WO2014037130A1 - Commande de soupapes pour un moteur à combustion interne - Google Patents

Commande de soupapes pour un moteur à combustion interne Download PDF

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Publication number
WO2014037130A1
WO2014037130A1 PCT/EP2013/063832 EP2013063832W WO2014037130A1 WO 2014037130 A1 WO2014037130 A1 WO 2014037130A1 EP 2013063832 W EP2013063832 W EP 2013063832W WO 2014037130 A1 WO2014037130 A1 WO 2014037130A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
cam
gas exchange
transmission element
closing body
Prior art date
Application number
PCT/EP2013/063832
Other languages
German (de)
English (en)
Inventor
Christian Geers
Wolfgang Christgen
Original Assignee
Schaeffler Technologies AG & 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 AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2014037130A1 publication Critical patent/WO2014037130A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L2001/187—Clips, e.g. for retaining rocker arm on pivot

Definitions

  • the invention relates to a valve drive for an internal combustion engine, comprising a valve camshaft which has at least one cam running on an associated transmission element, via the cam contour of which at least one primary valve lift of at least one associated gas exchange, in interaction with the respective intermediate transmission element. selventils can be evoked, wherein in addition to the primary valve lift at least a secondary valve lift of the at least one gas exchange valve can be displayed, and wherein each one transmission element is assigned a Ventilspielaus Dermat- tion over which a permanent play-free contact between on the one hand the at least one cam and the ever a transmission element, and on the other hand, between the respective one transmission element and the at least one gas exchange valve can be displayed.
  • Valve trains are used to control the opening and closing movements of gas exchange valves in internal combustion engines to each associated cylinders of the respective internal combustion engine, the charge exchange in the form of a discharge of exhaust gas from a respective combustion chamber and a supply of fresh gas to this combustion chamber as a function of strokes in to regulate the cylinders running pistons.
  • a so-called internal exhaust gas recirculation can be represented be recycled, in which exhaust gas in the intake manifold in front of the respective cylinder or the combustion chamber. This at a subsequent cycle back in the combustion chamber exhaust gas ensures due to its high temperature for a faster heating of the combustion chamber.
  • the exhaust gas admixed with the fresh gas also causes a reduction of nitrogen oxides in the exhaust gas.
  • PRIOR ART DE 10 2005 035 314 A1 discloses a valve drive for an internal combustion engine, in which a cam provided on a valve camshaft is connected to a gas exchange valve via an intermediate transmission element in the form of a drag lever.
  • the drag lever is in this case pivotally mounted at one end in the cylinder head of the internal combustion engine and forms at an opposite end of a contact surface, where it is in contact with the gas exchange valve via an intermediate valve clearance compensation device.
  • In a region lying between the two ends of the drag lever further carries two rotatably mounted rollers, via each of which a pivoting movement of the pivot lever can be introduced to its bearing point in the cylinder head.
  • a valve drive for an internal combustion engine comprises a valve camshaft which has at least one cam running on an associated transmission element, via the cam contour of which at least one primary valve lift of at least one associated gas exchange valve can be brought about in interaction with the respective intermediately placed transmission element.
  • at least a secondary valve lift of the at least one gas exchange valve can be displayed and each associated with a transmission element each a valve lash adjuster, via which a permanent play-free contact between on the one hand the at least one cam and the one transmission element, and on the other hand between each one Transmission element and the at least one gas exchange valve can be displayed.
  • the at least one cam provided on the valve camshaft may be a conventional cam, a space cam, a cam which can be displaced axially to the camshaft and is composed of a plurality of individual camshafts or other camshafts known to the person skilled in the art.
  • the respective cams are then each a transmission element in connection, which may also be familiar to the expert forms, such as a drag lever, a rocker arm, a bucket tappet, etc., act.
  • About the at least one Cam is then at least one associated gas exchange valve operable, in which case an operation of only one associated valve or the simultaneous control of two or more gas exchange valves in the context of the invention is in principle conceivable.
  • the at least one gas exchange valve may each be an inlet valve or an outlet valve.
  • the at least one gas exchange valve performs at least one double stroke or multiple strokes during one revolution of the valve camshaft, whereby the stroke or strokes taking place in addition to the primary valve stroke may be upstream or downstream of the primary valve stroke.
  • valve clearance compensation device associated with the respective transmission element can be provided either between the transmission element and the respective gas exchange valve, between the transmission element and the at least one cam or also between the transmission element and a cylinder head of the internal combustion engine the transmission element is mounted.
  • valve clearance compensation device can also be integrated into the transmission element, for example by a corresponding valve clearance compensation device is accommodated in a bucket tappet.
  • each one valve clearance equalization device is designed as a hydraulic valve clearance compensation device whose pressure chamber can be supplied via a check valve.
  • a valve closing body of this check valve made of a material with a lower density compared to steel.
  • this valve closing body is designed as a hollow body.
  • the check valve has an opening pressure greater than 120 mbar.
  • a hydraulic valve clearance compensation device in the non-return valve of which a valve closing body made of a material having a lower density than steel is used and / or the valve closing body of this non-return valve is hollow is configured and / or the check valve with a pressure of more than 120 mbar has an increased opening pressure.
  • an inertia of the check valve of the hydraulic valve lash adjuster can be reduced by realizing one, two or all of the above-mentioned possibilities, so that subsequently a filling of a pressure chamber of this lash adjuster, and a complete closing of the check valve within a smaller time window is possible and so that also short consecutive strokes of the associated gas exchange valve without the occurrence of a valve clearance and high accelerations can be displayed.
  • the permanent play-free contact between the respective associated transmission element and the respective cam and the transmission element and the at least one gas exchange valve is ensured by the hydraulic fluid in a pressure chamber of the valve lash adjuster.
  • this pressure chamber must be continuously filled after each stroke of the at least one gas exchange valve with hydraulic fluid.
  • the time that is required for this filling is significantly influenced by the opening pressure of the check valve of the valve clearance compensation device and also the weight of the valve closing body of the check valve.
  • the complete closing of the check valve before taking place of the next valve lift is important for the correct transmission of the valve lift to the respective gas exchange valves. Namely, the check valve is not closed while the transmission element already starts at an opening ramp of the cam, the force generated by this startup is first converted into a closing of the check valve and not transferred to the respective gas exchange valve.
  • Ventilsch apartkorpers of a material with a lower density compared to steel results in the same volume, in a lighter weight of Ventilsch oftenkorpers and thus a lower inertia, so that the dynamics of the check valve in the interest of faster filling of the Improves pressure chamber.
  • an embodiment of the Ventilsch apartkorpers as a hollow body causes a reduction in the weight desselbigen and an increase in dynamics.
  • one of the variants for reducing the weight is combined with the variant of the higher opening pressure, whereby a significant reduction in inertia of the check valve can be realized.
  • the valve closing body executes a stroke greater than 0.35 mm when transferred from a closed position to an open position.
  • a stroke of Ventilschallekorpers in this case between 0.5 mm to 0.7 mm.
  • the opening pressure of the check valve is preferably in the range from 130 mbar to 330 mbar.
  • the Ventilsch handheldkorper is particularly preferably made of ceramic, wherein in the context of the invention in this case as well as an embodiment of titanium is conceivable.
  • the check valve is arranged between the pressure chamber and a supply chamber of the valve clearance compensation device, wherein the Ventilsch widelykorper is biased via a spring element in a closed position in which the Ventilsch adoptedkorper rests on a valve seat and a supply space with the pressure chamber closing connecting hole.
  • the valve closing body is preferably embodied as a ball or ball-like component, so that a reliable closing of the bore is ensured when the valve-closing body rests on the valve seat.
  • each one transmission element is a drag lever, which is tiltably mounted on a supporting element forming the valve play compensation device at a first end, the towing lever being in contact with the at least one associated gas exchange valve in the region of a second end and between the two ends at least one rotatably mounted roller leads, on which runs off the at least one cam.
  • the support element comprises a hollow cylindrical part and a displaceably guided piston, which together with the hollow cylindrical part defines the pressure chamber and accommodates the check valve in a piston bottom.
  • an analogous implementation in the context of the invention is otherwise valve gear systems with overhead camshaft and transmission elements, such as bucket tappets, rocker arms, etc., or valve trains with bottom camshaft and push rods conceivable.
  • the support element can be a switchable support element, that is to say a support element which prevents a valve lift of the respective associated gas exchange valve by carrying out a compensation movement.
  • the support element is particularly preferably a conventional support element, via which no such compensation movement can be represented.
  • the cam contour of the at least one cam has the cam elevations defining the primary and the secondary valve lift.
  • the at least one further valve lift of the at least one associated gas exchange valve is represented via the at least one cam by providing its cam contour with a corresponding cam elevation.
  • additional rising and falling edge of the cam contour can hereby be configured in the direction of rotation of the camshaft before the primary valve lift associated rising and falling edge or only after this.
  • the desired additional opening for example, to realize an internal exhaust gas recirculation, can be realized easily and in a simple manner in the respective gas exchange valve.
  • the at least one further valve lift can however also be introduced in another way, for example via a switchable transmission element which simultaneously starts at differently shaped cams and, depending on the switching state, transmits one of the cam contours to the gas exchange valve. If required, the at least one further valve lift can then be displayed in addition to the primary valve lift.
  • FIG. 1 is a sectional view of a valve train according to a preferred embodiment of the invention
  • FIG. 2 shows a sectional view of a support element of the valve drive from FIG. 1
  • FIG. 3 is a sectional detailed view of the support element of FIG. 2.
  • FIG. 1 is a partially sectioned view of a valve gear according to the invention according to a preferred embodiment of the invention will be apparent.
  • This valve drive in this case comprises a valve camshaft 1, which carries a cam 2 provided for rotation thereon.
  • the cam 2 has a cam contour 3, which is composed of a base circle diameter 4 and two cam elevations 5 and 6 based thereon.
  • the cam 2 runs with the cam contour 3 on a roller 7 of a drag lever 8, which is rotatably mounted in a frame 9 of the finger lever 8.
  • the gas exchange valve 15 is an inlet valve of a cylinder of an internal combustion engine, via which fresh gas can flow from an inlet tract into a combustion chamber of the respective cylinder when it is transferred from a closed position into an open position.
  • Valve strokes of the gas exchange valve 15 are now shown by the intermediate drag lever 8 is supported with its first end 10 via the support element 1 1 on a - here only partially shown - cylinder head 16 of the internal combustion engine, so that upon rotation of the valve cam 1, the cam lobes. 5 and 6 are converted by the rolling on the cam contour 3 roller 7 in corresponding pivoting movements of the cam follower 8 about its first end 10 and result from the contact of the cam follower 8 with the shaft end of the valve stem 14 in opening and closing movements of the gas exchange valve 15.
  • the gas exchange valve 15 designed as an inlet valve is again briefly opened when exhaust gas is expelled from a combustion chamber of the respective cylinder, so that a certain proportion of the exhaust gas to be expelled flows back into an intake tract and, in the event of a subsequent primary valve stroke, returns to the combustion chamber of the exhaust gas respective cylinder passes.
  • the thus recirculated into the combustion chamber exhaust gas causes a faster heating of the combustion chamber, and in particular in self-igniting internal combustion engines, a reduction of nitrogen oxides in the exhaust gas.
  • FIG. 2 is a sectional view of the drag lever 8 at its first end 10 leading support member 1 1 of FIG. 1 can be seen.
  • this support element 1 1 is designed as a switchable support element which has a hollow cylindrical housing 17 with which the support element 1 1 is received in the cylinder head 16 of the internal combustion engine to be seen in FIG.
  • the housing 17 is a, also hollow cylindrical ausgestalteter, Part 18 axially slidably guided, which in turn receives a piston 20 slidably in an axial bore 19.
  • the housing 17 and the hollow cylindrical part 18 can be selectively coupled to one another in a manner known to the person skilled in the art by means of bolts which are displaceably received in bores 21 extending into the plane of the drawing and the axial displaceability of the part 18 when transferred to a coupling position Prevent from the housing 17.
  • the support element 1 1 acts as a support of the cam follower 8, so that the cam contour 3 are converted into the corresponding valve strokes of the gas exchange valve 15.
  • the runoff of the roller 7 on the cam contour 3 does not cause any opening and closing movements of the gas exchange valve 15, but results in axial movements of the part 18 relative to the housing 17 and thus into Compensating movements of the supporting element 1 1. As a result, an opening of the gas exchange valve 15 is completely omitted.
  • the hollow cylindrical part 18 and the piston 20 together also form a valve clearance compensation device 22 in that a lower part 23 of the piston 20 and the surrounding hollow cylindrical part 18 delimit a pressure chamber 24 which can be separated via a check valve 25 from an overlying supply chamber 26.
  • the supply space 26 is defined here by the part 23 of the piston 20 and a further part 27 of the piston 20 placed thereon.
  • a coil spring 28 is received, which biases the piston 20 against the hollow cylindrical portion 18 from the axial bore 19 out against the, to be seen in Fig. 1 drag lever 8.
  • the cam follower 8 with its roller 7 is pressed against the cam contour 3 of the cam 2 and with the contact surface 13 against the shaft end of the valve stem 14. This compensates for a game between these components.
  • An unintentional pushing together of the piston 20 and the hollow cylindrical part 18 is prevented by hydraulic fluid in the pressure chamber 24, the removal of which Chen from the pressure chamber 24, apart from a gap between the piston 20 and part 18 occurring leakage, is prevented via the check valve 25.
  • gas exchange valve 15 corresponding to the cam contour of the cam 2 in a revolution of the valve cam 1 performs a double stroke and play-free contact between the components of the valve train is to represent at any time, sufficient filling of the pressure chamber 24 of the valve lash adjuster 22nd and a closed state of the check valve 25 to be ensured at each valve lift.
  • a filling of the pressure chamber 24 must be completed in very short periods of time. In the present case this is ensured by a special design of the check valve 25, whose structure will now be discussed in more detail with the aid of the further Fig.
  • the check valve 25 has a valve closing body 29 in the form of a ball , which one is biased by a spring element 30 in a closed position.
  • the valve closing body 29 comes to rest on a valve seat 31 formed on the lower part 23 of the piston 20 and subsequently closes a bore 32 connecting the supply chamber 26 to the pressure chamber 24.
  • the valve closing body lifts 29 against the spring element 30 from the valve seat 31 and thus releases the bore 26, so that hydraulic fluid can flow into the pressure chamber 24.
  • a steady and rapid filling of the pressure chamber 24 is realized in the present case by a lower inertia of the check valve 25 by, on the one hand, the valve closing body 29 is made of a ceramic material which has a lower density compared to steel.
  • an opening pressure of the check valve 25 is between 130 mbar and 330 mbar, which can be represented by design of the spring element 30 with a correspondingly large spring force.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne une commande de soupapes pour un moteur à combustion interne, comprenant un arbre à came de soupapes (1), qui présente au moins une came (2) se déplaçant à chaque fois le long d'au moins un élément de transmission associé, dont le contour (3) de came, à chaque fois en interaction avec ledit élément de transmission intercalé peut provoquer au moins une levée de soupape primaire d'au moins une soupape de changement de gaz (15) associée. De plus, outre la levée de soupape primaire, au moins une levée de soupape secondaire de ladite au moins une soupape de changement de gaz (15) peut être réalisée et un dispositif de compensation (22) du jeu de soupape est associé à chaque fois à un élément de transmission. Pour pouvoir réaliser sans problème, lors d'une rotation de l'arbre à came de soupape (1), lesdites plusieurs levées de soupape de ladite au moins une soupape de changement de gaz (15) sans jeu de soupape, le dispositif de compensation (22) du jeu de soupape est conçu sous forme de dispositif hydraulique de compensation du jeu de soupape, dont la chambre de pression (24) peut être alimentée via un clapet anti-retour (25). Un corps de fermeture (29) de la soupape anti-retour (25) est en un matériau présentant une densité inférieure par rapport à l'acier et/ou ce corps de fermeture de soupape est réalisé sous forme de corps creux et/ou la soupape anti-retour (25) présente une pression d'ouverture supérieure à 120 mbars.
PCT/EP2013/063832 2012-09-07 2013-07-01 Commande de soupapes pour un moteur à combustion interne WO2014037130A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012215869.3 2012-09-07
DE201210215869 DE102012215869A1 (de) 2012-09-07 2012-09-07 Ventiltrieb für eine Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2014037130A1 true WO2014037130A1 (fr) 2014-03-13

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Application Number Title Priority Date Filing Date
PCT/EP2013/063832 WO2014037130A1 (fr) 2012-09-07 2013-07-01 Commande de soupapes pour un moteur à combustion interne

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DE (1) DE102012215869A1 (fr)
WO (1) WO2014037130A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015213627B3 (de) * 2015-07-20 2016-11-03 Schaeffler Technologies AG & Co. KG Hydraulikelement mit Motorbremsfunktion für eine Viertakthubkolbenbrennkraftmaschine und Viertakthubkolbenbrennkraftmaschine
DE102016204361A1 (de) 2016-03-16 2017-09-21 Schaeffler Technologies AG & Co. KG Ventiltrieb für einen Verbrennungsmotor mit Abgasrückführung
DE102018006666B4 (de) 2018-08-23 2022-08-25 Mercedes-Benz Group AG Verbrennungskraftmaschine für einen Kraftwagen, mit einer Steuereinheit zum Ausrichten einer Nockenwelle und Verfahren zum Betreiben einer solchen Verbrennungskraftmaschine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1357080A (en) * 1972-02-24 1974-06-19 Johnson Products Inc Hydraulic backlash adjusters for overhead cam shaft engines
WO1993025803A1 (fr) * 1992-06-17 1993-12-23 Ab Volvo Procede et dispositif de freinage d'un moteur a combustion interne a plusieurs cylindres
US20040221827A1 (en) * 2003-03-07 2004-11-11 Chittenden Jonathan Richard Adjustable valve train with hydraulic lifters
DE102005035314A1 (de) 2005-07-28 2007-05-03 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Ventiltrieb für Ladungswechselventile von Viertaktverbrennungsmotoren
US20120024249A1 (en) * 2010-08-02 2012-02-02 Schaeffler Technologies Gmbh & Co. Kg Hydraulic backlash compensating element

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1357080A (en) * 1972-02-24 1974-06-19 Johnson Products Inc Hydraulic backlash adjusters for overhead cam shaft engines
WO1993025803A1 (fr) * 1992-06-17 1993-12-23 Ab Volvo Procede et dispositif de freinage d'un moteur a combustion interne a plusieurs cylindres
US20040221827A1 (en) * 2003-03-07 2004-11-11 Chittenden Jonathan Richard Adjustable valve train with hydraulic lifters
DE102005035314A1 (de) 2005-07-28 2007-05-03 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Ventiltrieb für Ladungswechselventile von Viertaktverbrennungsmotoren
US20120024249A1 (en) * 2010-08-02 2012-02-02 Schaeffler Technologies Gmbh & Co. Kg Hydraulic backlash compensating element

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