internal combustion engine.
  • the cam follower has a hydraulic power transmission device with a variable-length pressure chamber which is delimited by a hollow-cylindrical recess of a first cam follower part and by a dome guided in the hollow-cylindrical recess of a second cam follower part which can be telescoped to the first cam follower part.
  • the pressure chamber is to be closed by a valve disposed within the cam follower and acted upon by an adjustable control pressure, wherein in an end of the hollow cylindrical recess an opening is formed, which emanates from the pressure chamber and opens into a channel in which the slide extends.
  • a switchable valve train system which has a control unit and a pressure regulating valve, which responds to control signals from the control unit.
  • a source of pressurized fluid is provided connected to the pressure regulating valve.
  • a switchable valve drive component having a locking mechanism and a lubrication circuit in selective communication with the source of pressurized fluid via the pressure regulating valve.
  • the pressure regulating valve serves to selectively and variably transfer a fluid pressure from the control unit to the lock mechanism and the lubrication circuit in response to control signals from the control unit.
  • a method of operating the shiftable valvetrain system is also provided.
  • the object of the invention is to provide a switchable valve train element, which is particularly reliable and can be produced inexpensively.
  • Another object of the invention is the specification of a particularly reliable method for switching off a valve.
  • the object directed to a valve drive element is achieved by specifying a switchable valve lift element for a valve of an internal combustion engine, with an inner high-pressure chamber, which can be closed by a arranged in the interior of the valve drive element switch closure, wherein by the valve drive element, a stroke of a cam on the valve hydraulically by in the high pressure chamber trapped oil is transferable and wherein by opening the switch closure and release of the oil in the high-pressure chamber Leerhubschreib is adjustable, in which the stroke of the cam in the valve drive element runs empty and thus no valve lift.
  • the invention thus for the first time goes the way of providing a switchable hydraulic LJ transmission of the cam lift to the valve by means of a switchable high-pressure chamber formed in the valve drive element.
  • Previous switching mechanisms were based on mechanical coupling elements. These can basically lead to jamming or engagement errors, which is eliminated in a hydraulic coupling according to the invention.
  • Other previously known approaches that provide a hydraulic power transmission from the cam to the valve, based on the connection or disconnection of an oil column in the valve train element by means of an external switching valve, that is, such outside of the valve train element arranged switching valve blocks the supply or discharge of Oil from the valve train element.
  • an internal switching mechanism is provided in the valve train element. This can also by an external switching valve by supply or discharge be operated by oil.
  • switching valve does not lock even the high-pressure chamber or releases it, but controls the switching mechanism which closes or opens the high-pressure chamber.
  • switching valves can be used, which are already used in conventional mechanical couplings.
  • a Abgresn of oil from the high-pressure chamber for adjusting the idle stroke is also possible internally in the valve train element, so that - unlike constructions based on an external circuit of the oil column - communication of the oil flow between the valve train element and its environment are made much simpler can.
  • the switch closure is positionable by a switch closure spring in a basic position, which is supplied by a switching valve oil under switching pressure to the valve drive element so that the switch closure against the force of the switch closure spring can be positioned in a switching position.
  • the switch closure is thus actuated by an interaction of a hydraulic and a spring force.
  • a compensating element is provided, which is displaceable by releasing the high-pressure chamber oil against the force of the switch closure spring at a release of the high-pressure chamber, and thus creates a compensation chamber, which is made possible by a simultaneous reduction of the high pressure space of the idle stroke.
  • the idle stroke is thus made possible by providing a compensation space, which receives the displaced oil from the high-pressure space, which leads to a solution of the rigid hydraulic transmission.
  • Preferred dimensions of the high pressure chamber is closed in the normal position.
  • the closing of the high-pressure chamber by means of the spring force happens.
  • the high-pressure chamber it may also be advantageous for the high-pressure chamber to be open in the basic position, ie closing the high-pressure chamber would take place by means of oil pressure.
  • the valve drive element is designed as a bucket tappet or as a roller tappet.
  • the object directed to a method is achieved by specifying a method for switching off a valve lift of a valve of an internal combustion engine, wherein by a valve drive element, a stroke of a cam on the valve hydraulically by means of oil, which is enclosed in a arranged in the interior of the valve drive element high-pressure chamber over - Will carry and arranged by opening a valve disposed in the interior of the valve drive element, the high-pressure chamber closing the oil in the high-pressure chamber, creating a dead return, so that the stroke of the cam in the valve drive element runs empty and no valve lift is transmitted to the valve.
  • the switch closure is opened shortly before a maximum cam lift.
  • EIVC Early Intake Valve Closing
  • an opening of the switch closure can also be made shortly after a maximum cam lift. This corresponds to a known as Late Intake Valve Opening, LIVO combustion method.
  • LIVO Late Intake Valve Opening
  • Figures 1A-1C designed as a bucket tappet valvetrain element with switched valve lift
  • FIGS. 2A-2B A valve drive element designed as a bucket tappet with the valve lift switched off
  • Figures 3A-3D designed as a bucket tappet valvetrain element in a LIVO method
  • Figures 4A-4D designed as a bucket tappet valvetrain element in a LIVO method
  • FIGS. 1A-1C show a valve drive element 1 designed as a bucket tappet.
  • a cam 9 formed on a camshaft not shown in detail is in contact with a housing 2 of the valve drive element 1.
  • a piston 10 is arranged in the housing 2.
  • a high-pressure chamber 5 is formed in the piston 10.
  • An end-side oil supplement opening 4 in the piston 10 to the high pressure chamber 5 is closed by a check valve 17 in cooperation with a check valve spring 13.
  • openings 11 to the high-pressure chamber 5 are closed by a switching closure 7, which is arranged outside of the piston 10 but within the housing 2 and cooperates with a switching closure spring 21. Between the switching closure spring 21 and the switching closure 7, a compensation element 19 is arranged.
  • the check valve 17 and the check valve spring 13 are used to track oil through the oil supplementing opening 4 for a loss of leakage oil from the high-pressure chamber fifth
  • the oil supplementing opening 4 opposite a valve stem 6 of a valve 3 is arranged in the other end face of the piston 10, which is actuated by the cam 9 via the valve train member 1 against a valve spring 15.
  • the valve 3 opens and closes an inlet of a combustion chamber of an internal combustion engine cylinder which is not shown in more detail.
  • the valve train element 1 is arranged in the cylinder head 1, not shown, where the housing 2 has an oil supply opening 12, which can be supplied with oil through a channel in the cylinder head.
  • an unillustrated quick-acting valve is provided, which can lead oil into the interior of the housing 2 via the oil supply opening 12 or through which oil can be discharged from the interior.
  • a connection or disconnection of a valve lift of the valve 3 is now possible as follows: Inside the housing 2, an oil pressure is built up via the quick-acting valve, by means of which the switch closure 7 is displaced via the compensating element 19 against the switching closure spring 21 so that it the openings 11 of the piston 10 closes. As a result, the high-pressure chamber 5 is closed and oil in the high-pressure chamber 5 is enclosed. As shown in FIG.
  • FIGS. 2A and 2B show a switched-off state: Inside the housing 2 is now a non-pressurized state, so that the switching closure spring 21 pushes the switch closure 7 of the openings 11.
  • the high pressure chamber 5 is open and oil from the high-pressure chamber 5 is forced out of the high-pressure space due to the force of the cam 9 when the pressure rises.
  • the compensation element 19 shifts against the force of the switching closure spring 21 such that the oil flows from the high-pressure chamber 5 in the compensating space 23 formed between the switching closure 7 and compensating element 19. The force of the cam 9 is thus no longer transferred to the valve 3, there is an idle stroke in the valve train element 1 instead.
  • FIGS. 3A to 3D show a variant of the valve drive element 1 in which the high-pressure chamber 5 is closed by the switch closure 7 via the force of the switch closure spring 21 in the pressureless state.
  • the basic position is thus reversed in relation to the variant described above.
  • no compensation element 19 is provided.
  • the high-pressure chamber 5 is released by displacement of the switch closure 7 and pressure oil from the high-pressure chamber 5 can escape into the interior of the housing 2 in pressure oil supply.
  • a LIVO procedure Late Intake Valve Opening
  • the addition of pressure oil from the quick-acting valve occurs in a state shortly before reaching the maximum valve lift.
  • the valve lift of the valve 3 is flattened by a shutdown with respect to the normal cam profile course.
  • FIGS. 4A to 4D show a further variant of the method.
  • EIVC Electronic Intake Valve Closing
  • the addition of pressure oil from the quick-acting valve is set in a state shortly after reaching the maximum valve lift.
  • the valve 3 thus closes earlier by a valve lift shutoff achieved thereby compared to a normal cam profile course.

Abstract

L'invention concerne un élément commutable d'entraînement de soupape (1) pour une soupape (3) d'un moteur à combustion interne, avec un espace intérieur à haute pression qui peut être fermé par une fermeture commutable (7) se trouvant à l'intérieur de l'élément d'entraînement de soupape (1). L'élément d'entraînement de soupape (1) peut transmettre hydrauliquement la course d'une came (9) à la soupape (3) à l'aide de l'huile contenue dans l'espace intérieur à haute pression (5). Un état de marche à vide peut être sélectionné par l'ouverture de la fermeture commutable (7) et la libération de l'huile de l'espace à haute pression, pendant lequel la course de la came (9) de l'élément d'entraînement de soupape (1) se fait à vide et ne commande donc pas de course de la soupape.
PCT/EP2010/059073 2009-07-25 2010-06-25 Élément commutable d'entraînement de soupape WO2011012383A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009034805.0 2009-07-25
DE102009034805A DE102009034805A1 (de) 2009-07-25 2009-07-25 Schaltbarer Ventiltrieb

Publications (1)

Publication Number Publication Date
WO2011012383A1 true WO2011012383A1 (fr) 2011-02-03

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ID=42338197

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/059073 WO2011012383A1 (fr) 2009-07-25 2010-06-25 Élément commutable d'entraînement de soupape

Country Status (2)

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DE (1) DE102009034805A1 (fr)
WO (1) WO2011012383A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107191784B (zh) * 2017-06-30 2023-03-21 上海飞奥燃气设备有限公司 一种易熔阀辅助式燃气防火灾调压保护系统

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4892067A (en) * 1988-07-25 1990-01-09 Paul Marius A Valve control system for engines
US5127375A (en) * 1991-04-04 1992-07-07 Ford Motor Company Hydraulic valve control system for internal combustion engines
US5216988A (en) * 1992-10-15 1993-06-08 Siemens Automotive L.P. Dual bucket hydraulic actuator
DE4427271A1 (de) * 1993-08-11 1995-02-16 Volkswagen Ag Ventiltrieb für ein nockenbetätigtes, schließfederbestücktes Hubventil
DE4492633C1 (de) 1993-05-04 2001-05-31 Schaeffler Waelzlager Ohg Stößel
DE10231214A1 (de) * 2002-07-11 2004-01-22 Hydraulik-Ring Gmbh Ventilhubsteuerung für Verbrennungsmotoren und Kompressoren
DE102005056238A1 (de) 2004-12-02 2006-06-08 Schaeffler Kg Variabler Nockenfolger einer Brennkraftmaschine
EP1728978A1 (fr) * 2005-05-24 2006-12-06 C.R.F. Società Consortile per Azioni Système et procédé de contrôle de la charge et de la combustion d'un moteur à combustion interne par un actionnement de soupape incluant plusieurs levées successives par cycle
DE102008013566A1 (de) 2007-04-25 2008-10-30 Schaeffler Kg Schaltbares Bauteil für einen Ventiltrieb einer Brennkraftmaschine
DE102008035231A1 (de) 2007-08-01 2009-04-23 GM Global Technology Operations, Inc., Detroit Schaltbares Ventiltriebsystem und Betriebsverfahren

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4892067A (en) * 1988-07-25 1990-01-09 Paul Marius A Valve control system for engines
US5127375A (en) * 1991-04-04 1992-07-07 Ford Motor Company Hydraulic valve control system for internal combustion engines
US5216988A (en) * 1992-10-15 1993-06-08 Siemens Automotive L.P. Dual bucket hydraulic actuator
DE4492633C1 (de) 1993-05-04 2001-05-31 Schaeffler Waelzlager Ohg Stößel
DE4427271A1 (de) * 1993-08-11 1995-02-16 Volkswagen Ag Ventiltrieb für ein nockenbetätigtes, schließfederbestücktes Hubventil
DE10231214A1 (de) * 2002-07-11 2004-01-22 Hydraulik-Ring Gmbh Ventilhubsteuerung für Verbrennungsmotoren und Kompressoren
DE102005056238A1 (de) 2004-12-02 2006-06-08 Schaeffler Kg Variabler Nockenfolger einer Brennkraftmaschine
EP1728978A1 (fr) * 2005-05-24 2006-12-06 C.R.F. Società Consortile per Azioni Système et procédé de contrôle de la charge et de la combustion d'un moteur à combustion interne par un actionnement de soupape incluant plusieurs levées successives par cycle
DE102008013566A1 (de) 2007-04-25 2008-10-30 Schaeffler Kg Schaltbares Bauteil für einen Ventiltrieb einer Brennkraftmaschine
DE102008035231A1 (de) 2007-08-01 2009-04-23 GM Global Technology Operations, Inc., Detroit Schaltbares Ventiltriebsystem und Betriebsverfahren

Also Published As

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