WO2014173480A1 - Dispositif de commande de soupapes pour moteur à combustion interne - Google Patents

Dispositif de commande de soupapes pour moteur à combustion interne Download PDF

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Publication number
WO2014173480A1
WO2014173480A1 PCT/EP2014/000697 EP2014000697W WO2014173480A1 WO 2014173480 A1 WO2014173480 A1 WO 2014173480A1 EP 2014000697 W EP2014000697 W EP 2014000697W WO 2014173480 A1 WO2014173480 A1 WO 2014173480A1
Authority
WO
WIPO (PCT)
Prior art keywords
camshaft
valve
exhaust
combustion engine
internal combustion
Prior art date
Application number
PCT/EP2014/000697
Other languages
German (de)
English (en)
Inventor
Thomas Stolk
Alexander Von Gaisberg-Helfenberg
Original Assignee
Daimler Ag
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 Daimler Ag filed Critical Daimler Ag
Publication of WO2014173480A1 publication Critical patent/WO2014173480A1/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
    • F01L1/34—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
    • F01L1/344—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 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • F01L1/344—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 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—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 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force

Definitions

  • the invention relates to a valve drive device for an internal combustion engine of a motor vehicle.
  • Camshaft operated both at least one inlet valve and at least one exhaust valve. This is at least one camshaft, both at least one
  • the invention is particularly based on the object, the mileage of a
  • a first camshaft adjuster for adjusting a phase angle of the first camshaft, a second camshaft to the
  • a “camshaft” is to be understood in particular a shaft which is connected to a crankshaft of
  • Internal combustion engine is mechanically coupled and is arranged on the at least one intake cam or an exhaust cam, which is intended to actuate an intake valve or an exhaust valve by a rotation of the camshaft.
  • Phase angle is to be understood in this context, in particular an angle, for example, the camshaft, based on a zero position of the camshaft, preferably an angle of rotation of the camshaft relative to the crankshaft.An adjustment “to early” should be an adjustment of the phase position in a Direction of rotation of the camshaft are understood. Under an adjustment “to late” one should
  • a “basic position" of a camshaft adjuster is to be understood in particular a phase position in which the camshaft adjuster is locked and / or the camshaft adjuster during commissioning of
  • Camshaft angle correspond.
  • a "degree of camshaft angle” is to be understood in particular as meaning the 360 ° part of the circumference or one revolution of the camshaft, where all angles, unless stated otherwise, are given in degrees of camshaft angle here and in the following:
  • a camshaft angle is to be measured counter to the direction of rotation of the camshaft Under one
  • Camshaft a phase position of the actuation of the at least one inlet valve and a phase position of the actuation of the at least one exhaust valve in the same direction and changed by the same amount.
  • camshaft adjusters each have a basic position in which the intake valves and the exhaust valves of the working cylinder of the internal combustion engine simultaneously open and / or close during operation of the internal combustion engine.
  • an idle time and a filling time of the working cylinder can be minimized in a particularly simple manner.
  • Torque of the internal combustion engine can be provided.
  • "each one Inlet valves and exhaust valves of the working cylinder of the internal combustion engine simultaneously open and / or close during operation of the internal combustion engine should be understood in particular that the inlet valve actuated by the first camshaft of the valve drive device simultaneously with that of the second camshaft
  • Valve actuator actuated inlet valve of the working cylinder opens and / or closes, and that actuated by the first camshaft of the valve drive device exhaust valve of the working cylinder opens and / or closes simultaneously with the actuated by the second camshaft of the valve drive device exhaust valve.
  • camshaft adjusters have oppositely directed adjustment ranges. As a result, a large variability of the valve control can be achieved and in a particularly simple manner both an idle time and a filling time of the working cylinder for an operating state of the internal combustion engine can be increased.
  • An "adjustment range of a camshaft adjuster" is to be understood as meaning, in particular, an angular range which includes the possible phase positions of an offset camshaft late, or vice versa, the second camshaft can be retarded and the first camshaft retarded.
  • the camshaft adjusters are
  • Phase position of the first camshaft be equal to an amount of the phase angle of the second camshaft. Likewise, the amounts may differ.
  • first camshaft adjuster and the second camshaft adjuster have different adjustment ranges.
  • the adjustment of the camshaft adjuster comprise at least 15 degrees camshaft angle.
  • the Adjustment of the camshaft adjuster at least 20 degrees camshaft angle and more preferably 25 degrees camshaft angle.
  • camshafts each have an exhaust cam for actuating the exhaust valve and an intake cam for actuating the intake valve, which have a fixed phase relation to one another.
  • the camshafts can be provided in a particularly cost-effective manner.
  • a "fixed phase position" between an inlet cam and an outlet cam is to be understood in particular as meaning that at a constant rotational speed of the
  • Camshaft the actuated by the intake cam inlet valve in a
  • Exhaust valve is actuated, in particular that the phase position does not change by an adjustment of the camshaft.
  • the exhaust cam and the exhaust cam are actuated, in particular that the phase position does not change by an adjustment of the camshaft.
  • Inlet cam rotatably connected is particularly preferred.
  • Exhaust cam and the intake cam in each case also rotatably connected to the camshaft.
  • "non-rotatably connected to one another” is to be understood as being connected in a force-locking or positive-locking manner, in particular integrally formed, by “integral” in particular being connected at least materially, for example by a welding process, and / or advantageously in FIG in one piece, such as by casting, in a sintering process or a single blank.
  • phase angle of the intake cam of at least one of the camshafts against the leading exhaust cam of the same is also proposed that the phase angle of the intake cam of at least one of the camshafts against the leading exhaust cam of the same
  • Camshaft has a value of at least 100 degrees camshaft angle. Offset cams minimize peak forces by operating the intake valves and the exhaust valves, thereby minimizing friction in driving the camshaft and associated fuel consumption of the internal combustion engine. It should be understood, in particular, that the exhaust cam actuated exhaust valve and the intake cam actuated intake valve are associated with a same working cylinder Preferably, the phase position has a value of 110 degrees camshaft angle, more preferably a value from 120 degrees camshaft angle up.
  • the exhaust cams and the intake cams of at least one camshaft each have a valve opening angle of less than 140 degrees Have camshaft angle. This can be achieved that opening times of intake valves and exhaust valves can be adjusted without any overlap, whereby a variability of the valve control is increased. Under a
  • an angle range can be understood within which the valve actuated by the cam has a valve lift of at least 0.5 mm.
  • a valve opening angle of at most 130 degrees camshaft angle Preferably, a valve opening angle of at most 120 degrees
  • An "overall opening angle" of two or more exhaust cams is to be understood in particular to mean an angular range within which at least one of the exhaust valves actuated by the exhaust cams has a valve lift of at least 0.5 mm
  • Total opening angle of two or more intake cam in particular a
  • An angular range can be understood within which at least one of the inlet valves operated by the intake cam has a valve lift of at least 0.5 mm.
  • an internal combustion engine with at least one working cylinder and with at least two intake valves and at least two exhaust valves, the
  • the camshafts are provided to actuate the intake valves and the exhaust valves of the working cylinder.
  • a control and / or regulating unit is proposed, which is provided to adjust the phase angles of the camshafts independently of one another in at least one operating state by means of the camshaft adjuster.
  • an output of the internal combustion engine can be maximized, whereby a transmission coupled to the internal combustion engine can be designed for minimum fuel consumption.
  • a closing of the second intake valve can be defined and thus a filling of the working cylinder can be adjusted continuously. This allows the performance of the internal combustion engine at a constant
  • open throttle valve can be set, which throttle losses can be avoided and consumption can be reduced.
  • control technology is connected to at least one of the camshaft adjuster.
  • control and / or regulating unit can have a plurality of interconnected control units, which are preferably provided to communicate with one another via a bus system, in particular a CAN bus system.
  • Fig. 1 is a schematic view of a valve drive device for a
  • Fig. 2 is a Ventilhubdiagramm for a basic position of camshaft adjusters
  • Fig. 3 is a valve lift for phased camshaft adjuster.
  • FIG. 1 shows the schematic view of a valve drive device 10 for a
  • the internal combustion engine 1 1 has a first working cylinder 26, a second working cylinder 26 ', a third working cylinder 26 "and a fourth working cylinder 26"' on.
  • the working cylinders 26, 26 ', 26 ", 26"' are along a
  • the internal combustion engine 11 Main extension direction of the internal combustion engine 11 arranged in a row.
  • the internal combustion engine 11 also has a valve drive device 10.
  • Valve train device 10 includes a first camshaft 12, a first one
  • Camshaft adjuster 16 for adjusting a phase angle of the first camshaft 12, a second camshaft 14 and a second camshaft adjuster 17 for adjusting a phase position of the second camshaft 14.
  • the camshafts 12, 14 each have an axis 13, 15.
  • the axles 13, 15 of the camshafts 12, 14 are arranged substantially parallel to the main extension direction of the internal combustion engine 11 and parallel to each other.
  • the working cylinders 26, 26 ', 26 “, 26”' each have on a side facing the first camshaft 12 a first inlet valve 18, 18 ', 18 “, 18”' and a first outlet valve 20, 20 ', 20 “, 20 “'and on one of the second camshaft 14 side facing a second inlet valve 19, 19', 19", 19 "'and a second
  • the first camshaft 12 is for actuating each of the first inlet valve 18, 18 ', 18 ", 18"' and each of the first
  • Exhaust valve 20, 20 ', 20 “, 20”' of each of the four working cylinders 26, 26 ', 26 “, 26”' are provided.
  • the second camshaft 14 is for confirmation of each of the second intake valve 19, 19 ', 19 “, 19”' and of each of the second exhaust valve 21, 21 ', 21 “, 21”' of each of the four power cylinders 26, 26 ', 26 “, 26” 'provided.
  • Camshaft adjuster 16 is on the first camshaft 12 and the second
  • Camshaft adjuster 17 is arranged on the second camshaft 14.
  • the first camshaft 12 has, for each of its actuated inlet valves 18, 18 ', 18 “, 18"', an inlet cam 22, 22 ', 22 “, 22”' and for each outlet valve 20, 20 ', 20 “actuated by it.
  • Analog has the second
  • the intake cams 22, 22 ', 22 “, 22”' and the exhaust cams 24, 24 ', 24 ", 24"' of the first camshaft 12 have a fixed phase position 27 with each other.
  • Exhaust cams 24, 24 ', 24 ", 24”' of the first camshaft 12 are rotatably connected to the first camshaft 12.
  • the intake cams 23, 23 ', 23 ", 23”' and the exhaust cams 25, 25 ', 25 “, 25”' of the second camshaft 14 have a fixed phase relation to one another.
  • the intake cams 23, 23 ', 23 ", 23”' and the exhaust cams 25, 25 ', 25 “, 25”' of the second camshaft 14 are non-rotatably connected to the second camshaft 14.
  • the intake cams 22, 22 ', 22 “, 22"', 23, 23 ', 23 “, 23”' and the exhaust cams 24, 24 ', 24 ", 24"', 25, 25 ', 25 “, 25” 'of the camshafts 12, 14 each have one for themselves
  • FIG. 2 shows a valve lift diagram for the
  • the valve lift diagram includes an ordinate 32 associated with a valve lift and an abscissa 33 associated with a camshaft angle.
  • the abscissa 33 of the valve lift diagram comprises a value range of 0 degrees camshaft angle to 360 degrees
  • the valve lift diagram further includes the Ventilhubverlauf 34, 35 of the intake cam 22, 23 and the Ventilhubverlauf 36, 37 of the exhaust cam 24, 25.
  • Working cylinder 26 ', 26 “, 26”' are designed analogously, which is why in the following only the Ventilhubverrise 34, 35, 36, 37 of the exhaust cam 24, 25 and the intake cam 22, 23 are described for the first working cylinder 26.
  • the camshaft adjusters 16, 17 of the valve drive device 10 each have a basic position.
  • the camshaft adjuster 16, 17 are locked in their basic positions.
  • the valve lift curves 34, 35, 36, 37 in FIG. 2 correspond to FIGS
  • Exhaust cam 25 of the second camshaft 14 are the same for the basic positions of the camshaft adjuster 16, 17.
  • Exhaust valve 21 open and close at the same time.
  • the exhaust cams 24, 25 each have a valve opening angle 30, 31.
  • the valve opening angles 30, 31 extend from about 59 degrees camshaft angle to about 173 degrees camshaft angle.
  • the two exhaust cams 24, 25 for the first working cylinder 26 each have a valve opening angle 30, 31 of about 114 degrees camshaft angle.
  • Valve opening angle 30 of the exhaust cam 24 of the first camshaft 12 and the valve opening angle 31 of the exhaust cam 25 of the second camshaft 14 constitute a total valve opening angle 39 of the exhaust cams 24, 25
  • Total valve opening angle 39 of the exhaust cams 24, 25 is minimal when the phaser 16, 17 are each in their home position.
  • the exhaust cams 24, 25 have for the basic positions of the camshaft adjuster 16, 17 a
  • the valve lift course 34 of the intake cam 22 of the first camshaft 12 and the valve lift course 35 of the intake cam 23 of the second camshaft 14 are the same for the basic positions of the camshaft adjusters 16, 17.
  • the first intake valve 18 and the second intake valve 19 open and close simultaneously.
  • the intake cams 22, 23 each have a valve opening angle 28, 29.
  • the valve opening angles 28, 29 extend from about 187 degrees camshaft angle to about 301 degrees
  • Camshaft angle The two intake cams 22, 23 for the first working cylinder 26 each have a valve opening angle 28, 29 of about 114 degrees
  • Camshaft angle on The valve opening angle 28 of the intake cam 22 of the first camshaft 12 and the valve opening angle 29 of the intake cam 23 of the second camshaft 14 form a total valve opening angle 38 of the intake cams 22, 23.
  • the total valve opening angle 38 of the intake cams 22, 23 is minimal as the phillips 16, 17 respectively are in the basic position.
  • Intake cam 22, 23 for the first working cylinder 26 point for the basic positions the camshaft adjuster 16, 17 a total valve opening angle 38 of about 1 4 degrees camshaft angle.
  • the intake valves 18, 19 each open and close about 128 degrees camshaft angle to the exhaust valves 20, 21.
  • the intake cam 22 of the first camshaft 12 for the first working cylinder 26 has a relation to the exhaust cam 24 of the first camshaft 12 for the first working cylinder 26 a about 128 degrees subsequent phase position 27 on.
  • the inlet cam 23 of the second camshaft 14 for the first working cylinder 26 has a relation to the exhaust cam 25 of the second camshaft 14 for the first working cylinder 26 by about 128 degrees subsequent phase position 27.
  • the camshaft adjusters 16, 17 each have an adjustment range of approximately 25 degrees camshaft angle. The adjustment of the camshaft adjuster 16, 17 are equal. The adjustment range of the first camshaft adjuster 16 extends from the basic position of the camshaft adjuster 16 in the direction of earlier
  • the adjustment of the second camshaft adjuster 17 extends from the
  • the camshaft adjuster 16, 17 have oppositely directed adjustment ranges.
  • FIG. 3 shows, like FIG. 2, a valve lift diagram for the intake cam 22 and the exhaust cam 24 of the first camshaft 12, as well as for the intake cam 23 and the exhaust cam 25 of the second camshaft 14, respectively for the first working cylinder 26.
  • the valve lift diagram comprises an ordinate 32 associated with a valve lift and an abscissa 33 associated with a camshaft angle.
  • the abscissa 33 of the valve lift diagram comprises a value range of 0 degrees camshaft angle to 360 degrees camshaft angle.
  • the valve lift diagram further includes a Ventilhubverlauf 34, 35, 36, 37 for the intake cam 22, 23 and the exhaust cam 24, 25.
  • Figure 3 corresponds to an operating condition of the valve train device 10, in which the first camshaft adjuster 16 by about 19 degrees camshaft angle to early and the second camshaft adjuster 17 is retarded by about 19 degrees camshaft angle.
  • the valve opening angle 30 of the exhaust cam 24 of the first camshaft 12 extends from about 40 degrees camshaft angle to about 154 degrees camshaft angle.
  • the valve opening angle 31 of the exhaust cam 25 of the second camshaft 14 extends from about 78 degrees camshaft angle to about 192 degrees camshaft angle.
  • the exhaust cams 24, 25 have an overall valve opening angle 39 of approximately 152 degrees camshaft angle.
  • the exhaust cams 24, 25 in comparison to the basic positions of the camshaft adjuster 16, 17 to about a third larger total valve opening angle 39.
  • the valve opening angle 28 of the intake cam 22 of the first camshaft 12 extends from about 168 degrees camshaft angle to about 282 degrees camshaft angle.
  • the valve opening angle 29 of the intake cam 23 of the second camshaft 14 extends from about 206 degrees camshaft angle to about 320 degrees camshaft angle.
  • the intake cams 22, 23 have an overall valve opening angle 38 of approximately 152 degrees camshaft angle.
  • the intake cam 22, 23 in comparison to the basic positions of the camshaft adjuster 16, 17 on a larger by about one-third total valve opening angle 38.
  • the valve drive device 10 includes a non-illustrated control and
  • Control unit which is intended to adjust the phase angles of the camshafts 12, 14 independently of one another in at least one operating state by means of the camshaft adjuster 16, 17.
  • the camshaft adjuster 16, 17 of the valve drive device 10 are connected control technology with the control unit.
  • the control unit is intended to provide a method for controlling the
  • Camshaft adjuster 16, 17 implement. In the procedure at a
  • Exhaust valves 20, 21 open late, whereby a gas contained in the first working cylinder 26 is maximally expanded. This will increase the efficiency of the
  • Inlet valves 18, 19 open late.
  • An overlap of the valve opening angles 30, 31 of the exhaust cams 24, 25 with the valve opening angles 28, 29 of the intake cams 22, 23 is minimal or the valve opening angles 30, 31 of the exhaust cams 24, 25 are
  • a volume of the first working cylinder 26 may be completely emptied of exhaust gas resulting from combustion, thereby maximizing a volume available for incoming gas in a next cycle.
  • the intake valves 18, 19 close early, whereby the gas flowed completely in the first working cylinder 26 remains.
  • the first camshaft 12 by about 20 degrees camshaft angle to early and the second camshaft 14 by about 20 degrees
  • Exhaust valves 20, 21, as well as the total valve opening angle 38 of the intake valves 18, 19 are increased.
  • the first exhaust valve 20 opens early, whereby an outflow starts early, and an exhaust gas completely flows out despite the high rotational speeds.
  • the second exhaust valve 21 closes late and the first intake valve 18 opens early, resulting in a large overlap of the valve opening angles 31, 28 of 24 degrees
  • Camshaft angle yields.
  • the second inlet valve 19 closes late, whereby a fresh gas flowing in at high speed further fills the working cylinder 26.

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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 un dispositif de commande de soupapes destiné à un moteur à combustion interne de véhicule automobile, comprenant un premier arbre à cames (12) pour l'actionnement commun d'au moins une soupape d'admission (18, 18', 18", 18"') et d'au moins une soupape d'échappement (20, 20', 20", 20"') d'un cylindre de travail (26, 26', 26", 26"') du moteur à combustion interne (11), un premier déphaseur d'arbre à cames (16) destiné au réglage d'une position de phase du premier arbre à cames (12), un deuxième arbre à cames (14), lequel est conçu pour l'actionnement commun d'au moins une soupape d'admission supplémentaire (19, 19', 19", 19"') et d'au moins une soupape d'échappement supplémentaire (21, 21', 21", 21"') du vérin de travail (26, 26', 26", 26"') du moteur à combustion interne (11), et un deuxième déphaseur d'arbre à cames (17) destiné au réglage d'une position de phase du deuxième arbre à cames (14).
PCT/EP2014/000697 2013-04-26 2014-03-15 Dispositif de commande de soupapes pour moteur à combustion interne WO2014173480A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013007270.0 2013-04-26
DE201310007270 DE102013007270A1 (de) 2013-04-26 2013-04-26 Ventiltriebvorrichtung für eine Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2014173480A1 true WO2014173480A1 (fr) 2014-10-30

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PCT/EP2014/000697 WO2014173480A1 (fr) 2013-04-26 2014-03-15 Dispositif de commande de soupapes pour moteur à combustion interne

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WO (1) WO2014173480A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2228533A (en) * 1988-12-24 1990-08-29 Ford Motor Co I.c.engine valve gear
WO2001042627A1 (fr) * 1999-12-13 2001-06-14 Volvo Car Corporation Moteur a combustion interne a quatre temps a synchronisation variable des cames
DE10122775A1 (de) * 2000-05-18 2001-11-22 Ford Global Tech Inc Hybrider Motor und Verfahren zu dessen Taktsteuerung
DE102006042912A1 (de) * 2006-09-13 2008-03-27 Volkswagen Ag Brennkraftmaschine mit gemischten Nockenwellen
EP2031196A2 (fr) * 2007-08-29 2009-03-04 Volkswagen AG Moteur à combustion interne
EP2048331A2 (fr) * 2007-10-12 2009-04-15 Volkswagen Moteur à combustion interne doté d'arbres à came mixtes

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2228533A (en) * 1988-12-24 1990-08-29 Ford Motor Co I.c.engine valve gear
WO2001042627A1 (fr) * 1999-12-13 2001-06-14 Volvo Car Corporation Moteur a combustion interne a quatre temps a synchronisation variable des cames
DE10122775A1 (de) * 2000-05-18 2001-11-22 Ford Global Tech Inc Hybrider Motor und Verfahren zu dessen Taktsteuerung
DE102006042912A1 (de) * 2006-09-13 2008-03-27 Volkswagen Ag Brennkraftmaschine mit gemischten Nockenwellen
EP2031196A2 (fr) * 2007-08-29 2009-03-04 Volkswagen AG Moteur à combustion interne
EP2048331A2 (fr) * 2007-10-12 2009-04-15 Volkswagen Moteur à combustion interne doté d'arbres à came mixtes

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