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EP1588029B1 - Dispositif d'actionnement des soupapes de mouvement de gaz dans les moteurs a piston alternatif - Google Patents

Dispositif d'actionnement des soupapes de mouvement de gaz dans les moteurs a piston alternatif Download PDF

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Publication number
EP1588029B1
EP1588029B1 EP04700455A EP04700455A EP1588029B1 EP 1588029 B1 EP1588029 B1 EP 1588029B1 EP 04700455 A EP04700455 A EP 04700455A EP 04700455 A EP04700455 A EP 04700455A EP 1588029 B1 EP1588029 B1 EP 1588029B1
Authority
EP
European Patent Office
Prior art keywords
cam
valve
joint
curved joint
intermediate member
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP04700455A
Other languages
German (de)
English (en)
Other versions
EP1588029A2 (fr
Inventor
Helmut Schön
Kai-Uwe Keller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ThyssenKrupp Technologies AG
Original Assignee
ThyssenKrupp Automotive 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 ThyssenKrupp Automotive AG filed Critical ThyssenKrupp Automotive AG
Publication of EP1588029A2 publication Critical patent/EP1588029A2/fr
Application granted granted Critical
Publication of EP1588029B1 publication Critical patent/EP1588029B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • 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
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • 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
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F01L2013/0068—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "BMW-Valvetronic" type
    • 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
    • F01L2305/00—Valve arrangements comprising rollers

Definitions

  • the invention relates to a device for actuating the charge exchange valves in reciprocating engines, consisting of a housing, a rotatably mounted in the housing in a cam cam whose rotational movement is derived from a crankshaft, an actuated by this cam via a first cam joint intermediate member and an output member, which transmits the movement to the valve and is operatively connected to the intermediate member directly or via further transmission links and at least one further cam joint is provided within the operative connection from the first cam joint to the output member, said further cam joint at one of the two forming the cam link in itself gear members by a Curve is formed whose shape in the contact area in which a valve lift is generated, having at least one inflection point, wherein the inflection point in the region of the maximum valve lift descriptive curve is arranged.
  • DE-A 101 00 173 describes a fully variable mechanical valve drive for a reciprocating internal combustion engine, with a drive means for generating a lifting movement acting against the force of a closing spring on the charge exchange valve and with an intermediate member arranged between the drive means, for example a cam, and the charge exchange valve. acting on the charge exchange valve in the direction of its axis of motion and the stroke in the direction of the axis of movement via an adjustable guide element is changeable.
  • valve train for load control of a spark-ignited internal combustion engine is described.
  • the valve train is formed from a cam of a camshaft and at least one inlet valve with an immediate valve actuator, the output member, a transmission member and an adjusting means for influencing the lifting function of the transmission member.
  • the transmission member is drivingly installed between the cam and the driven member and has a first, acted upon by the cam and a second, acting on the driven member engagement surface.
  • a device is known from DE 196 29 349 A1.
  • various contour curves of an intermediate member for a device for actuating the charge exchange valves in reciprocating engines are shown.
  • this document is not concerned with the effects of the illustrated different contour curves on the forces acting between the gear members forcing forces and the resulting frictional forces.
  • DE 196 29 349 A1 Although a turning point in the context of the preamble of claim 1 can be seen, but lacks any indication that by a constructive targeted positioning of such a point of inflection, the constraints and friction forces can be influenced in the transmission system. Rather, DE 196 29 349 A1 deals with the task of specifying a valve train, which allows an adjustment of the Ventilhubverlaufs and the valve duration in a structurally satisfactory manner and with the most compact cylinder head can be designed constructive.
  • variable valve gearboxes that consist of 4, 5, 6 or more gear elements.
  • the cheapest and simplest are the 4-unit variable valve gears.
  • the teaching of the invention is therefore preferably carried out on 4- or 5-membered systems, although the teaching is also applicable to 6-membered and multi-membered systems.
  • the moving gear members are supported directly or indirectly in the housing.
  • the adjustment of the stroke movement of the valve for example, by the displacement of joints or slide tracks in the housing, which are supported in the power flow gear members.
  • valve gears Important criteria of such valve gears are that with the change of the valve lift also the opening angle, i. the duration of the valve lock is changed and that the contact between the cam and link is constantly maintained.
  • the accelerations of the valve at the valve opening should be as large as possible.
  • influencing factors serve the position and contours of the engaged cam joints and the position of the various rotary and sliding joints of the individual gear members.
  • valve trains the forces are highly dependent on speed.
  • the spring forces of the valve gears are designed in such a way that the forces resulting from the acceleration do not lead to loss of contact in the camshaft joints of the valve gearbox at the highest rotational speed for which the system is designed.
  • the control range of the valve can be divided into the area in which the largest valve acceleration takes place and in the area in which the largest valve lift takes place.
  • the area in which the largest valve acceleration takes place is immediately adjacent to the latching area. In this area, the highest forces occur at high engine speeds in a cam joint in which a reciprocating gear member is involved.
  • Such systems are designed for the transition from latching to the control area such that the constraining forces occurring in this area are minimized.
  • the invention has the object of developing the device described in the generic part of claim 1 or claim 8 to the effect that the forces or moments between the gear members, and if possible the forces or moments within the adjustment are minimized. This means that the constraining forces are kept as low as possible in the system, which at the same time advantageously leads to a reduction of the frictional forces.
  • the direction of the force can be freely determined within certain limits.
  • the inventive insertion of a turning point in one of the contours involved the curve joint is designed so that the angle of the power line remains as constant as possible throughout the movement sequence. As a result, the change in the amount of the introduced force is kept as small as possible.
  • the values of the valve acceleration are negative, in the case of the activation of the largest possible valve lift course, since the valve speed is decelerated. This is exactly where the greatest resulting compulsive forces can be expected.
  • the output member is formed by a towing or rocker arm.
  • the force introduced into the output member is determined by the acceleration, friction and spring forces from the valve operatively connected to the output member. These are determined by the design and the special design of the engine. The values depend on the engine speed and other influencing factors.
  • a force is introduced from the output member into the intermediate member.
  • Determining the size of the introduced into the intermediate member force is the ratio of the distances between the pivot point of the output member in the housing and the lines of action of the forces on the one hand to the intermediate member and on the other hand to the valve.
  • the line of action of the force is in each case the straight line, which is determined by the force direction and the position of the force. The directions of the forces thus substantially determine the force introduced into the intermediate member. If the direction of the force introduced into the intermediate element is perpendicular to the connecting line between the point of rotation of the driven element and the point of application of the force, then the amount of force introduced into the intermediate element is lowest.
  • the change of direction of the force is determined by a description of the direction of the surface normal in the point of contact in this curve joint.
  • Such a change in direction can be realized according to the invention by a turning point in one of the two curves of the curved joint concerned.
  • the contour is adapted to the cam accordingly.
  • inventive teaching is also applicable to valve gear in which the erfinungshow designed curve joint is arranged elsewhere than described above. It is irrelevant whether the curve of a cam joint of the meshing gear members is designed so or a curve in the housing on which one of the gear members is supported in a curved joint.
  • the subject invention is generally in all cam joints in the valve gear, with the exception of the cam joint, in which the driving revolving cam is involved, feasible.
  • the inventive design of the curve of the cam joint on one of the gear members involved acts on both, this cam joint forming gear members. It is thus irrelevant on which of the two curves of the cam joint involved the embodiment of the invention is arranged.
  • the contour described in the subject invention is applied to one of the curves of the intermediate member. In this case, preferably both the Curved joints of the intermediate member to the output member or the housing can be selected.
  • the transition region from the detent zone to the control area is specifically represented.
  • This transitional area plays an essential role in both opening and closing the valve. While the opening should be as fast as possible, the closing speed must be limited in its final phase in order to limit wear and noise. Since the same transitional area between the detent and the control area is used for opening and closing the valve, the two conflicting requirements must be resolved by means of a compromise.
  • the immediate transition area between the rest area and the control area is formed by section and involute sections.
  • Figures 1 and 2 show a device for actuating a charge exchange valve V in a reciprocating motor not shown.
  • the device includes a housing G, a n in the housing G rotatably mounted in a rotary joint cam N, whose rotational movement is derived from a crankshaft, not shown. From this cam N zn via a first cam joint, an intermediate member Z is operated, which acts on an output member A, which transmits the movement to the valve V.
  • a further cam joint za is provided which is formed by the contours Kz on the intermediate member and Ka on the output member.
  • the shape of the contour Kz on the intermediate member usually points exactly in the transition between the area, in with no valve lift - the area of the valve shut-off - and the area where a valve lift occurs - the control area given when the valve opens - exactly one inflection point W2. Furthermore, the shape of the contour Kz on the intermediate member in the contact region in which a valve lift that is greater than zero, generates a turning point W on.
  • the inflection point W is located substantially in the region of the cam joint which is to be assigned to the region of the beginning and ending valve lift. As can be seen in particular from FIG. 2, the point of inflection W is arranged in the region of the curve Kz describing the maximum possible valve lift.
  • the curve Ka is formed in this example by a circular arc, although other geometric shapes are conceivable.
  • the cam joint za is arranged in this example between the intermediate member Z and the output member A.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (8)

  1. Dispositif d'actionnement des soupapes (V) à deux voies d'alimentation des moteurs à piston, constitué :
    d'un boîtier (G), d'une came (N) montée à rotation dans une articulation de rotation (ng) de manière à pouvoir tourner dans le boîtier (G) et dont le déplacement de rotation est dérivé de celui d'un vilebrequin,
    d'un organe intermédiaire (Z) entraîné par cette came (N) par une première articulation à galet (zn) et d'un organe entraîné (A) qui transfère le déplacement à la soupe (V) et est relié fonctionnellement à l'organe intermédiaire directement ou par l'intermédiaire d'autres organes de transmission,
    au moins une autre articulation à galet (za) étant prévue dans la liaison fonctionnelle entre la première articulation à galet (zn) et l'organe entraîné (A), cette autre articulation à galet (za) étant formée sur l'un des deux organes de transmission (Z, A) qui forment intrinsèquement l'articulation à galet (za) par une courbe (Kz ou Ka) dont la forme dans la zone de contact dans laquelle un déplacement de la soupape est créé présente au moins un point d'inflexion (W), le point d'inflexion (W) étant situé dans la zone de la courbe (Kz ou Ka) qui décrit la plus longue course possible de la soupape,
    caractérisé en ce que le point d'inflexion (W) est disposé de telle sorte que la normale à la surface au point de contact auquel la course la plus longue de la soupape est atteinte, est sensiblement identique à la normale à la surface au point de contact auquel la plus forte accélération de la soupape a lieu.
  2. Dispositif selon la revendication 1, caractérisé en ce que le déplacement transmis à la soupape (V) peut être modifié par modification de la position et de l'orientation d'au moins un organe de transmission ou de ses points d'articulation par rapport au boîtier (G).
  3. Dispositif selon les revendications 1 ou 2, caractérisé en ce que l'articulation à galet (za) est formée sur l'un des deux organes de transmission (Z, A) qui forment cette articulation à galet, par une courbe (Kz ou Ka) dont la forme dans la zone de contact dans laquelle la course de la soupape est créée présente exactement un point d'inflexion (W).
  4. Dispositif selon les revendications 1 à 3, caractérisé en ce que l'articulation à galet (za) est formée sur l'autre des deux organes de transmission (Z, A) qui la forment par une courbe (Ka ou Kz) dont la forme est celle d'un arc de cercle ou d'un cercle.
  5. Dispositif selon les revendications 1 à 4, caractérisé en ce que l'articulation à galet (za) est disposée entre l'organe intermédiaire (Z) et l'organe entraîné (A).
  6. Dispositif selon les revendications 1 à 4, caractérisé en ce que l'articulation à galet (za) est disposée entre l'organe intermédiaire (Z) et le boîtier (G).
  7. Dispositif selon les revendications 1 à 4, caractérisé en ce que l'articulation à galet (za) est disposée sur un organe de transmission situé entre l'organe intermédiaire (Z) et l'organe entraîné (A).
  8. Dispositif d'actionnement des soupapes (V) à deux voies d'alimentation des moteurs à piston, constitué :
    d'un boîtier (G), d'une came (N) montée à rotation dans une articulation de rotation (ng) de manière à pouvoir tourner dans le boîtier (G) et dont le déplacement de rotation est dérivé de celui d'un vilebrequin,
    d'un organe intermédiaire (Z) entraîné par cette came (N) par une première articulation à galet (zn) et d'un organe entraîné (A) qui transfère le déplacement à la soupe (V) et est relié fonctionnellement à l'organe intermédiaire directement ou par l'intermédiaire d'autres organes de transmission,
    au moins une autre articulation à galet (za) étant prévue dans la liaison fonctionnelle entre la première articulation à galet (zn) et l'organe entraîné (A),
    caractérisé en ce que cette autre articulation à galet (za) est formée sur l'un des deux organes de transmission (Z, A) qui forment intrinsèquement l'articulation à galet (za), par une courbe (Kz ou Ka) dont la forme dans la zone de contact dans laquelle a lieu la transition entre la zone dans laquelle aucune course de soupape n'est créée et la zone dans laquelle une course de soupape est créée est formée par un parcours et par une partie à développante.
EP04700455A 2003-01-22 2004-01-07 Dispositif d'actionnement des soupapes de mouvement de gaz dans les moteurs a piston alternatif Expired - Lifetime EP1588029B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10302260 2003-01-22
DE10302260A DE10302260B4 (de) 2003-01-22 2003-01-22 Vorrichtung zur Betätigung der Ladungswechselventile in Hubkolbenmotoren
PCT/EP2004/000035 WO2004065764A2 (fr) 2003-01-22 2004-01-07 Dispositif d'actionnement des soupapes de mouvement de gaz dans les moteurs a piston alternatif

Publications (2)

Publication Number Publication Date
EP1588029A2 EP1588029A2 (fr) 2005-10-26
EP1588029B1 true EP1588029B1 (fr) 2006-05-17

Family

ID=32694915

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04700455A Expired - Lifetime EP1588029B1 (fr) 2003-01-22 2004-01-07 Dispositif d'actionnement des soupapes de mouvement de gaz dans les moteurs a piston alternatif

Country Status (5)

Country Link
US (1) US20060130786A1 (fr)
EP (1) EP1588029B1 (fr)
AT (1) ATE326618T1 (fr)
DE (2) DE10302260B4 (fr)
WO (1) WO2004065764A2 (fr)

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1242280A (fr) * 1958-12-13 1960-09-23 Bosch Gmbh Robert Dispositif de commande par cames, en particulier pour pompes d'injection de carburant
DE1526488B1 (de) * 1966-03-10 1970-05-14 Maschf Augsburg Nuernberg Ag Nocken zur Steuerung der Ventile einer Brennkraftmaschine
DE2629554A1 (de) * 1976-07-01 1978-01-12 Daimler Benz Ag Lastregelung fuer gemischverdichtende brennkraftmaschinen mit ventilsteuerung
DE2810784C3 (de) * 1978-03-13 1981-10-29 Daimler-Benz Ag, 7000 Stuttgart Nocken für einen Ventiltreb zur Steuerung von Brennkraftmaschinen
US4382428A (en) * 1981-06-08 1983-05-10 Tourtelot Jr Edward M Contoured finger follower variable valve timing mechanism
FR2519375B1 (fr) * 1981-12-31 1986-07-11 Baguena Michel Distribution variable pour moteur a quatre temps
DE3833540A1 (de) * 1988-10-01 1990-04-12 Peter Prof Dr Ing Kuhn Vorrichtung zur betaetigung der ventile an verbrennungsmotoren mit veraenderlicher ventilerhebungskurve
DE4135257C2 (de) * 1991-10-25 1998-09-03 Peter Prof Dr Ing Kuhn Vorrichtung zur Betätigung der Ventile in Verbrennungsmotoren mittels umlaufender Nocken
JP3167180B2 (ja) * 1992-07-03 2001-05-21 マツダ株式会社 エンジンのバルブタイミング制御装置
DE19629349A1 (de) * 1996-07-20 1998-01-22 Dieter Dipl Ing Reitz Ventiltrieb und Zylinderkopf einer Brennkraftmaschine
DE19645112A1 (de) * 1996-11-01 1998-05-14 Roland Klaar Gebaute Nockenwelle
DE19913742A1 (de) * 1999-03-26 2000-09-28 Bayerische Motoren Werke Ag Vorrichtung zur Hubverstellung eines Gaswechselventils im Zylinderkopf einer Brennkraftmaschine
EP1096115B1 (fr) * 1999-10-29 2002-07-10 STS System Technology Services GmbH Dispositif de régulation mécanique de la levée de soupape de moteur à combustion interne
DE10006018B4 (de) * 2000-02-11 2009-09-17 Schaeffler Kg Variabler Ventiltrieb zur Laststeuerung einer fremdgezündeten Brennkraftmaschine
DE10100173A1 (de) * 2001-01-04 2002-07-11 Fev Motorentech Gmbh Vollvariabler mechanischer Ventiltrieb für eine Kolbenbrennkraftmaschine
ATE272787T1 (de) * 2001-05-03 2004-08-15 Sts System Technology Services Mechanische regelung der hubverstellung des einlassventils eines verbrennungsmotors

Also Published As

Publication number Publication date
WO2004065764A2 (fr) 2004-08-05
DE502004000589D1 (de) 2006-06-22
US20060130786A1 (en) 2006-06-22
DE10302260B4 (de) 2005-03-24
DE10302260A1 (de) 2004-08-12
ATE326618T1 (de) 2006-06-15
EP1588029A2 (fr) 2005-10-26
WO2004065764A3 (fr) 2004-09-23

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