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WO1997007324A2 - Moteur a combustion interne et procede de fonctionnement d'un mecanisme de distribution d'un moteur a combustion interne - Google Patents

Moteur a combustion interne et procede de fonctionnement d'un mecanisme de distribution d'un moteur a combustion interne Download PDF

Info

Publication number
WO1997007324A2
WO1997007324A2 PCT/DE1996/001538 DE9601538W WO9707324A2 WO 1997007324 A2 WO1997007324 A2 WO 1997007324A2 DE 9601538 W DE9601538 W DE 9601538W WO 9707324 A2 WO9707324 A2 WO 9707324A2
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
valve
speed
valves
Prior art date
Application number
PCT/DE1996/001538
Other languages
German (de)
English (en)
Other versions
WO1997007324A3 (fr
Inventor
Erwin Korostenski
Armin Bertsch
Reiner Walter
Original Assignee
Erwin Korostenski
Armin Bertsch
Reiner Walter
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 Erwin Korostenski, Armin Bertsch, Reiner Walter filed Critical Erwin Korostenski
Priority to AU76176/96A priority Critical patent/AU7617696A/en
Publication of WO1997007324A2 publication Critical patent/WO1997007324A2/fr
Publication of WO1997007324A3 publication Critical patent/WO1997007324A3/fr

Links

Classifications

    • 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
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • 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
    • F01L1/356—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 making the angular relationship oscillate, e.g. non-homokinetic drive
    • 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
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • 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
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • 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

  • the invention relates to an internal combustion engine with a device for cyclically changing the rotational speed of a cam for gas exchange control and a working method of a valve drive of an internal combustion engine with a device for cyclically changing the rotational speed of a cam for gas exchange control.
  • WO 95/02116 describes a method and a device for variably controlling a valve of an internal combustion engine for throttle-free load control of an Otto engine via the lifting function of one or more intake valves per cylinder. This document suggests intake valves to be closed at different times
  • REPLACEMENT BLA ⁇ (RULE 26) open so that a specific charge movement is caused in the combustion chamber.
  • Similar valves are either two inlet valves or two
  • the problem on which the invention is based is to adapt the inflow conditions of the fresh gas and / or the outflow conditions of the combustion gas and the charge movement in the combustion chamber in an internal combustion engine to the requirements in different operating points of the internal combustion engine as optimally as possible without increasing the construction effort of the internal combustion engine inadmissibly.
  • an internal combustion engine is proposed with a device for cyclically changing the speed of rotation of a cam for gas exchange control with two identical valves per combustion chamber, each of which is assigned a cam, at least one of the cams being operatively connected to the device for cyclically changing the speed of rotation of a cam, and so on controllable is that the valve assigned to it is fully open with a time offset compared to the other similar valve, and the Valves of the same type are fully open at the same time in the upper speed range and / or in the upper load range and are fully open at different times in the lower speed range and / or in the lower load range.
  • one intake valve in particular is thus later fully opened in the lower speed range than the other intake valve, so that the majority of the charge flows into the combustion chamber via the other intake valve and generates the desired swirl there.
  • a time offset of the times of the different opening of the valves of the same type, in particular of the inlet valves, is preferably limited to a speed of less than 50% of the maximum speed and / or a load range of less than 50% of the maximum load, one as a measure of the maximum load maximum throttle valve opening, a maximum injection quantity or a maximum boost pressure can be selected.
  • Range of the highest piston speed that means in the range from about 65 ° to TDC to about 85 ° to TDC, in particular at 75 ° to TDC, the stroke of one intake valve is significantly smaller than that of the other intake valve, the stroke of the one that is less open in this area Intake valve is about 50% of the stroke of the other intake valve.
  • the stroke of the inlet valve which later reaches its maximum stroke is preferably about 30% of the maximum valve stroke in this area.
  • the cams of both inlet valves can be controlled independently of one another and accordingly their speed of rotation can be changed cyclically independently of one another. This enables the change to be made in opposite directions, so that the spread of one intake valve is reduced and the spread of the other intake valve is increased. As a result, the one inlet valve opens earlier and the other inlet valve later, which increases the distance between the times at which the respective inlet valves are fully open and accordingly the vast majority of the charge flows into the combustion chamber via the earlier opening inlet valve.
  • the cams are shaped such that one inlet valve opens later and closes earlier and has a smaller maximum stroke than the other inlet valve.
  • 1 is a partial longitudinal section of a valve train with two rotatable cams for the actuation of two intake valves of a cylinder
  • FIG. 6 shows the valve lift curves of the two intake valves, which results from the position of the eccentric shown in FIG. 5,
  • valve lift curves for the exhaust valves EX and the intake valves IN, wherein in addition to the basic setting, a valve lift curve shifted in the early direction and a valve shift curve shifted in the late direction is shown for the intake valves.
  • FIG. 8 shows a representation corresponding to FIG. 7, wherein in addition to the respective base curves, five valve lift curves for an inlet valve are shown which are shifted differently in the direction of early,
  • FIG. 9 shows a representation corresponding to FIG. 8, five valve lift curves for an intake valve being shifted differently in the late direction, and
  • FIGS. 8 and 9 are shown together.
  • FIGS. 1 and 2 On the camshaft 1, the axis of rotation of which is denoted by 2, are rotatably mounted first and second cams 3 and 4, which actuate first and second inlet valves of a cylinder of an internal combustion engine (not shown) via key tappets 5 and 6.
  • the adjustment devices for the two cams 3 and 4 are identical, so that only the following Adjustment device for the first cam 3 and its mode of operation is described.
  • the parts of the adjusting device for the second cam 4 are identified by the same reference numerals, but with a dash.
  • an inner eccentric 7 is mounted on the camshaft 1, which has an eccentric outer circumferential surface 8 on which an outer eccentric 9 is rotatably mounted.
  • an annular intermediate member 11 is rotatably mounted, on the one hand being drivingly connected to the camshaft 1 and on the other hand to the cam 3.
  • the connection to the camshaft 1 takes place in the embodiment by means of a radially arranged pin 12, which is articulated with a cylindrical head 13 in a bore 14 in the intermediate member 11 parallel to the axis of rotation 2 of the camshaft 1 and is displaceable through a radial bore 15 in the camshaft 1 extends.
  • the intermediate member 11 On its side facing the cam 3, the intermediate member 11 has a sliding guide in the form of a radial groove 16.
  • a transmission element 17 in the form of a pin is rotatably mounted in an axially parallel bore 18 in the cam 3 and carries a sliding block 19 which engages in the radial groove 16.
  • the inner eccentric 7 carries an outer ring gear 20 which is coaxial with the camshaft axis of rotation 2.
  • an outer ring gear 22 is mounted which engages with a lug 23 in a radial groove 24 on the outer eccentric 9.
  • the inner eccentric 7 and the outer eccentric 9 can be rotated together or relative to one another by adjusting wheels (not shown) which engage in the outer ring gear 20 and 22, as a result of which the intermediate member 11 is displaced relative to the camshaft 1.
  • the rotation of the camshaft 1 is transmitted to the intermediate member 11 via the pin 12.
  • the resulting rotation of the intermediate member 11 is transmitted to the cam 3 via the sliding block 19 engaging in the radial groove 16. If the eccentricity el of the circumferential surface 8 of the inner eccentric 7 is equal to the eccentricity e2 of the circumferential surface 10 of the outer eccentric 9 and both eccentrics 7 and 9 are at such an angular position that their eccentricities are opposite one another, as shown in FIGS.
  • the intermediate member 11 is in a position in which its axis of rotation Z coincides with the camshaft axis of rotation 2. In this position, the cam 3 rotates synchronously with the camshaft 1.
  • the intermediate member 11 can be displaced relative to the camshaft rotation axis 2 by appropriate rotation of the inner and outer eccentric.
  • the angular velocity of the cam 3 relative to the camshaft 1 is changed cyclically and the opening duration of the intake valve is thus changed so that it is actuated via the tappet 5.
  • the intermediate member 11 is displaced at an angle to the valve axis V (FIG. 5), the spreading of the inlet valve, that is to say the distance between its largest valve elevation and TDC, is also changed.
  • Valve axis V are shifted radially outwards by the sum e of the eccentricities el and e2 with respect to the camshaft axis of rotation 2.
  • the angular velocity of the cams which are driven by the intermediate members, changes cyclically relative to the angular velocity of the camshaft such that the opening duration of the Intake valves is reduced.
  • the valve lift curve E ⁇ _ of the first valve actuated by the cam 3 and the valve lift curve E 2 of the second valve actuated by the cam 4 are shown in solid lines in the position of the inner and outer eccentrics shown in FIGS.
  • the cams 3 and 4 have different shapes in the exemplary embodiment, so that the first inlet valve has a larger opening duration and a greater maximum thrust than the second inlet valve.
  • valve lift curves are given the shape Ei 'or E2' shown in broken lines. It can be seen that both intake valves open later and close earlier. With such a radial displacement of the axes of rotation Z of the intermediate members, the spread of the inlet valves, ie the distance Si or S2 of the maximum stroke from TDC, remains unchanged. Any intermediate positions of the outer and / or inner eccentrics are also possible in order to give the valve lift curves a certain shape.
  • the inner and outer eccentrics 7, 9 are common from the position of FIG. 3 by an angle ⁇ i against the direction of rotation D of the camshaft and the inner eccentrics 7 ', 9' are common by the same angle U> 2 i n the direction of rotation D rotated.
  • the spread Si 'of the first inlet valve is thus reduced and the spread S 2 ' of the second inlet valve is increased.
  • the second inlet valve opens much later than the first inlet valve, so that the major part of the charge flows through the first inlet valve into the combustion chamber and generates the desired swirl there. If the valve lift curves are rotated accordingly by and / or external eccentrics are placed in such a way that in the region of the greatest piston speed, which occurs approximately at 75 ° KW after TDC, the stroke h 2 of the second inlet valve is substantially smaller than the stroke hi of the first inlet valve and is, for example, only about 50% of the same , the effect of a complete shutdown of the second inlet valve is largely achieved.
  • angles ⁇ 1 and ⁇ J> 2 do not have to be the same, but can be different depending on the desired change in the spread.
  • FIG. 7 shows a valve lift curve EX for an exhaust valve and a valve lift curve IN for an intake valve.
  • the curves EX and IN referred to as base curves correspond to the control times which are provided for the upper speed and / or load range, in particular for the upper speed range.
  • the cam shape and thus the opening duration and the maximum stroke are similar valves equal.
  • an eccentricity is set in each case, which has the consequence that the spread and the valve opening duration of an intake valve is shortened (curve 1), while the spread of the second intake valve is greater when the opening duration is also shortened is set (curve 2).
  • FIG. 9 shows the valve lift curves for the same eccentricities as in FIG. 8, but with a phase angle U> of -30 °.
  • FIGS. 8 and 9 show the valve lift curves of FIGS. 8 and 9 in a common representation. This shows how a desired temporal offset of the valve lift curves of two intake valves can be achieved by gradually increasing the eccentricity.
  • the invention can also be advantageously used in diesel internal combustion engines with two intake valves per cylinder. So far, a swirl duct and a filling duct have been provided in such internal combustion engines in order to achieve a strong swirling of the injected fuel with the air with the swirl generated by the swirl duct, which is particularly important in the lower speed range. However, the swirl channel reduces the filling and thus the performance in the upper speed range.
  • both inlet channels can be designed as filling channels, since the late opening of one inlet valve in the lower speed range causes the combustion air to flow predominantly into the combustion chamber via the other inlet valve and there the desired swirl is generated, even if the inlet duct assigned to this other inlet valve is designed as a filling duct, possibly with a small swirl effect.
  • E ⁇ ⁇ ei mentions that the change in the opening time of the expansion described above in connection with two inlet valves can in principle also be carried out with two outlet valves using the same adjusting devices.
  • This can be useful, for example, in an internal combustion engine with an exhaust gas turbocharger, in which one exhaust duct is connected to the turbine of the exhaust gas turbocharger and the other exhaust duct is connected to a bypass line that bypasses the turbine.
  • the exhaust valve which is assigned to the exhaust duct connected to the bypass line, opens later than the other exhaust valve, the exhaust gas flow is predominantly supplied to the turbine.
  • the opening of the first-mentioned exhaust valve is started earlier, so that a larger partial flow of the exhaust gas can flow past the trubine into the bypass line.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un moteur à combustion interne équipé d'un dispositif qui modifie cycliquement la vitesse de rotation d'une came de commande des échanges gazeux et qui est pourvu de deux soupapes de même type par chambre de combustion. Une came est associée à chaque soupape. Au moins une des cames est reliée au dispositif décrit et peut être commandée par celui-ci de sorte que l'ouverture totale de la soupape qui lui est associée soit décalée dans le temps par rapport à celle des autres soupapes de même type. Les soupapes s'ouvrent toutes en même temps dans la plage supérieure de régime et/ou de charge et s'ouvrent de manière décalée dans le temps dans la plage inférieure de régime et/ou de charge. Selon le procédé décrit de fonctionnement du mécanisme d'entraînement d'un moteur à combustion interne, les deux soupapes d'admission sont de préférence pilotées séparément dans la plage inférieure de régime et/ou de charge. A cet effet, à partir d'une position dans laquelle les deux soupapes d'admission sont totalement ouvertes en même temps, une des cames est pilotée de sorte que la soupape d'admission qui lui est associée s'ouvre totalement plus tôt et l'autre came est pilotée de sorte que la soupape d'admission qui lui est associée s'ouvre totalement plus tard.
PCT/DE1996/001538 1995-08-19 1996-08-19 Moteur a combustion interne et procede de fonctionnement d'un mecanisme de distribution d'un moteur a combustion interne WO1997007324A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU76176/96A AU7617696A (en) 1995-08-19 1996-08-19 Internal combustion engine and process for operating the valve gear mechanism of an internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19530543.4 1995-08-19
DE19530543 1995-08-19

Publications (2)

Publication Number Publication Date
WO1997007324A2 true WO1997007324A2 (fr) 1997-02-27
WO1997007324A3 WO1997007324A3 (fr) 1997-03-20

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PCT/DE1996/001538 WO1997007324A2 (fr) 1995-08-19 1996-08-19 Moteur a combustion interne et procede de fonctionnement d'un mecanisme de distribution d'un moteur a combustion interne

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Country Link
AU (1) AU7617696A (fr)
WO (1) WO1997007324A2 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2365508A (en) * 2000-08-08 2002-02-20 Mechadyne Internat Plc Variable valve timing mechanism
WO2004074659A1 (fr) * 2003-02-20 2004-09-02 Daimlerchrysler Ag Procede pour commander une soupape d'admission d'un moteur a combustion interne
WO2006078935A1 (fr) * 2005-01-18 2006-07-27 Borgwarner Inc Reduction d'evenement de soupe par l'intermediaire du fonctionnement d'un synchroniseur de phases de cames a action rapide
DE102007007758A1 (de) * 2007-02-16 2008-08-21 Mahle International Gmbh Ventiltrieb eines Hubkolben-Verbrennungsmotors
EP1795718A4 (fr) * 2004-09-15 2009-03-18 Yamaha Motor Co Ltd Dispositif d'entraînement de soupape variable, moteur et motocyclette
CN112443403A (zh) * 2019-09-05 2021-03-05 曼恩能源方案有限公司 用于致动气体交换阀的气门机构和方法
DE102015121160B4 (de) 2015-09-21 2022-01-05 Hyundai Motor Company Stufenlos verstellbare Ventilhubvorrichtung und Motor, der mit derselben ausgestattet ist

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5946310A (ja) * 1982-09-10 1984-03-15 Mazda Motor Corp エンジンのバルブタイミング制御装置
DE4104872A1 (de) * 1991-02-18 1992-08-20 Wolfgang Schieck Verfahren zur drosselfreien laststeuerung fuer ottomotoren
DE4404708C2 (de) * 1993-02-15 2000-04-13 Unisia Jecs Corp Ventilsteuer-Vorrichtung für einen Verbrennungskraftmotor
DE4413406C2 (de) * 1994-04-18 1999-05-06 Korostenski Erwin Brennkraftmaschine mit variabler Ventilsteuerung

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2365508A (en) * 2000-08-08 2002-02-20 Mechadyne Internat Plc Variable valve timing mechanism
WO2004074659A1 (fr) * 2003-02-20 2004-09-02 Daimlerchrysler Ag Procede pour commander une soupape d'admission d'un moteur a combustion interne
US7165519B2 (en) 2003-02-20 2007-01-23 Daimlerchrysler Ag Method for controlling an inlet valve of an internal combustion engine
EP1795718A4 (fr) * 2004-09-15 2009-03-18 Yamaha Motor Co Ltd Dispositif d'entraînement de soupape variable, moteur et motocyclette
WO2006078935A1 (fr) * 2005-01-18 2006-07-27 Borgwarner Inc Reduction d'evenement de soupe par l'intermediaire du fonctionnement d'un synchroniseur de phases de cames a action rapide
US7568458B2 (en) 2005-01-18 2009-08-04 Borgwarner Inc. Valve event reduction through operation of a fast-acting camshaft phaser
DE102007007758A1 (de) * 2007-02-16 2008-08-21 Mahle International Gmbh Ventiltrieb eines Hubkolben-Verbrennungsmotors
US9080472B2 (en) 2007-02-16 2015-07-14 Mahle International Gmbh Valve train of a reciprocating piston combustion engine
DE102015121160B4 (de) 2015-09-21 2022-01-05 Hyundai Motor Company Stufenlos verstellbare Ventilhubvorrichtung und Motor, der mit derselben ausgestattet ist
CN112443403A (zh) * 2019-09-05 2021-03-05 曼恩能源方案有限公司 用于致动气体交换阀的气门机构和方法
CN112443403B (zh) * 2019-09-05 2024-01-05 曼恩能源方案有限公司 用于致动气体交换阀的气门机构和方法

Also Published As

Publication number Publication date
AU7617696A (en) 1997-03-12
WO1997007324A3 (fr) 1997-03-20

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