EP0441909B1 - Ventilsteuervorrichtung mit magnetventil für brennkraftmaschinen - Google Patents

Ventilsteuervorrichtung mit magnetventil für brennkraftmaschinen Download PDF

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Publication number
EP0441909B1
EP0441909B1 EP90910571A EP90910571A EP0441909B1 EP 0441909 B1 EP0441909 B1 EP 0441909B1 EP 90910571 A EP90910571 A EP 90910571A EP 90910571 A EP90910571 A EP 90910571A EP 0441909 B1 EP0441909 B1 EP 0441909B1
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EP
European Patent Office
Prior art keywords
valve
reservoir
space
piston
valve control
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
EP90910571A
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German (de)
English (en)
French (fr)
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EP0441909A1 (de
Inventor
Helmut Rembold
Ernst Linder
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0441909A1 publication Critical patent/EP0441909A1/de
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Publication of EP0441909B1 publication Critical patent/EP0441909B1/de
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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
    • F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
    • F01L9/14—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
    • 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
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34446—Fluid accumulators for the feeding circuit

Definitions

  • the invention relates to a valve control device with a solenoid valve for internal combustion engines according to the preamble of the main claim.
  • the liquid reservoir is integrated into the solenoid valve , wherein the valve member serves as a storage piston, which has a storage space separates from a magnetic space, the connection between the valve inlet and the storage space being controlled via the one end edge of the storage piston in cooperation with the valve seat.
  • the magnet counteracts the memory escape direction, since in the special exemplary embodiment the solenoid valve is to be de-energized, ie it is only to be blocked under voltage.
  • valve control device according to the preamble of claim 1 is also previously known.
  • the liquid store is provided as a separate store, which is arranged downstream of the solenoid valve.
  • the memory serves to receive quantities of pressure medium drawn from the stroke transmission chamber via the solenoid valve and, at the same time, also serves to supply lifting medium to the transmission chamber when the solenoid valve and the relieved stroke transmission chamber are closed, for which purpose a bypass line containing a check valve is provided in parallel with the solenoid valve.
  • the solenoid valve and the separate memory which are each assigned to a single engine valve, take up a relatively large amount of space.
  • the valve control device with the characterizing features of claim 1 has the Advantage that the combined storage valve unit is constructed much simpler, for example as a spring only has the storage spring.
  • the permissible tolerance range with regard to the forces and pressures is also expanded in that the storage piston no longer has to assume an intermediate position when the magnet is not excited, but is held in its end position by the storage spring.
  • the static pressure that can be generated by the accumulator piston due to the accumulator spring must be greater than the leakage-compensating supply pressure, but in any case must be less than the hydraulic pressure from the stroke transmission chamber of the engine inlet valve.
  • the magnet itself can advantageously be designed in a wide variety of ways - the only important thing is that when the solenoid coil is excited, the storage piston as a movable valve member is briefly lifted off its seat in order to then be moved further by the fluid pressure from the engine valve as a storage device. A trigger pulse is sufficient to effect this lifting.
  • Another advantage is that the control of the valve is not dependent on a mechanical spring, the force of which must be limited to a relatively low value due to the force ratio described above, so that a certain inertia of this control is the result, but that Driven by the electromagnet, with the resulting high response speed.
  • the storage piston is pot-shaped and has a pot bottom facing the storage space, the edge of which cooperates with a valve seat between the valve inlet and the storage space and which is guided radially on an inner wall of the control valve housing and with a central housing-fixed pin as a magnetic yoke dives into the pot opening.
  • the magnet coil is arranged in the magnet space formed between the peg and the inner wall, as a result of which the assembly of the storage magnet valve unit can be simplified, but the construction volume can also be minimized.
  • a central bore for relieving the magnetic space is present in the journal, which brings considerable connection advantages.
  • a throttle opening is present in the pot base separating the magnet space and the storage space. to ensure that the accumulator piston comes back to the valve seat after sealing the engine valve pressure.
  • the storage space is connected to the crankcase via a throttle bore and a check valve opening towards the storage space.
  • the pin can serve as a stroke stop of the storage piston and also have a blind bore into which the storage spring partially dips.
  • This blind bore can be at least so deep that it fully absorbs the spring when it is compressed into a block. This also saves additional space that benefits the volume of the storage space.
  • the magnetic coil is electrically switched off after the storage piston has been lifted off the valve seat. This saves considerable electrical energy, since only one pulse is sufficient for the actual actuation of the solenoid valve, because the further opening, if there is any possibility of control, is effected by the engine valve pressure.
  • the most Control variables attacking the storage piston in the form of the engine valve pressure and the storage spring force are not additionally superimposed by magnetic forces.
  • FIG. 1 shows a longitudinal section through a valve control device with an uncut storage-solenoid valve unit
  • FIG. 2 shows a longitudinal section through the storage-solenoid valve unit on an enlarged scale.
  • valve control device shown in FIG. 1 for an intake or exhaust valve 10 of an internal combustion engine is arranged between a valve stem 12 carrying a valve member 11 and a valve control cam 14 rotating with a camshaft 13.
  • the valve stem 12 is axially displaceably guided in a valve housing 15 and lies with the valve member 11 under the action of two valve closing springs 16, 17 on a valve seat 18 in the valve housing 15, which surrounds a valve inlet or valve outlet opening 19.
  • the valve control device has a control housing 20 placed on the valve housing 15, in which a housing chamber 21 is arranged coaxially with a spring chamber 22 in the valve housing 15, in which the valve closing springs 16, 17 are accommodated coaxially to one another.
  • a housing block 23 having a central axially continuous housing bore 24 is inserted from below into the housing chamber 21.
  • a valve piston 25 connected to the valve stem 12 and a piston part 26 of a cam piston 27 arranged above it are axially displaceable.
  • the cam piston 27 is pressed against the valve control cam 14 by a return spring 28 which is supported in the housing block 23.
  • the piston part 26 is pressed positively against the cam piston 27 via the return spring 28.
  • the valve piston 25 and the piston part 26 delimit an oil-filled stroke transmission chamber 29, the axial length effective between the cam piston 27 and the valve piston 25 can be changed by relative movement of the pistons.
  • the stroke transfer chamber 29 is connected via a line 30 to a cylindrical magnetic control valve 31, which is shown in an uncut form in FIG.
  • any leakage quantities of oil flowing out of the valve control device are discharged from a reservoir 32 via a delivery line 33 compensated by means of a feed pump 34, the line 33 being branched into a line 35 which opens into the line 30 connecting the stroke transmission chamber 29 and the solenoid control valve 31 and into a line 36 which leads to the solenoid control valve 31, to the lower end thereof.
  • a check valve 37 and 38 opening in the direction of the solenoid control valve 31 is arranged.
  • the maximum delivery pressure of the delivery pump 34 is limited by a pressure relief valve 39, so that a certain supply pressure of the oil is not exceeded.
  • the amount of oil present in the stroke transmission chamber 29 can be controlled by the solenoid control valve 31, which is shown in section in FIG. 2.
  • a pot-shaped storage piston 41 is arranged axially displaceably and radially sealing in the solenoid valve housing 40.
  • This storage piston 41 separates an inlet space 42 from a storage space 43 and a magnet space 44 in the illustrated closed position of the solenoid valve.
  • the storage piston 41 is loaded by a storage spring 45 which also acts as a closing spring and has a throttle bore 46 on the piston head through which the storage space 43 and the magnet space 44 are connected to one another.
  • a throttle bore 56 is provided between the storage space 43 and the check valve 38.
  • the storage spring 45 is supported on the side facing away from the storage piston 41 from a pin 47 of a housing cover 48 arranged axially with the storage piston 41, a blind bore 49 being provided for receiving a section of the storage spring 45 at the free end of the pin 47.
  • a leak channel 50 is present in the pin 47, which leads to the oil container 32 via a leak line 51.
  • a magnetic coil 52 is arranged in the annular space of the magnetic space 44 formed by the magnetic valve housing 40 and the pin 47.
  • this annular space into which the storage piston 41 dips with its annular walls when displaced against the storage spring 45, is connected to the leakage channel 50 via a leak hole 53 in order to avoid, when immersed, that a liquid jam occurs between the magnet coil 52 and the storage piston 41 within the magnet space 44 .
  • valve control device works as follows: for the operation of the internal combustion engine, the valve control cam 14 lifts the valve plate 11 down from the valve seat at the given time and the inlet channel to the combustion chamber is opened.
  • the piston part 26, which is filled with oil is displaced into the housing bore 24 via the cam piston 27 and counter to the force of the return spring 28.
  • the valve piston 25 is displaced downward by the oil as an almost inelastic force transmitter and thereby displaces the valve stem 12 including the valve plate 11 against the force of the valve closing springs 16 and 17.
  • the opening stroke of the engine valve 10 corresponds to the height of the valve control cam 14, since the piston part 26 and the valve piston 25 have the same working diameter.
  • This working stroke of the valve stem 12 is changed by the solenoid control valve 31 when the time cross section between the valve plate 11 and the valve seat 18 is sufficiently large, for example if the engine speed is to be reduced by reducing this time cross section. In this case, the amount of fuel / air mixture drawn into the combustion chamber is reduced in accordance with the time cross section.
  • the solenoid valve 31 is selectively opened from a certain working stroke, in that the coil 52 is excited and at least the valve edge 54 of the accumulator piston 41 lifts off the valve seat 55 by the first current pulse, so that the pressure prevailing in the stroke transmission chamber 29 overcomes the line 30 transmits into the storage space 43 in order to push it upward against the force of the storage spring 45 by acting on the lower face of the storage piston 41.
  • the volume in the stroke transmission chamber 29 is reduced by this volume swallowed by the memory. Due to the action of the springs 16 and 17, the valve plate 11 closes prematurely.
  • valve control cam 14 As valve control cam 14 continues to rotate, it reaches the basic circle position shown, in which piston part 26 is pushed all the way up again by return spring 28. During this movement, the accumulator piston 41 of the solenoid control valve 31, driven by the accumulator spring 45, displaces the oil in front of it via the line 30 back into the stroke transmission chamber 29 until the accumulator piston 41 rests with its valve edge 54 on the valve seat 55.
  • any cavities in the valve inlet space 42 of the line 30 or the stroke transmission chamber 29 are filled with oil via the feed pump 34 and the feed line 33, with backflow through the check valve 37 being prevented, so that when the valve control cams 14 drive again, the initial situation is reached again.
  • the throttle bore 46 in the bottom of the accumulator piston 41 ensures that there is no back pressure in the accumulator space 43, ie it is achieved that the accumulator piston 41 lies snugly on the valve seat 55.
  • oil flows continuously from the feed pump 34 into the storage space 43 and from there via the throttle bore 46 into the magnet space 44 and back into the oil container 32, so that here a constant filling of the storage space 43 under constant low pressure is guaranteed.
  • the preferably provided throttle 56 between the check valve 38 and the storage space 43 is smaller in diameter than the throttle 46 and causes Changes in the engine oil pressure serving as system pressure only have an attenuated effect on the pressure in the storage space.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP90910571A 1989-09-01 1990-07-28 Ventilsteuervorrichtung mit magnetventil für brennkraftmaschinen Expired - Lifetime EP0441909B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3929072 1989-09-01
DE3929072A DE3929072A1 (de) 1989-09-01 1989-09-01 Ventilsteuervorrichtung mit magnetventil fuer brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0441909A1 EP0441909A1 (de) 1991-08-21
EP0441909B1 true EP0441909B1 (de) 1993-09-29

Family

ID=6388437

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90910571A Expired - Lifetime EP0441909B1 (de) 1989-09-01 1990-07-28 Ventilsteuervorrichtung mit magnetventil für brennkraftmaschinen

Country Status (5)

Country Link
US (1) US5113812A (ja)
EP (1) EP0441909B1 (ja)
JP (1) JP3142555B2 (ja)
DE (2) DE3929072A1 (ja)
WO (1) WO1991003627A1 (ja)

Families Citing this family (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5275136A (en) * 1991-06-24 1994-01-04 Ford Motor Company Variable engine valve control system with hydraulic damper
DE69122411T2 (de) * 1991-11-29 1997-02-06 Caterpillar Inc Hydraulischer brennkraftmaschinenventilsitzdaempfer
US5421359A (en) * 1992-01-13 1995-06-06 Caterpillar Inc. Engine valve seating velocity hydraulic snubber
US5451029A (en) * 1992-06-05 1995-09-19 Volkswagen Ag Variable valve control arrangement
US5647318A (en) 1994-07-29 1997-07-15 Caterpillar Inc. Engine compression braking apparatus and method
US5540201A (en) 1994-07-29 1996-07-30 Caterpillar Inc. Engine compression braking apparatus and method
US5526784A (en) 1994-08-04 1996-06-18 Caterpillar Inc. Simultaneous exhaust valve opening braking system
US5619965A (en) * 1995-03-24 1997-04-15 Diesel Engine Retarders, Inc. Camless engines with compression release braking
US5537976A (en) * 1995-08-08 1996-07-23 Diesel Engine Retarders, Inc. Four-cycle internal combustion engines with two-cycle compression release braking
DE69611916T2 (de) * 1995-08-08 2001-06-21 Diesel Engine Retarders,Inc. Ein motorbremssystem durch dekompression für eine brennkraftmaschine
US5746175A (en) * 1995-08-08 1998-05-05 Diesel Engine Retarders, Inc. Four-cycle internal combustion engines with two-cycle compression release braking
US5829397A (en) * 1995-08-08 1998-11-03 Diesel Engine Retarders, Inc. System and method for controlling the amount of lost motion between an engine valve and a valve actuation means
ATE454536T1 (de) * 1999-09-16 2010-01-15 Diesel Engine Retarders Inc Verfahren und vorrichtung zur kontrolle der ventilschliessgeschwindigkeit
ITTO20010660A1 (it) * 2001-07-06 2003-01-06 Fiat Ricerche Motore diesel pluricilindrico con azionamento variabile delle valvole.
US6694933B1 (en) * 2002-09-19 2004-02-24 Diesel Engine Retarders, Inc. Lost motion system and method for fixed-time valve actuation
CN1820123A (zh) * 2003-05-06 2006-08-16 雅各布斯车辆系统公司 用于提高液压驱动系统性能的系统和方法
DE102008049181A1 (de) * 2008-09-26 2010-04-01 Schaeffler Kg Elektrohydraulische Ventilsteuerung
EP2204566B1 (en) * 2008-12-29 2011-06-29 Fiat Group Automobiles S.p.A. Adaptive control system of the air-fuel ratio of an internal combustione engine with a variable valve timing system
DE102009042544A1 (de) 2009-09-22 2011-03-31 Schaeffler Technologies Gmbh & Co. Kg Elektrohydraulischer Ventiltrieb
KR20120017982A (ko) * 2010-08-20 2012-02-29 현대자동차주식회사 전기-유압 가변 밸브 리프트 장치
CN103061845B (zh) * 2013-01-18 2017-04-12 浙江吉利汽车研究院有限公司杭州分公司 一种气门机构
DE102013220555B4 (de) * 2013-10-11 2015-05-13 Schaeffler Technologies AG & Co. KG Hydraulische Ventilsteuerung einer Brennkraftmaschine
JP6254245B2 (ja) * 2016-12-05 2017-12-27 三菱重工業株式会社 排気弁駆動装置およびこれを備えた内燃機関
DE102017005069A1 (de) * 2017-05-22 2018-11-22 Bernd Niethammer Einrichtung zur Verstellung des Hubes eines Ventils von Verbrennungsmotoren

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0341440A1 (de) * 1988-05-07 1989-11-15 Robert Bosch Gmbh Ventilsteuervorrichtung mit Magnetventil für Brennkraftmaschinen

Family Cites Families (7)

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Publication number Priority date Publication date Assignee Title
US4203397A (en) * 1978-06-14 1980-05-20 Eaton Corporation Engine valve control mechanism
DE3135650A1 (de) * 1981-09-09 1983-03-17 Robert Bosch Gmbh, 7000 Stuttgart "ventilsteuerung fuer hubkolben-brennkraftmaschinen mit mechanisch-hydraulischen bewegungsuebertragungsmitteln"
JPH0612058B2 (ja) * 1984-12-27 1994-02-16 トヨタ自動車株式会社 可変バルブタイミング・リフト装置
DE3511819A1 (de) * 1985-03-30 1986-10-09 Robert Bosch Gmbh, 7000 Stuttgart Ventilsteuervorrichtung
DE3511820A1 (de) * 1985-03-30 1986-10-02 Robert Bosch Gmbh, 7000 Stuttgart Ventilsteuervorrichtung fuer eine hubkolben-brennkraftmaschine
DE3532549A1 (de) * 1985-09-12 1987-03-19 Bosch Gmbh Robert Ventilsteuervorrichtung
US4982706A (en) * 1989-09-01 1991-01-08 Robert Bosch Gmbh Valve control apparatus having a magnet valve for internal combustion engines

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0341440A1 (de) * 1988-05-07 1989-11-15 Robert Bosch Gmbh Ventilsteuervorrichtung mit Magnetventil für Brennkraftmaschinen

Also Published As

Publication number Publication date
DE59002946D1 (de) 1993-11-04
WO1991003627A1 (de) 1991-03-21
US5113812A (en) 1992-05-19
JPH04501594A (ja) 1992-03-19
DE3929072A1 (de) 1991-03-07
JP3142555B2 (ja) 2001-03-07
EP0441909A1 (de) 1991-08-21

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