WO2017071703A1

WO2017071703A1 - Valve timing actuator comprising a iron chip collecting magnet in an oil pipe

Info

Publication number: WO2017071703A1
Application number: PCT/DE2016/200456
Authority: WO
Inventors: Stefan Konias; Jens Hoppe
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2015-10-26
Filing date: 2016-09-29
Publication date: 2017-05-04
Also published as: DE102016218784A1

Abstract

The invention relates to a valve timing actuator (1) for an internal combustion engine of a motor vehicle, comprising an actuator block (2) that includes a high-pressure chamber (3) for holding and/or conducting a hydraulic fluid, followed by a medium-pressure chamber (8), a solenoid valve (7) being mounted between said two chambers (3, 8), and a magnet (15) being mounted in the medium-pressure chamber (8). The invention also relates to an internal combustion engine comprising an intake valve timing actuator (1) of said type.

Description

Valve control actuator with iron accumulation solenoid in oil line

The invention relates to a valve control actuator which is also suitable as an inlet valve.

/ Auslassventilsteueraktuator or can be referred to as a camshaft adjuster. This intake valve control actuator is provided for use on / in an internal combustion engine of a motor vehicle. It has an actuator block in which a high pressure space for receiving and / or conducting a hydraulic fluid, such as oil, eg. Engine oil, is present, the high-pressure chamber with the interposition of a solenoid valve, for example. A quick-closing valve / quick-change valve / (solenoid) hydraulic valve in / to a medium pressure space prepared for receiving and / or conducting the hydraulic fluid passes / opens / is connected. From the prior art, different control valves for hydraulic media are already known, for example from DE 10 2012 201 548 A1, as well as so-called UniAir Systenne, under which name electro-hydraulic control systems for flexible intake valve control in internal combustion engines, preferably in gasoline engines are performed. Such UniAir intake valve timing actuators have only one overhead camshaft. The exhaust valves are actuated mechanically by the exhaust cams of this camshaft directly via so-called pestle. There is one intake cam per cylinder on the camshaft. This does not act directly on the inlet valves, but on an electro-hydraulic transmission unit. This transfer unit comprises a roller rocker arm and a hydraulic, a master piston, a pressure chamber, a solenoid valve and a slave piston on the two inlet valves. The stroke of the cam is thus transferred purely through the oil hydraulics to intake valve stems. If the solenoid valve arranged in the pressure chamber remains closed during a valve stroke, no oil can flow away and the valves follow rigidly the elevation curve predetermined by the cam shape. If, however, the solenoid valve is opened by the engine control unit, part of the oil can escape from the pressure chamber into a low-pressure circuit. The respective inlet valves then only partially or not at all carry out the maximum travel predetermined by the cam. This allows both the valve lift and the Phase length of valve opening and closing by the electrical control of the solenoid valve - are controlled in the predetermined by the mechanical shape of the cam frame - variable than previously customary. One can also speak of an attack "lost-motion system".

Due to the variable intake control, the cylinder charge can not be controlled directly without the use of a throttle valve. Mostly, however, conventional throttle valves are still used in order to still have a bridging option for the emergency operation in case of failure of the system. In normal operation, however, such a throttle is normally fully open. This reduces the throttling losses in the intake tract, which benefits the fuel consumption. Load- and torque-dependent adaptation of the valve strokes and control times improve engine efficiency. Also, the starting and cold start behavior of the engine is improved.

For example, DE 10 2013 220 555 B4 refers to such a UniAir configuration. There, a hydraulic valve control of an internal combustion engine is presented. It is proposed there to use an electro-hydraulic valve control for fully variable actuation of one of the gas exchange valves of an internal combustion engine with a recuperating high-pressure accumulator. The invention begins precisely in this UniAir area.

In the current state of the art, it can during the assembly of the actuator internally to metal shavings, such as iron filings, come that collect after a short run-in phase in the solenoid valve and there can lead to jamming of the valve, which is synonymous with the failure of the Gesamtaktors. The metal shavings are usually due to installation, but also operating shavings, for example. Iron filings can cause the total failure of the intake valve control actuator. It is the object of the invention to eliminate the disadvantages of the prior art and to provide an improvement. In particular, the failure of the intake valve control actuator, based on metal chips, should be prevented / eliminated by simple means. This object is achieved in a generic intake valve control actuator in that a magnet is mounted in the medium-pressure space. Unlike filters, a good and long-lasting cleaning effect is achieved here. Thus, an actuator is presented, in which a permanent magnet is additionally mounted in the medium-pressure space, where it collects all metallic chips from the engine oil and holds it in this position. This prevents jamming of the solenoid valve or any other component of the actuator. Advantageous embodiments are claimed in the subclaims and are explained in more detail below.

Thus, it is advantageous if the magnet is designed as a permanent magnet. As a result, it is possible to dispense with the supply of electric current and the total consumption of the internal combustion engine can remain low since no additional electrical consumers need to be operated.

In order to prevent jamming of the magnet in the medium-pressure space, it is advantageous if the magnet is preferably fixed in a force-fit, substance and / or form-fitting manner releasably or non-releasably attached to a wall of the medium-pressure space.

It has proven to be efficient in the assembly when the magnet is glued in / on a line section of the medium-pressure space, on / pressed, crimped and / or caulked. In one of these solutions or a combination of solutions, a particularly good force of the magnet can be caused on the wall, so that even under extreme conditions over a long life of the magnet is held captive.

If the magnet is arranged in a portion of low flow, compared to the inlet and / or outlet of the medium-pressure space, so a particularly good collection effect is the result. Due to the reduction of the flow or (almost) lack of flow, such a low kinetic energy has to be overcome by the magnetic force that a good "filtering effect" is achieved. It has proven to be particularly good if the magnet is arranged in a passage extension region, diameter extension region and / or a dead end region / blind hole region. An advantageous embodiment is also characterized in that the dead end area is formed in the manner of a pocket, a bulge / indentation or an excavation / cavity. As a result, a calming of the flow in the medium-pressure space can be effected and a good chipping out can be achieved. It is advantageous if the magnet is arranged near an intersection region of several line sections of the medium-pressure space or in it, in order to be able to act as efficiently as possible.

Furthermore, it is advantageous if, in addition to or behind the magnet, as seen from an inlet or outlet of the medium-pressure space, a venting duct branches off.

The invention also relates to an internal combustion engine having an intake valve control actuator according to the invention. It is thus expedient if a permanent magnet is integrated in the medium-pressure space in a region with a low flow velocity. This can be held in position by the following process steps: pressing in, caulking, gluing. In other words, the invention relates to an actuator for a UniAir system. The inventive concept relates to a permanent magnet which is used in a medium-pressure chamber as a collector for chips.

The invention will be explained in more detail with the aid of a drawing.

Show it:

1 shows a longitudinal section through an inlet valve control actuator, 2 shows a 3D overview sketch of a first embodiment of the invention

Inlet valve control actuator according to the invention with integrated

3 shows a further 3D overview sketch from another perspective on a longitudinally cut inlet valve control actuator from FIG. 2, FIG.

Fig. 4 is a longitudinal sectional view of the actuator of Figs. 2 and 3, and Fig. 5 is a longitudinal sectional view taken along a horizontal plane by the actuator of Figs. 2 and 4.

The figures are merely schematic in nature and are only for the understanding of the invention. The same elements are provided with the same reference numerals.

In Fig. 1, a valve timing actuator / intake / exhaust valve timing actuator 1 is shown attached to or attachable to a cylinder head of an internal combustion engine. The intake valve control actuator 1 has an actuator block 2, which may also be referred to as an actuator block. The actuator block 2 forms a high-pressure chamber 3, comprising three high-pressure sub-lines 4, 5 and 6.

One of the high-pressure sub-lines, namely the high-pressure sub-line 4, opens into a region of a magnetic valve 7, which is designed as a quick-acting switching valve (SSV). This solenoid valve 7 closes the transition to a medium-pressure chamber 8 in

Aktorblock 2. The medium-pressure chamber 8 also has three sub-lines, namely a medium-pressure sub-line 9, a medium-pressure sub-line 10 and a medium-pressure sub-line 1 1st In the area of a T-junction 12, the three medium-pressure sub-lines 9, 10 and 1 1 of the medium-pressure space 8 open together.

A pressure accumulator 13 adjoins the intermediate-pressure sub-line 1 1. The pressure accumulator 13 can also be referred to as a pressure accumulator. From the T-junction 12, in extension of the medium-pressure sub-line 9 branches off a venting channel 14 from. Between the vent channel 14 and the T-junction 12 is a, not shown in Fig. 1, magnet 15 is attached. The magnet 15 is out in the manner of a permanent magnet 16 shaped. The magnet 15 or the permanent magnet 16 is particularly well in the Fign. 2 to 5 to recognize. To the intermediate-pressure sub-line 10 includes a riser 17, in which a check valve 18 is present. The check valve 18 can be fed "normal" engine oil, via the supply channel 19 and that at low pressure, such as ambient pressure.

In FIG. 2 it can be seen that the permanent magnet 16 is arranged in the region of a pocket 20. The permanent magnet 16 is thus arranged in a passage extension region between two openings 21 or offset therefrom. In the embodiment of FIGS. 2 to 5 it is arranged in a dead end area 22. The openings 21 serve as inlet or outlet.

In an opening 21, as can be seen well in Fig. 4, designed as a quick-acting valve solenoid valve 7 is arranged. In Aktorblock 2 is also a Druckspei- rather 23 available. Furthermore, the medium-pressure space 8 is closed by a cover 44. The pressure accumulator 23 may also be designed as a pressure accumulator 13 or instead of the pressure accumulator 23, the pressure accumulator 13 can be used.

List of Reference Valve Control Actuator / Inlet / Outlet Valve Actuator Actuator Block

High-pressure chamber

High pressure subline

magnetic valve

Medium-pressure chamber

Medium-pressure line

T junction

pressure accumulator

vent channel

magnet

permanent magnet

riser

check valve

Feed channel / feed channel

bag

opening

dead end area

accumulator

cover

Claims

claims

1 . Valve control actuator (1) for an internal combustion engine of a motor vehicle, having an actuator block (2) in which a high-pressure chamber (3) for receiving and / or conducting a hydraulic fluid is present, with the interposition of a solenoid valve (7) in a medium-pressure space (8) passes , characterized in that a magnet (15) is fixed in the medium-pressure space (8).

2. Ventilsteueraktor (1) according to claim 1, characterized in that the magnet (15) is designed as a permanent magnet (16).

3. Ventilsteueraktor (1) according to one of claims 1 or 2, characterized in that the magnet (15) non-positively, material and / or positively secured to a wall of the medium-pressure space (8).

4. Ventilsteueraktor (1) according to one of claims 1 to 3, characterized in that the magnet (15) glued in / on a line section of the medium-pressure space (8), on / pressed and / or caulked.

5. Ventilsteueraktor (1) according to one of claims 1 to 4, characterized in that the magnet (15) in a portion of low flow, compared to the inlet and / or outlet of the medium-pressure space (8) is arranged.

6. Ventilsteueraktor (1) according to one of claims 1 to 5, marked thereby, that the magnet (15) in a passage extension area,

Diameter extension area and / or a dead end area (22) is arranged.

7. Ventilsteueraktor (1) according to claim 6, characterized in that the

Dead end region (22) in the manner of a pocket (20), an indentation / indentation or an excavation / cavity is formed.

8. Ventilsteueraktor (1) according to one of claims 1 to 7, characterized in that the magnet (15) near an intersection region of a plurality of line sections of the medium-pressure space (8) is arranged.

Ventilsteueraktor (1) according to one of claims 1 to 8, characterized in that next to or behind the magnet (15), as seen from an inlet or outlet of the medium-pressure chamber (8), a venting channel (14) branches off.

10. Internal combustion engine with an intake valve control actuator (1) after

of the preceding claims.