US20060130786A1 - Device for actuating the gas exchange valves in reciprocating engines - Google Patents

Device for actuating the gas exchange valves in reciprocating engines Download PDF

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Publication number
US20060130786A1
US20060130786A1 US10/542,170 US54217005A US2006130786A1 US 20060130786 A1 US20060130786 A1 US 20060130786A1 US 54217005 A US54217005 A US 54217005A US 2006130786 A1 US2006130786 A1 US 2006130786A1
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US
United States
Prior art keywords
cam
joint
valve
power take
point
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.)
Abandoned
Application number
US10/542,170
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English (en)
Inventor
Helmut Schon
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
Assigned to THYSSENKRUPP AUTOMOTIVE AG reassignment THYSSENKRUPP AUTOMOTIVE AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KELLER, KAI-UWE, SCHON, HELMUT
Publication of US20060130786A1 publication Critical patent/US20060130786A1/en
Abandoned 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-cycling valves in reciprocating internal combustion engines, consisting of a housing; a cam mounted in the housing in a revolute joint so as to be able to rotate, the rotational movement of which cam is derived from a crankshaft; an intermediate member activated by this cam by way of a first cam joint; and a power take-off member that transfers the movement to the valve, and is connected to act with the intermediate member, directly or via other transfer elements, and at least one other cam joint is provided within the active connection from the first cam joint to the power take-off member.
  • a fully variable mechanical valve drive for a piston internal combustion engine is described in DE-A 101 00 173, with drive means for generating a lifting movement that acts counter to the force of a closing spring in the charge-cycling valve, and with an intermediate element disposed between the drive means, such as a cam, and the charge-cycling valve.
  • the element acts on the charge-cycling valve in the direction of its axis of movement, and the lift path of the element can be changed in the direction of the axis of movement, by way of an adjustable guide element.
  • a variable valve drive for controlling the load of a spark-ignited internal combustion engine is described in DE-A 100 06 018.
  • the valve drive is formed from a cam of a camshaft and at least one inlet valve having a direct valve activation member, the power take-off member, a transfer member, and an adjustment means for influencing the lift function of the transfer member.
  • the transfer member is installed as a drive between the cam and the power take-off member, and has a first contact surface impacted by the cam, as well as a second contact surface acting on the power take-off member.
  • valve drives which consist of 4, 5, 6, or more gear mechanism members.
  • the most cost-advantageous and simplest are the variable valve drives with four members.
  • the complexity of the systems increases with an increasing number of gear mechanism members.
  • the use of the inventive teaching therefore preferably takes place on systems having four or five members, although the teaching can also be used for systems having six or more members.
  • the transfer of force and moment between the members of the valve gear mechanism takes place by way of cam joints, sliding joints, and revolute joints.
  • the moving gear mechanism members are supported in the housing directly or indirectly.
  • the adjustment of the lift movement of the valve takes place, for example, by means of the displacement of joints or connecting link tracks in the housing, on which gear mechanism members that are part of the force flow are supported.
  • valve gear mechanisms consist of the fact that with the change in the valve lift, the opening angle, i.e. the duration of the valve rest, is also changed, and that the contract between cam and intermediate member is constantly maintained.
  • the accelerations of the valve during valve opening should be as high as possible.
  • the position and contours of the curve joints that are in engagement, as well as the position of the various revolute joints and sliding joints serve as influence factors for this purpose.
  • the control region of the valve can be divided into the region, in which the highest valve acceleration takes place and into the region, in which the greatest valve lift takes place.
  • the region, in which the highest valve acceleration takes place follows the rest region directly. In this region, the highest forces occur at high engine speeds of rotation, in a cam joint in which a gear mechanism member that moves back and forth participates.
  • Such systems are designed, for the transition from the rest region to the control region, in such a manner that the reactive forces that occur in this region are minimized.
  • the force direction can be determined freely, within certain limits, by means of the configuration of the contours participating in the cam joint.
  • the cam joint is configured in such a manner, that the angle of the force transmission remains as constant as possible during the entire movement sequence. As a result, the change in the amount of force introduced is kept as small as possible.
  • valve lifts 2 mm to 7 mm are particularly preferred In the preferred range, in the event that the greatest possible valve lift progression is selected, the valve acceleration has negative values, since the valve speed is being decelerated. The highest resulting reactive forces are to be expected specifically here.
  • the effect of the invention will be described using the example of the configuration of the cam joint between the intermediate member and power take-off member, with the inventive contour at the intermediate member.
  • the power take-off member is formed by a drag lever or rocker lever.
  • the force introduced into the power take-off member is determined by the acceleration, friction, and spring forces from the valve, which is in operative connection with the power take-off member. These forces are specified by the special design of the engine. The values depend on the rpm of the engine and other influencing factors.
  • the magnitude of the force, introduced into the intermediate member is determined by the ratio of the distances between the point of rotation of the power take-off member in the housing and the lines of action of the forces, on the one hand, to the intermediate member and, on the other, to the valve.
  • the line of action of the force in each case, is the straight line, which is determined by the direction and the location of the force. The directions of the forces therefore essentially determine the force introduced into the intermediate member.
  • the lowest force is introduced into the intermediate member if the direction of the force, introduced into the intermediate member, is perpendicular to the line connecting the point of rotation of the power take-off member with the contact point of the force,
  • the change in direction of the force is determined by describing direction of the surface normal in the contact point in this cam joint.
  • Such a change in direction can be implemented, pursuant to the invention, by means of a point of inflection in one of the two cams of the cam joint in question.
  • the contour at the cam is adapted correspondingly.
  • inventive teaching can also be applied to valve gear mechanisms, in which the cam joint, configured pursuant to the invention, is disposed at a location different from that described above.
  • the cam of a cam joint of the gear members, which engage one another is configured in this manner, or a cam in the housing, on which one of the gear mechanism members is supported in a cam joint.
  • the inventive object can be implemented, in general, in all cam joints in the valve gear mechanism, with the exception of the cam joint, in which the driving, rotating cam participates.
  • the inventive implementation of the cam of the cam joint at one of the participating gear mechanism members acts on both of the gear mechanism members that form this cam joint. It is therefore immaterial on which of the two participating cams of the cam joint the inventive embodiment is disposed.
  • the contour described in the object of the invention is used on one of the cams of the intermediate member.
  • the cam joints of the intermediate member to the power take-off member or to the housing can be selected.
  • the transition region from the rest region to the control region is specifically represented.
  • this transition region plays a significant role both for the opening and for the closing of the valve. While the opening process is supposed to take place as quickly as possible, the end phase of the closing speed must be limited in order to limit wear and the development of noise. Since the same transition region between the rest region and the control region is passed through, the two opposing requirements must be resolved with a compromise.
  • the direct transition region between the rest region and the control region is formed from segment sections and evolvent sections.
  • FIGS. 1 and 2 The inventive object is shown in FIGS. 1 and 2 by means of an example and is described as follows.
  • FIGS. 1 and 2 are schematic diagrams.
  • FIGS. 1 and 2 show different positions of a valve gear mechanism for variable actuation of the charge-cycling valves in reciprocating internal combustion engines.
  • FIGS. 1 and 2 show a device for actuating a charge-cycling valve V in a reciprocating internal combustion engine, the details of which are not shown.
  • the device contains a housing G, a cam N mounted in the housing G in a revolute joint ng so as to be able to rotate, the rotational movement of which cam is derived from a crankshaft, not shown in further detail.
  • An intermediate member Z is activated by this cam N, by way of a first cam joint zn, which member acts on a power take-off member A that transfers the movement to the valve V.
  • a further cam joint za is provided in an active connection from the first cam joint zn to the power take-off member Z, which joint is formed by the contours Kz on the intermediate member and Ka on the power take-off member.
  • the shape of the contour Kz on the intermediate member usually has a point of inflection W 2 precisely at the transition between the region in which no valve lift takes place (the region of the valve being held closed) and the region in which valve lift takes place (the control region that exists during opening of the valve). Furthermore, the shape of the contour Kz on the intermediate member has a point of inflection W in the contact region in which a valve lift that is greater than zero is produced.
  • the point of inflection W is located essentially in the region of the cam joint that is to be assigned to the region of the starting and the ending valve lift. As is particularly evident from FIG. 2 , the point of inflection W is disposed in the region of the cam Kz that describes the greatest possible valve lift.
  • the cam Ka is formed by an arc, in this example, but other geometric shapes are also possible.
  • the cam joint za is disposed between the intermediate member Z and the power take-off member A, in this example.
  • FIG. 1 essentially describes the region of the valve being closed, i.e. valve lift s 1 ⁇ zero, while FIG. 2 describes that control region that exists while the valve V is open, i.e. valve lift s 2 >zero.

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)
US10/542,170 2003-01-22 2004-01-07 Device for actuating the gas exchange valves in reciprocating engines Abandoned US20060130786A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10302260.0 2003-01-22
DE10302260A DE10302260B4 (de) 2003-01-22 2003-01-22 Vorrichtung zur Betätigung der Ladungswechselventile in Hubkolbenmotoren
PCT/EP2004/000035 WO2004065764A2 (de) 2003-01-22 2004-01-07 Vorrichtung zur betätigung der ladungswechselventile in hubkolbenmotoren

Publications (1)

Publication Number Publication Date
US20060130786A1 true US20060130786A1 (en) 2006-06-22

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
US10/542,170 Abandoned US20060130786A1 (en) 2003-01-22 2004-01-07 Device for actuating the gas exchange valves in reciprocating engines

Country Status (5)

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

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4382428A (en) * 1981-06-08 1983-05-10 Tourtelot Jr Edward M Contoured finger follower variable valve timing mechanism
US4572118A (en) * 1981-12-31 1986-02-25 Michel Baguena Variable valve timing for four-stroke engines
US6792903B2 (en) * 2001-05-03 2004-09-21 Sts System Technology Services Gmbh Mechanical control of the intake valve lift adjustment in an internal combustion engine

Family Cites Families (13)

* 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
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 (de) * 1999-10-29 2002-07-10 STS System Technology Services GmbH Mechanische Regelung der Hubverstellung des Einlassventils eines Verbrennungsmotors
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

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4382428A (en) * 1981-06-08 1983-05-10 Tourtelot Jr Edward M Contoured finger follower variable valve timing mechanism
US4572118A (en) * 1981-12-31 1986-02-25 Michel Baguena Variable valve timing for four-stroke engines
US6792903B2 (en) * 2001-05-03 2004-09-21 Sts System Technology Services Gmbh Mechanical control of the intake valve lift adjustment in an internal combustion engine

Also Published As

Publication number Publication date
EP1588029B1 (de) 2006-05-17
ATE326618T1 (de) 2006-06-15
WO2004065764A2 (de) 2004-08-05
DE10302260A1 (de) 2004-08-12
DE10302260B4 (de) 2005-03-24
DE502004000589D1 (de) 2006-06-22
EP1588029A2 (de) 2005-10-26
WO2004065764A3 (de) 2004-09-23

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AS Assignment

Owner name: THYSSENKRUPP AUTOMOTIVE AG, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:SCHON, HELMUT;KELLER, KAI-UWE;REEL/FRAME:017475/0721

Effective date: 20050531

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION