EP0455762B1 - Dispositif de commande electro-hydraulique de soupapes pour moteurs a combustion interne - Google Patents

Dispositif de commande electro-hydraulique de soupapes pour moteurs a combustion interne Download PDF

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Publication number
EP0455762B1
EP0455762B1 EP90915297A EP90915297A EP0455762B1 EP 0455762 B1 EP0455762 B1 EP 0455762B1 EP 90915297 A EP90915297 A EP 90915297A EP 90915297 A EP90915297 A EP 90915297A EP 0455762 B1 EP0455762 B1 EP 0455762B1
Authority
EP
European Patent Office
Prior art keywords
valve
shut
control
piston
pressure
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
EP90915297A
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German (de)
English (en)
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EP0455762A1 (fr
Inventor
Heinz Stutzenberger
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
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0455762A1 publication Critical patent/EP0455762A1/fr
Application granted granted Critical
Publication of EP0455762B1 publication Critical patent/EP0455762B1/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
    • 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

Definitions

  • the invention is based on an electro-hydraulic valve control device for internal combustion engines according to the preamble of claim 1.
  • a hydraulically openable valve is provided for controlling the relief of the pressure chamber, which valve is designed as a slide valve, the valve closing member of which is held in the closed position by a spring and on the side opposite the spring from hydraulic pressure in the pressure chamber is applied.
  • the space on the spring side can be closed by the closing element of a solenoid valve in such a way that when the solenoid valve is closed, the closing element of the hydraulically controllable valve remains in the closed position and is moved to the open position from the side of the pressure chamber when the solenoid valve is open and pressure is applied.
  • a solenoid valve is assigned to each individual engine valve to be controlled, so that in a multi-cylinder internal combustion engine, solenoid valves must be present in accordance with the number of cylinders.
  • the system is also susceptible to faults.
  • the individual solenoid valves and the electronic control unit Connection cables are available, and the individual outputs for these cables or solenoid valves must have a correspondingly complex switching and programming device in the electronic control unit.
  • the opening stroke curve of the valve corresponds to the curve of the cam track of the drive cam.
  • the opening time cross section is designed so that it meets the maximum requirements, namely the full load at maximum speed. At low speeds, it is known that the torque and the performance of the internal combustion engine can be improved if the closing time of the engine intake valve is set earlier. Due to the lower speeds and lower load, the required opening time cross section is of course also smaller.
  • the drain channel is known to be opened by the solenoid valve during the opening process of the engine valve, which is problematic in that there is a high opening pressure in the pressure chamber at this time, which also acts on the solenoid valve. In order to be able to overcome this pressure, the solenoid valve must either have a pilot control or a strong opening magnet, a pilot control being time-consuming, while a strong magnet is weight, volume and cost-intensive.
  • the electrohydraulic valve control device with the characterizing features of the main claim has the advantage that the high-pressure chamber is separated from the solenoid valve by the shut-off valve in a simple manner for the period in which no control is to take place anyway.
  • the solenoid valve can open as long as the shut-off valve is closed, so that as soon as the shut-off valve opens, the hydraulic oil can flow to the oil tank without pressure via the solenoid valve control system.
  • the pressure in the pressure chamber is reduced again to such an extent that the shut-off valve closes automatically. Cavities remaining in the pressure chamber are filled with control oil that flows in via the inlet channel.
  • the solenoid valve can always remain open at low speeds and loads - the time cross-section is only determined by the first section of the drive cam track, namely until the valve piston, which is driven indirectly via the pressure chamber, opens the control channel and thus opens the shut-off valve, after which the pressure in the pressure chamber is reduced and the engine valve is closed again.
  • the solenoid valve can then be clocked synchronously and at high speeds and loads, the solenoid valve always remains closed.
  • a check valve opening in the direction of the solenoid valve is arranged in the drain channel between the shut-off valve and the solenoid valve, wherein according to a further embodiment, further drain channels of other valve control units of the same internal combustion engine open into the drain channel between the check valve and the solenoid valve.
  • the shut-off valve can only be opened when the motor valve has already opened a minimum stroke, ie the drive cam is rotated by a minimum angle of rotation, the overlapping sections are functionally eliminated become, that is, control only becomes effective when the rotational angle range of the camshaft is no longer effective, in which an overlap takes place.
  • the check valve ensures that pressures which set in the further outlet channels, for example through opening pressures in pressure chambers of one of the other engine valves, do not expand into the pressure chamber of the engine valve under consideration.
  • a relief line between the control channel and the drain channel upstream of the shut-off valve, in which a check valve opening towards the drain channel is arranged.
  • the cam track of the drive cam is designed to increase slowly and steeply as seen per rotation angle of the camshaft. After a long, slow start with an intermediate range of approximately constant lifting speed follows shortly A steep sequence persists in the maximum open position of the engine valve, through which the engine valve closes as quickly as possible, especially after the start of control.
  • the shut-off valve is designed as a slide valve, the slide of which can be moved against a closing spring can be acted upon by hydraulic oil at the end under pressure chamber pressure.
  • FIG. 1 shows a longitudinal section through a valve control device with a correspondingly simplified hydraulic circuit diagram
  • FIG. 2 shows a functional diagram of four identical valve control devices for a four-cylinder internal combustion engine.
  • a cam piston 3 is arranged in a bore 2 in a radially sealing and axially displaceable manner, which is pressed by a plunger spring 4 against the outer race 5 of a drive cam 6, which is synchronous at a half engine speed to the crankshaft driven camshaft 7 is arranged.
  • the camshaft 7 is driven in the direction of rotation of the arrow I and has a first gradually increasing pressure stroke section II, which is followed by a steep suction stroke section III, between these two working sections II and III the base circle section IV of the cam track 5 for which the cam piston is effective remains in its starting position.
  • the cam piston 3 displaces hydraulic oil during the pressure stroke caused by the drive cam 6 (pressure stroke section II of raceway 5), conveying hydraulic oil driven into the pressure chamber 8 against the force of the plunger spring 4.
  • the pressure chamber 8, is delimited by a valve piston 9, which is connected to a valve stem 11 of a valve disk 12 of an engine intake valve.
  • the valve piston 9 is mounted in a bore 13 of the cylinder head 1 in an axially movable, radially sealing manner and is loaded by a closing spring 14. which presses the valve plate 12 onto the valve seat 15 and determines the closing force of this engine intake valve.
  • the working pressure is also determined, which arises when the cam piston 3 is actuated by the drive cam 6 in the pressure chamber 8 before the valve piston 9 is displaced by this working pressure, opens the engine valve and the suction channel 16 with the Combustion chamber of the internal combustion engine connects.
  • the solenoid valve 21 is designed as a 2/2-way valve, which is closed when de-energized.
  • the check valve 19 opens in the direction of flow to the oil container 22.
  • the shut-off valve 18 is designed as a slide valve, with a control slide 23, which is loaded by a control spring 24 in the closing direction shown.
  • the control slide 23 is actuated by a hydraulic pressure which acts on the control slide 23 on the end face remote from the control spring 24 and which is supplied via a control channel 25, the input 26 of which is controlled by the valve piston 9.
  • a hydraulic pressure which acts on the control slide 23 on the end face remote from the control spring 24 and which is supplied via a control channel 25, the input 26 of which is controlled by the valve piston 9.
  • the valve piston 9 As soon as the valve piston 9 has traveled a certain distance against the force of the closing spring 14, he controls with his upper end edge the input 26 of the control channel 25, so that the pressure from the pressure chamber 8 is transmitted via the control channel 25 to the front side of the control slide 23 and this against the force of Control spring 24 moves, after which the drain channel 17 is opened.
  • a relief channel 27 in which a check valve 28 opening in the direction of the drain channel 17 is arranged.
  • An inlet channel 29 opens into the pressure chamber 8, in which a check valve 31 opening in the direction of the pressure chamber is arranged.
  • the feed channel 29 is supplied with hydraulic oil from the container 22 by a feed pump 32, the feed pressure of the feed pump 32 being kept largely constant via a pressure maintaining valve 33.
  • discharge channels 34 with check valves 35 from further valve control units belonging to the same engine open into the discharge channel 17 between the check valve 19 and the solenoid valve 21.
  • This exemplary embodiment is a four-cylinder internal combustion engine, the engine valve control units always being hydraulically decoupled from the solenoid valve 21 via the respective shut-off valve 18. in which the drive cam 6 is currently not effective.
  • the electro-hydraulic valve control device described works as follows: via the camshaft 7, which is driven at half the engine speed in synchronism with the crankshaft, the drive cam 6 is driven in the direction of rotation I and actuates the cam piston 3 via its cam track II to IV against the force of the plunger spring 4, in the bore 2 existing hydraulic oil is conveyed into the pressure chamber 8 during the pressure stroke section II of the raceway 5, in order to then again take up oil from the pressure chamber 8 during the suction stroke section III of the raceway 5 as a suction stroke of the cam piston 3.
  • the cam piston 3 remains in the position shown, the plunger spring 4 ensuring a positive fit between the cam piston 3 and the drive cam track.
  • the plunger spring 4 does not affect the pressure in the pressure chamber 8.
  • the valve piston 9 including the valve stem 11 and the valve plate 12 is moved downward against the force of the closing spring 14, as a result of which the valve plate 12 lifts off the valve seat 15 and the suction channel 16 is opened accordingly.
  • the amount of air subsequently flowing into the engine cylinder depends on this control stroke on the one hand and on the control duration on the other hand from, which results in the so-called opening time cross-section.
  • this opening time cross section is inversely proportional to the rotational speed, ie the opening time cross section is small at high speeds and vice versa large at low speeds.
  • This pressure stroke section II is designed such that the stroke movement is largely linear, that is to say uniform, with a smooth transition to the stroke end.
  • the cam piston 3 comes at only about 60 to 80 ° angle of rotation of the camshaft (° NW) back into the starting position shown - driven by the plunger spring 4 - so that the valve piston 9 and the valve plate 12 correspondingly quickly by the closing spring 14 upwards be pushed, after which the engine valve closes.
  • the input 26 of the control channel 25 is blocked by the valve piston 9, although, due to the pressure reduction in the pressure chamber 8, the control slide 23 is previously displaced in the direction of its blocked position by the control spring 24.
  • the relief line 27 enables residual oil quantities displaced by the control slide 23 to flow back into the outlet channel 17 via the check valve 28 and to ensure the blocking position of the shut-off valve 18.
  • the function of the engine valve control according to the invention in a four-cylinder internal combustion engine is described below with the aid of the diagram shown in FIG. 2, the drain channels 34 leading to the further three engine valve control units and all four engine valve control units of this engine being controlled via only one solenoid valve 21.
  • the stroke h (ordinate) of the valve piston 9 or valve plate 12 is plotted over the angle of rotation in ° NW (abscissa).
  • the four engine cylinders are labeled a, b, c and d in the order in which they are arranged side by side.
  • the firing order in this four-cylinder internal combustion engine is c, d, b, a.
  • the actuation of the solenoid valve 21 effected by the electronic control device can thus be such that this solenoid valve always remains closed at high speed and load, in order thus to achieve an optimal opening time cross section on the engine valve, and that the solenoid valve always remains open at low speeds and loads in order to keep the opening time cross-section as small as possible, which is then determined by the blocking time of the shut-off valve.
  • the control takes place by clocking the solenoid valve, which can be done, for example, in synchronism with the crank angle. In this way, the range between 100 ° NW and 270 ° NW, ie the final valve closing point, is controlled independently for each of the four cylinders via the solenoid valve 21.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

Dispositif de commande électro-hydraulique de soupapes pour moteurs à combustion interne où le volume du poussoir disposé entre un piston à cames (3) actionné par la came de commande (6) et un piston de soupape (9) actionnant la soupape de moteur (11, 12) peut être diminué au moyen d'une électrovanne (21) disposée dans un canal d'écoulement (17). Dans ce canal d'écoulement (17) est disposée une soupape d'arrêt (18) qui est hydrauliquement ouverte seulement si le piston de soupape (9) a effectué une course minimale. Cette course minimale correspond à une plage d'angle de rotation de l'arbre à cames (°NW) pendant la commande de l'ouverture, où, en raison de la soupape d'arrêt (18), une commande par l'électrovanne (21) n'est pas possible. Cela permet d'éviter que, malgré le chevauchement des temps d'ouverture des soupapes de moteur sur un moteur multicylindre, les temps de distribution prédéterminés par l'électrovanne (21) des canaux d'écoulement (17) des différentes soupapes de moteur ne se chevauchent eux aussi.

Claims (6)

  1. Dispositif de commande électro-hydraulique des soupapes de moteurs à combustion interne, comprenant :
    - une soupape de moteur entraînée axialement par la came d'entraînement à l'aide d'un arbre à cames du moteur par l'intermédiaire d'un poussoir de soupape,
    - une chambre de pression de volume variable, remplie du liquide hydraulique, définissant la longueur efficace du poussoir de soupape, ce volume étant limité d'une part par un piston de came actionné par la came d'entraînement et d'autre part par un piston de soupape agissant sur la tige de soupape,
    - un canal de sortie du liquide hydraulique dérivant de la chambre de pression,
    - un canal d'alimentation en liquide hydraulique, débouchant dans la chambre de pression et comportant une soupape d'arrêt s'ouvrant en direction de la chambre de pression, et
    - une électrovanne commandée par un dispositif de commande électronique traitant un paramètre du moteur pour commander le canal de sortie et ainsi le volume de la chambre de pression, le canal de sortie (17) étant fermé par une soupape d'arrêt (18) dont l'ouverture est commandée hydrauliquement,
    dispositif caractérisé en ce que :
    - le piston de soupape (9) commande l'ouverture d'un canal de commande après avoir parcouru une course correspondant à un angle de rotation déterminé (°AR) de l'arbre à cames (7), et
    - le canal de commande (25) conduit à la soupape d'arrêt (18) pour transmettre la pression de la chambre de pression comme pression de commande sur la soupape d'arrêt, de sorte qu'après la commande de l'ouverture du canal de commande (25) par le piston de soupape (9), la soupape d'arrêt (18) soit ouverte par la pression de travail régnant dans la chambre de pression (8).
  2. Dispositif de commande de soupapes selon la revendication 1, caractérisé en ce que le canal de sortie (17) comporte entre la soupape d'arrêt (18) et l'électrovanne (21), une soupape anti-retour (19) qui s'ouvre en direction de l'électrovanne (21).
  3. Dispositif de commande de soupapes selon la revendication 2, caractérisé en ce que le canal de sortie (17) comprend, entre la soupape anti-retour (19) et l'électrovanne (21), d'autres canaux de sortie (34), d'autres unités de commande à soupape du même moteur à combustion interne.
  4. Dispositif de commande de soupapes selon l'une quelconque des revendications précédentes, caractérisé en ce qu'entre le canal de commande (25) et le canal de sortie (17), en amont de la soupape d'arrêt (18), il y a une conduite de décharge (27) comportant une soupape anti-retour (28) s'ouvrant en direction du canal d'évacuation (17).
  5. Dispositif de commande de soupapes selon l'une des revendications précédentes, caractérisé en ce que la came d'entraînement (6) possède un chemin (5) (II-IV) qui augmente lentement pour la course de transfert exercée par le piston de came (3) à entraîner (segment de course de pression II) et chute brusquement pour la course d'aspiration (segment de course d'aspiration III).
  6. Dispositif de commande de soupapes selon l'une des revendications précédentes, caractérisé en ce que la soupape d'arrêt (18) est en forme de tiroir dont le tiroir (25) peut être déplacé hors de sa position de fermeture contre un ressort de rappel (24) par action du liquide hydraulique fourni par le canal de commande (25) à la face frontale opposée au ressort de rappel (24) du tiroir.
EP90915297A 1989-11-25 1990-10-26 Dispositif de commande electro-hydraulique de soupapes pour moteurs a combustion interne Expired - Lifetime EP0455762B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3939066A DE3939066A1 (de) 1989-11-25 1989-11-25 Elektrohydraulische ventilsteuervorrichtung fuer brennkraftmaschinen
DE3939066 1989-11-25

Publications (2)

Publication Number Publication Date
EP0455762A1 EP0455762A1 (fr) 1991-11-13
EP0455762B1 true EP0455762B1 (fr) 1993-12-29

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90915297A Expired - Lifetime EP0455762B1 (fr) 1989-11-25 1990-10-26 Dispositif de commande electro-hydraulique de soupapes pour moteurs a combustion interne

Country Status (7)

Country Link
US (1) US5154143A (fr)
EP (1) EP0455762B1 (fr)
JP (1) JPH04502661A (fr)
KR (1) KR920701615A (fr)
DE (2) DE3939066A1 (fr)
ES (1) ES2048508T3 (fr)
WO (1) WO1991008383A1 (fr)

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KR101154401B1 (ko) 2009-12-04 2012-06-15 현대자동차주식회사 전기-유압 가변 밸브 리프트 장치
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EP2693007B1 (fr) 2012-07-31 2015-12-09 C.R.F. Società Consortile per Azioni Moteur à combustion interne présentant un système pour l'actionnement variable des soupapes d'admission pourvues de soupapes à solénoïde à trois voies et procédé pour commander ce moteur
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Also Published As

Publication number Publication date
JPH04502661A (ja) 1992-05-14
KR920701615A (ko) 1992-08-12
EP0455762A1 (fr) 1991-11-13
DE59004045D1 (de) 1994-02-10
US5154143A (en) 1992-10-13
WO1991008383A1 (fr) 1991-06-13
ES2048508T3 (es) 1994-03-16
DE3939066A1 (de) 1991-05-29

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