EP0584575B1 - Internal combustion engine having a mechanism for switching from one operating mode to another. - Google Patents

Internal combustion engine having a mechanism for switching from one operating mode to another. Download PDF

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Publication number
EP0584575B1
EP0584575B1 EP93112213A EP93112213A EP0584575B1 EP 0584575 B1 EP0584575 B1 EP 0584575B1 EP 93112213 A EP93112213 A EP 93112213A EP 93112213 A EP93112213 A EP 93112213A EP 0584575 B1 EP0584575 B1 EP 0584575B1
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EP
European Patent Office
Prior art keywords
stroke cycle
cams
cam
internal combustion
lobe
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EP93112213A
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German (de)
French (fr)
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EP0584575A1 (en
Inventor
Alfred Ing. Grad. Neitz
Jürgen Dipl.-Ing. Ritter (FH)
Otto Dipl.-Ing. Schnitzer (Fh)
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MAN Truck and Bus SE
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MAN Nutzfahrzeuge AG
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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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/146—Push-rods
    • 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
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/06—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different cycles, e.g. convertible from two-stroke to four stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • FR-A-23 75 447 which can be regarded as the closest prior art, it is known to switch the exhaust valves of an internal combustion engine hydraulically from the motor to the braking mode or vice versa.
  • the exhaust cams of a camshaft work together with master pistons, which, with the interposition of control lines, are connected to slave pistons which actuate the exhaust valves.
  • the slave pistons are designed with different diameters, the pistons of smaller diameter being acted upon in engine operation and those having a larger diameter being acted upon in braking operation. Switching from motor to braking, for example, is carried out by a slide switch that connects the master pistons to the larger slave pistons and opens the outlet valve a gap.
  • the invention has for its object to provide an internal combustion engine with a device for switching from one mode to another mode, for example from four-stroke engine operation to two-stroke braking operation.
  • the master piston and slave piston are connected in the shortest possible way using the circular slide.
  • the four control bores of the rotary slide valve make it possible to switch from motor to brake operation solely through its axial displacement.
  • the master and slave pistons are connected in the shortest possible way by means of hydraulic linkages, which means that the valve lifts can be kept exactly.
  • the control valves can also influence the movement of the slave pistons.
  • control valve 3 A further development of the control valve is given by claim 3.
  • the electronics allow the hydraulic connection of the master and slave pistons to be interrupted if the master piston is currently on the base circle of one of the cams, thereby preventing a valve that has just been opened from crashing or an opening shock occurring on the rising cam flank.
  • the ball valve of the control valve acts as a check valve for replenishing leakage losses.
  • a particular advantage can be seen in the fact that switching from one operating mode to another operating mode can be accomplished simply by varying the elevations of the camshaft and / or the transmission ratio of the camshaft to a crankshaft of the internal combustion engine from 2: 1 to 1: 1 or vice versa, without further changes to the mechanism according to the invention itself being necessary.
  • the starting mode is, for example, operated in four-stroke engine operation and then switched to two-stroke braking operation.
  • a first inlet and a first outlet cam 16, 17 of the camshaft 3 actuates the first and third master pistons 5, 7. Since all four master pistons are identical, only the first master piston 5 has been shown in more detail for explanation.
  • the first master piston 5 is connected via the first control bore 12 in the circular slide 11 to the first slave piston 9, which actuates the inlet valve (not shown) via the first push rod 1.
  • the third master piston 7 is connected via the third control bore 13 to the second slave piston 10, which actuates the exhaust valve, also not shown, via the second push rod 2.
  • the second and fourth master pistons 6, 8 are connected to an escape piston 22 shown in FIG. 2 via a circumferential groove 20 arranged in the circular slide 11 and a compensating bore 21.
  • the compensating bore 21 in cooperation with the evasive piston 22, the amount of liquid delivered by the master piston 6, 8 can be stored.
  • the circular slide 11 can be held in the motor operation position by a spring 22a.
  • the oil supply to the system is via the compensating bore 21 and the groove 24d ensured.
  • the groove 24d (FIG. 2) connects the control bores 24a and 24b to the compensating bore 21 via a ball valve 24c.
  • the switchover to the two-stroke braking mode is carried out by shifting the rotary valve 11 by means of hydraulic pressure up to the stop 23.
  • the rotary valve 11 designed as a piston is moved by hydraulic fluid which is supplied via a control bore 24.
  • the second master piston 6 is connected to the slave piston 9 via the second control bore 14 and the fourth master piston 8 is connected to the second slave piston 10 via the fourth control bore 15.
  • the slave pistons 9, 10 can be connected to an oil supply (not shown) via the control bores 24a, 24b, the ball valves 24c, the groove 24d and the compensating bore 21.
  • the pilot bores 24a, 24b can be controlled by control valves 25 (FIG. 2). Before reversing the rotary valve 11, the control bores 24a, 24b are opened by the solenoid valves 25 and only when the master piston, which communicates hydraulically with a slave piston, is seated on a base circle of its associated cam.
  • Figure 2 shows a section through the master and slave pistons the mechanism for reversing.
  • the camshaft 3 - for example with the first inlet cam 16 - drives the first master piston 5, which is designed as a roller tappet.
  • the hydraulic pressure on the first slave piston 9 and the first push rod 1 propagate onto the inlet valve, not shown.
  • the ball valve 24c is first lifted from its seat by means of the control valve 25 and the control bore 24a is opened, in a phase in which the roller tappet of the master piston is on the base circle of the first inlet cam 16 is located.
  • the hydraulic fluid is then conveyed through the control bore 24a, the ball valve 24c opened by the control valve 25 and the groove 24d into the compensating bore 21 of the oil supply system.
  • the slave pistons 9 and 10 could be equipped with hydraulic end position damping 26.
  • control valve 25 is readily possible with electronics which recognize the phase position of the camshaft 3 and the intake cam 16 via an OT marker. The same naturally applies to the other master pistons 6 to 8.
  • the master pistons which are not connected to the two slave pistons 9, 10, convey via the compensating bore 21 into a space in the evasive piston 22, which is loaded by spring force and can follow the liquid volume conveyed elastically.
  • Figure 3 shows an advantageous control of the intake and exhaust valves in two-stroke braking operation, as proposed in DE-PS 39 00 739.
  • the exhaust valve opens shortly after intake UT, so that exhaust gas flows back out of the exhaust pipe and increases the pressure before compression, thus raising the overall pressure level and increasing the braking performance.
  • any conceivable operating mode can be set solely by varying the intake and exhaust cams (16 to 19) and by changing the transmission ratio between camshaft 3 and the driving crankshaft, without the mechanism for switching having to be changed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Description

Die Erfindung bezieht sich auf eine Brennkraftmaschine gemäß dem Gattungsbegriff des Patentanspruches 1.The invention relates to an internal combustion engine according to the preamble of claim 1.

Aus DE-OS 30 26 529 ist es bekannt, zwischen einer Nockenwelle und einer Stößelstange zur Betätigung eines Auslaßventils ein hydraulisches Gestänge zwischenzuschalten. Die Nockenwelle tragt einen Auslaßnocken, der zunächst einen als Zylinder fungierenden Stößel betätigt. Der Stößel weist in seinem inneren einen Nehmerkolben auf, welcher seine Bewegung auf die Stößelstange weitergibt und über einen Kipphebel das Auslaßventil betätigt. Zur Aktivierung des Nehmerkolbens im Bremsbetrieb ist eine Absteuerbohrung vorgesehen, die mit einer externen Steuereinrichtung in Verbindung steht. Die Steuereinrichtung ist als eine mehrzylindrige Pumpe ausgebildet, welche bei Betätigung einer Motorbremse den Geberkolben mit Drucköl beaufschlagt und somit das Auslaßventil auch im Verdichtungstakt öffnen kann. Eine derartige Einrichtung erfordert durch die Pumpe einen hohen baulichen Aufwand. Zwischen Pumpe und Geberkolben ist eine relativ lange Druckleitung erforderlich, die durch die Laufzeit der Druckwellen von der Pumpe zu den Geberkolben die Steuerzeiten ungünstig beeinflußt.From DE-OS 30 26 529 it is known to interpose a hydraulic linkage between a camshaft and a push rod for actuating an exhaust valve. The camshaft carries an exhaust cam which first actuates a tappet which acts as a cylinder. The plunger has a slave piston in its interior, which transfers its movement to the plunger rod and actuates the exhaust valve via a rocker arm. To activate the slave piston in braking mode, a pilot hole is provided, which is connected to an external control device. The control device is designed as a multi-cylinder pump, which acts on the master piston with pressure oil when an engine brake is actuated and can thus open the outlet valve also in the compression stroke. Such a device requires a high level of structural complexity due to the pump. A relatively long pressure line is required between the pump and the master piston, which adversely affects the timing due to the running time of the pressure waves from the pump to the master piston.

Nach FR-A- 23 75 447 die als nächstliegender Stand der Technik angesehen werden kann, ist es bekannt, die Auslaßventile einer Brennkraftmaschine auf hydraulischem Wege von Motor - auf Bremsbetrieb oder umgekehrt umzustellen. Zu diesem Zweck arbeiten die Auslaßnocken einer Nockenwelle mit Geberkolben zusammen, welche unter Zwischenschaltung von Steuerleitungen mit Nehmerkolben in Verbindung stehen, welche die Auslaßventile betätigen. Die Nehmerkolben sind mit unterschiedlichen Durchmessern ausgeführt, wobei im Motorbetrieb die Kolben kleineren Durchmessers und im Bremsbetrieb die mit größerem Durchmesser beaufschlagt werden. Die Umschaltung beispielsweise von Motor - auf Bremsbetrieb erfolgt durch einen Schaltschieber, der die Geberkolben mit den größeren Nehmerkolben verbindet und das Auslaßventil einen Spalt weit öffnet. Wird wieder auf Motorbetrieb umgestellt, werden durch Verschieben des Schaltschiebers entsprechende Geberkolben über die Steuerleitungen mit den kleineren Nehmerkolben verbunden, so daß diese aufgrund des kleineren Durchmessers das Auslaßventil für den normalen Auspufftakt weiter anheben. Eine derartige Vorrichtung ist nicht in der Lage von Viertakt auf Zweitakt umzustellen, da keine Betätigung für Einlaßventile vorgesehen ist. Zudem läßt sich die Bremsleistung nicht optimieren, da zwar durch den Schaltschieber die Zuordnung der Auslaßnocken zu den Auslaßventilen geändert wird, aber wegen der Verwendung gleicher Nocken für Motor - und Bremsbetrieb keine genaue Festlegung der günstigsten Steuerzeiten für den jeweiligen Betriebszustand möglich ist. Desweiteren benötigt die Vorrichtung wegen des Gewirres an Steuerleitungen ein großes Bauvolumen, ist in der Herstellung teuer und zudem durch die vielen für die Steuerleitungen erforderlichen Dichtungen störungsanfällig.According to FR-A-23 75 447, which can be regarded as the closest prior art, it is known to switch the exhaust valves of an internal combustion engine hydraulically from the motor to the braking mode or vice versa. For this purpose, the exhaust cams of a camshaft work together with master pistons, which, with the interposition of control lines, are connected to slave pistons which actuate the exhaust valves. The slave pistons are designed with different diameters, the pistons of smaller diameter being acted upon in engine operation and those having a larger diameter being acted upon in braking operation. Switching from motor to braking, for example, is carried out by a slide switch that connects the master pistons to the larger slave pistons and opens the outlet valve a gap. If you switch back to engine operation, corresponding master pistons are connected to the smaller slave pistons via the control lines by moving the slide switch, so that these further raise the exhaust valve for the normal exhaust cycle due to the smaller diameter. Such a device is not able to switch from four-stroke to two-stroke, since no actuation is provided for intake valves. In addition, the braking performance cannot be optimized, since the assignment of the exhaust cams to the exhaust valves is changed by the slide switch, but due to the use of the same cams for engine and braking operation, it is not possible to precisely determine the most favorable control times for the respective operating state. Furthermore, because of the tangle of control lines, the device requires a large construction volume, is expensive to manufacture and, moreover, is prone to failure due to the many seals required for the control lines.

Ausgehend von einer Motorbremse entsprechend dem Gattungsbegriff des Patentanspruches 1 liegt der Erfindung die Aufgabe zugrunde eine Brennkraftmaschine mit einer Vorrichtung zur Umschaltung von einer Betriebsart auf eine andere Betriebsart, beispielsweise von Viertakt-Motorbetrieb auf Zweitakt-Bremsbetrieb zu schaffen.Starting from an engine brake according to the preamble of claim 1, the invention has for its object to provide an internal combustion engine with a device for switching from one mode to another mode, for example from four-stroke engine operation to two-stroke braking operation.

Gelöst wird diese Aufgabe durch die Merkmale des Patentanspruches 1.This object is achieved by the features of patent claim 1.

Durch die Verwendung verschiedener Nocken zur Ansteuerung der Auslaßventile für Motor- und Bremsbetrieb und ebenso verschiedener Nocken für die Einlaßventile ist man in der Lage, die für eine bestimmte Betriebsart günstigsten Ventilsteuerzeiten festzulegen. Durch die kompakte Bauweise wird die kürzeste Verbindung zwischen Geber- und Nehmerkolben erreicht, wodurch die genaue Einhaltung der durch die Nockenform vorgegebenen Steuerzeiten gewährleistet ist. Die kompakte Bauweise ermöglicht zudem ein kleines Bauvolumen und hohe Betriebssicherheit.By using different cams to control the exhaust valves for engine and brake operation and also different cams for the intake valves, one is able to determine the most favorable valve timing for a particular operating mode. Due to the compact design, the shortest connection between the master and slave pistons is achieved, which ensures exact adherence to the control times specified by the cam shape. The compact design also enables a small construction volume and high operational reliability.

Durch den Rundschieber werden die Geberkolben und Nehmerkolben auf kürzestem Wege verbunden.The master piston and slave piston are connected in the shortest possible way using the circular slide.

Eine vorteilhafte Ausbildung des Rundschiebers ist den Merkmalen des Anspruches 2 zu entnehmen.An advantageous embodiment of the circular slide can be found in the features of claim 2.

Durch die vier Steuerbohrungen des Rundschiebers ist es allein durch dessen axiale Verschiebung möglich von Motor- auf Bremsbetrieb umzuschalten. Die Geber- und Nehmerkolben werden auf kürzestem Wege mittels Hydraulikgestänge verbunden, wodurch die Ventilerhebungen exakt einhaltbar sind. Eine zusätzliche Beeinflussung der Bewegung der Nehmerkolben ist durch die Steuerventile möglich.The four control bores of the rotary slide valve make it possible to switch from motor to brake operation solely through its axial displacement. The master and slave pistons are connected in the shortest possible way by means of hydraulic linkages, which means that the valve lifts can be kept exactly. The control valves can also influence the movement of the slave pistons.

Eine Weiterbildung des Steuerventils ist durch Anspruch 3 gegeben. Die Elektronik gestattet es die hydraulische Verbindung von Geber- und Nehmerkolben zu unterbrechen, wenn sich der Geberkolben gerade auf dem Grundkreis eines der Nocken befindet, wodurch vermieden wird, daß ein gerade geöffnetes Ventil abstürzt, oder ein Öffnungsstoß an der auflaufenden Nockenflanke erfolgt. Das Kugelventil des Steuerventils fungiert als Rückschlagventil zur Nachfüllung von Leckageverlusten.A further development of the control valve is given by claim 3. The electronics allow the hydraulic connection of the master and slave pistons to be interrupted if the master piston is currently on the base circle of one of the cams, thereby preventing a valve that has just been opened from crashing or an opening shock occurring on the rising cam flank. The ball valve of the control valve acts as a check valve for replenishing leakage losses.

Die Unteransprüche 4 bis 12 zeigen die Variationsmöglichkeiten, die sich aus dem Mechanismus zum Umschalten nach den Patentansprüchen 1 bis 3 ergeben.The subclaims 4 to 12 show the possible variations which result from the mechanism for switching according to claims 1 to 3.

Ein besonderer Vorteil ist darin zu sehen, daß das Umschalten von einer Betriebsart in eine andere Betriebsart allein dadurch bewerkstelligt werden kann, daß man die Erhebungen der Nockenwelle variiert und/oder das Übersetzungsverhältnis von Nockenwelle zu einer Kurbelwelle der Brennkraftmaschine von 2 : 1 auf 1 : 1 oder umgekehrt verändert, ohne daß weitere Änderungen am erfindungsgemäßen Mechanismus selbst erforderlich wären.A particular advantage can be seen in the fact that switching from one operating mode to another operating mode can be accomplished simply by varying the elevations of the camshaft and / or the transmission ratio of the camshaft to a crankshaft of the internal combustion engine from 2: 1 to 1: 1 or vice versa, without further changes to the mechanism according to the invention itself being necessary.

Ein Ausführungsbeispiel des erfindungsgemäßen Umschaltmechanismus ist in Zeichnungen dargestellt. Es zeigt:

Figur 1
eine Seitenansicht des Umschaltmechanismus
Figur 2
einen Schnitt durch Geber- und Nehmerkolben mit Rundschieber und Steuerventil
Figur 3
ein Steuerdiagramm für den Zweitakt-Bremsbetrieb
Jeder Zylinder einer Brennkraftmaschine weist ein Einlaß- und ein Auslaßventil auf, wobei das Einlaßventil nach Figur 1 durch eine erste Stößelstange 1 und das Auslaßventil durch eine zweite Stößelstange 2 betätigt wird. Die Kraftübertragung von einer Nockenwelle 3 auf die beiden Stößelstangen 1, 2 erfolgt mittels hydraulischer Gestänge 4. Jedes der Gestänge 4 wird aus Geberkolben 5 bis 8, aus zwei Nehmerkolben 9 und 10 und einem Rundschieber 11 mit Steuerbohrungen 12 bis 15 gebildet. Der Rundschieber 11 dient erfindungsgemäß dem Umschalten von einer Betriebsart auf eine andere Betriebsart.An embodiment of the switching mechanism according to the invention is shown in drawings. It shows:
Figure 1
a side view of the switching mechanism
Figure 2
a section through master and slave pistons with rotary valve and control valve
Figure 3
a control diagram for the two-stroke braking operation
Each cylinder of an internal combustion engine has an intake and an exhaust valve, the intake valve according to FIG. 1 being actuated by a first push rod 1 and the exhaust valve by a second push rod 2. The power transmission from a camshaft 3 to the two push rods 1, 2 takes place by means of hydraulic linkages 4. Each of the linkages 4 is formed from master pistons 5 to 8, from two slave pistons 9 and 10 and a circular slide 11 with control bores 12 to 15. Of the Circular slide valve 11 is used according to the invention to switch from one operating mode to another operating mode.

In der in Figur 1 gezeichneten Stellung des Rundschiebers 11 wird beispielsweise als Ausgangsbetriebsart im Viertakt-Motorbetrieb gefahren und anschließend auf Zweitakt-Bremsbetrieb umgeschaltet. Ein erster Einlaß- und ein erster Auslaßnocken 16, 17 der Nockenwelle 3 betätigt den ersten und dritten Geberkolben 5, 7. Da alle vier Geberkolben baugleich sind wurde zur Erläuterung nur der erste Geberkolben 5 näher dargestellt. Der erste Geberkolben 5 ist über die erste Steuerbohrung 12 im Rundschieber 11 mit dem ersten Nehmerkolben 9 verbunden, welcher über die erste Stößelstange 1 das nicht dargestellte Einlaßventil betätigt. Der dritte Geberkolben 7 ist über die dritte Steuerbohrung 13 mit dem zweiten Nehmerkolben 10 verbunden, welcher über die zweite Stößelstange 2 das ebenfalls nicht dargestellte Auslaßventil betätigt.In the position of the rotary valve 11 shown in FIG. 1, the starting mode is, for example, operated in four-stroke engine operation and then switched to two-stroke braking operation. A first inlet and a first outlet cam 16, 17 of the camshaft 3 actuates the first and third master pistons 5, 7. Since all four master pistons are identical, only the first master piston 5 has been shown in more detail for explanation. The first master piston 5 is connected via the first control bore 12 in the circular slide 11 to the first slave piston 9, which actuates the inlet valve (not shown) via the first push rod 1. The third master piston 7 is connected via the third control bore 13 to the second slave piston 10, which actuates the exhaust valve, also not shown, via the second push rod 2.

Auf der Nockenwelle 3 ist neben dem ersten Einlaß- und ersten Auslaßnocken 16, 17 noch zweiten Einlaß- und zweiten Auslaßnocken 18, 19 vorgesehen, die mit den zweiten und vierten Geberkolben 6, 8 zusammenwirken.On the camshaft 3, in addition to the first intake and first exhaust cams 16, 17, there are also second intake and second exhaust cams 18, 19 which cooperate with the second and fourth master pistons 6, 8.

In der gezeigten Stellung des Rundschiebers 11 ist der zweite und vierte Geberkolben 6, 8 über eine im Rundschieber 11 angeordnete Umfangsnut 20 und eine Ausgleichsbohrung 21 mit einem in Figur 2 dargestellten Ausweichkolben 22 verbunden. Durch die Ausgleichsbohrung 21 im Zusammenwirken mit dem Ausweichkolben 22 kann die von den Geberkolben 6, 8 geförderte Flüssigkeitsmenge abgespeichert werden. Der Rundschieber 11 kann durch eine Feder 22a in der Stellung Motorbetrieb gehalten werden. Die Ölversorgung des Systems wird über die Ausgleichsbohrung 21 und die Nut 24d sichergestellt. Die Nut 24d (Figur 2) verbindet über ein Kugelventil 24c die Absteuerbohrungen 24a und 24b mit der Ausgleichsbohrung 21.In the position of the circular slide 11 shown, the second and fourth master pistons 6, 8 are connected to an escape piston 22 shown in FIG. 2 via a circumferential groove 20 arranged in the circular slide 11 and a compensating bore 21. Through the compensating bore 21 in cooperation with the evasive piston 22, the amount of liquid delivered by the master piston 6, 8 can be stored. The circular slide 11 can be held in the motor operation position by a spring 22a. The oil supply to the system is via the compensating bore 21 and the groove 24d ensured. The groove 24d (FIG. 2) connects the control bores 24a and 24b to the compensating bore 21 via a ball valve 24c.

Die Umschaltung auf den Zweitakt-Bremsbetrieb erfolgt durch Verschiebung des Rundschiebers 11 mittels Hydraulikdruck bis zum Anschlag 23. Die Verschiebung des als Kolben ausgebildeten Rundschiebers 11 erfolgt durch Hydraulikflüssigkeit, welche über eine Steuerbohrung 24 zugeführt wird. Nach Verschiebung des Rundschiebers 11 wird der zweite Geberkolben 6 über die zweite Steuerbohrung 14 mit dem Nehmerkolben 9 und der vierte Geberkolben 8 über die vierte Steuerbohrung 15 mit dem zweiten Nehmerkolben 10 verbunden.The switchover to the two-stroke braking mode is carried out by shifting the rotary valve 11 by means of hydraulic pressure up to the stop 23. The rotary valve 11 designed as a piston is moved by hydraulic fluid which is supplied via a control bore 24. After the circular slide 11 has been moved, the second master piston 6 is connected to the slave piston 9 via the second control bore 14 and the fourth master piston 8 is connected to the second slave piston 10 via the fourth control bore 15.

Zur Speicherung der von dem ersten und dritten Geberkolben 5, 7 geförderten Flüssigkeitsmenge werden diese wiederum mittels der Umfangsnut 20 mit der Ausgleichsbohrung 21 verbunden.To store the amount of liquid delivered by the first and third master pistons 5, 7, these are in turn connected to the compensating bore 21 by means of the circumferential groove 20.

Die Nehmerkolben 9, 10 können über die Absteuerbohrungen 24a, 24b, die Kugelventile 24c, die Nut 24d und die Ausgleichsbohrung 21 mit einer nicht dargestellten Ölversorgung verbunden werden. Die Absteuerbohrungen 24a, 24b können durch Steuerventile 25 (Figur 2) gesteuert werden. Vor der Umsteuerung des Rundschiebers 11 werden die Absteuerungbohrungen 24a, 24b durch die Magnetventile 25 geöffnet und zwar nur dann, wenn gerade der mit einem Nehmerkolben hydraulisch kommunizierende Geberkolben auf einem Grundkreis seines zugehörigen Nockens sitzt.The slave pistons 9, 10 can be connected to an oil supply (not shown) via the control bores 24a, 24b, the ball valves 24c, the groove 24d and the compensating bore 21. The pilot bores 24a, 24b can be controlled by control valves 25 (FIG. 2). Before reversing the rotary valve 11, the control bores 24a, 24b are opened by the solenoid valves 25 and only when the master piston, which communicates hydraulically with a slave piston, is seated on a base circle of its associated cam.

Figur 2 zeigt im Schnitt durch Geber- und Nehmerkolben den Mechanismus zur Umsteuerung. Die Nockenwelle 3 - beispielsweise mit erstem Einlaßnocken 16 - treibt den als Rollenstößel ausgebildeten ersten Geberkolben 5. Über die erste Steuerbohrung 12 im Rundschieber 11 pflanzt sich der Hydraulikdruck auf den ersten Nehmerkolben 9 und die erste Stößelstange 1 auf das nicht dargestellte Einlaßventil fort.Figure 2 shows a section through the master and slave pistons the mechanism for reversing. The camshaft 3 - for example with the first inlet cam 16 - drives the first master piston 5, which is designed as a roller tappet. Via the first control bore 12 in the circular slide 11, the hydraulic pressure on the first slave piston 9 and the first push rod 1 propagate onto the inlet valve, not shown.

Wenn der Rundschieber 11 von der in Figur 1 gezeigten Motorstellung auf Bremsstellung umgesteuert werden soll wird zunächst mittels Steuerventil 25 das Kugelventil 24c von seinem Sitz angehoben und die Absteuerbohrung 24a geöffnet und zwar in einer Phase, in der sich der Rollenstößel des Geberkolbens auf dem Grundkreis des ersten Einlaßnockens 16 befindet. Die Hydraulikflüssigkeit wird dann über die Absteuerbohrung 24a, das durch das Steuerventil 25 geöffnete Kugelventil 24c und die Nut 24d in die Ausgleichsbohrung 21 des Ölversorgungssystems gefördert. Würde nämlich das Steuerventil 25 öffnen, wenn sich der Rollenstößel des Geberkolbens 5 auf der Nockenerhebung befindet, wenn also das Einlaßventil geöffnet ist, würde dieses durch plötzlichen Druckabbau unter dem Nehmerkolben 9 abstürzen und durch Aufschlagen auf den Ventilsitz Schaden nehmen. Um bei Fehlschaltung des Steuerventils 25 eine Beschädigung der Ventilsitze der Gaswechselventile auszuschließen, könnten die Nehmerkolben 9 und 10 mit einer hydraulischen Endlagendämpfung 26 ausgestattet werden.If the rotary slide valve 11 is to be switched from the motor position shown in FIG. 1 to the braking position, the ball valve 24c is first lifted from its seat by means of the control valve 25 and the control bore 24a is opened, in a phase in which the roller tappet of the master piston is on the base circle of the first inlet cam 16 is located. The hydraulic fluid is then conveyed through the control bore 24a, the ball valve 24c opened by the control valve 25 and the groove 24d into the compensating bore 21 of the oil supply system. Would namely open the control valve 25 when the roller tappet of the master piston 5 is on the cam elevation, that is, when the inlet valve is open, this would crash due to sudden pressure reduction under the slave piston 9 and be damaged by hitting the valve seat. In order to rule out damage to the valve seats of the gas exchange valves if the control valve 25 is switched incorrectly, the slave pistons 9 and 10 could be equipped with hydraulic end position damping 26.

Die Regelung des Steuerventils 25 ist ohne weiteres mit einer Elektronik möglich, welche über einen OT-Markengeber die Phasenlage der Nockenwelle 3 und des Einlaßnockens 16 erkennt. Gleiches gilt natürlich für die übrigen Geberkolben 6 bis 8.The control of the control valve 25 is readily possible with electronics which recognize the phase position of the camshaft 3 and the intake cam 16 via an OT marker. The same naturally applies to the other master pistons 6 to 8.

Die nicht mit den beiden Nehmerkolben 9, 10 verbundenen Geberkolben fördern über die Ausgleichsbohrung 21 in einen Raum des Ausweichkolbens 22, welcher durch Federkraft belastet ist und dem geförderten Flüssigkeitsvolumen elastisch folgen kann.The master pistons, which are not connected to the two slave pistons 9, 10, convey via the compensating bore 21 into a space in the evasive piston 22, which is loaded by spring force and can follow the liquid volume conveyed elastically.

Figur 3 zeigt eine vorteilhafte Steuerung der Ein- und Auslaßventile im Zweitakt-Bremsbetrieb, wie sie in DE-PS 39 00 739 vorgeschlagen wurde. Dabei öffnet das Auslaßventil kurz nach Ansaug-UT, so daß aus dem Auspuffrohr Abgas zurückströmt und den Druck vor der Verdichtung erhöht und somit das gesamte Druckniveau anhebt und die Bremsleistung steigert.Figure 3 shows an advantageous control of the intake and exhaust valves in two-stroke braking operation, as proposed in DE-PS 39 00 739. The exhaust valve opens shortly after intake UT, so that exhaust gas flows back out of the exhaust pipe and increases the pressure before compression, thus raising the overall pressure level and increasing the braking performance.

Entsprechend den Unteransprüchen 4 bis 12 kann allein durch Variation der Ein- und Auslaßnocken (16 bis 19) und durch Änderung des Übersetzungsverhältnisses zwischen Nockenwelle 3 und der antreibenden Kurbelwelle jede denkbare Betriebsart eingestellt werden, ohne daß der Mechanismus zum Umschalten geändert werden muß.According to subclaims 4 to 12, any conceivable operating mode can be set solely by varying the intake and exhaust cams (16 to 19) and by changing the transmission ratio between camshaft 3 and the driving crankshaft, without the mechanism for switching having to be changed.

Claims (12)

  1. An internal combustion engine with a device for switching from one mode of operation to another, wherein each cylinder has at least one exhaust valve and one intake valve, the exhaust valve being actuatable by means of a first exhaust cam (17) of a camshaft (3), with the interposition of a hydraulic rod system comprising driving and driven pistons (7, 10), the rod system having a control device formed from an axially displaceable piston slide valve (11) with control bores which produce or interrupt the connection between the third driving piston (7) - provided for actuation of the exhaust valve - and the driven piston (10), the piston slide valve (11) being switchable by means of the action of oil under pressure, characterised in that in addition to the first exhaust cam (17), the camshaft (3) has a second exhaust cam (19) and also a first and second intake cam (16, 18) for actuation of the fourth, the first and the second driving pistons (8, 5, 6), and the hydraulic rod system is combined into a compact constructional unit, and a peripheral groove (20) in the piston slide valve (11) is connected to an auxiliary piston (22) via a compensating bore (21), the peripheral groove (20) alternatively connecting only the inactive driving pistons (6, 8) or (5, 7) to the compensating bore (21), and the piston slide valve (11) is retained in its inoperative position by means of a spring (22a).
  2. An internal combustion engine in accordance with claim 1, characterised in that the piston slide valve (11) has four control bores (12 to 15), and when the piston slide valve is in its inoperative position during engine operation the first and third driving pistons (5, 7) are connected via a first and a third control bore (12, 13) to the first driven piston (9) of the intake valve and to the second driven piston (10) of the exhaust valve, and the second and fourth driving pistons (6, 8) are connected to a compensating bore (21) via a peripheral groove (20) in the piston slide valve (11), and after the piston slide valve (11) has been switched to braking operation, the second and fourth driving pistons (6, 8) are connected to the first and second driven pistons (9, 10) via a second and a fourth control bore (14, 15), whilst the first and third driving pistons (5, 7) are connected to the compensating bore (21) via the peripheral groove (20), and with the aid of ball valves (24c) actuated by control valves (25) each of the driven pistons (9, 10) corresponds to a groove (24d) via a bore (24a and 24b respectively), and the compensating bore (21) corresponds to an oil supply, and during braking operation the slide valve (11) formed as a piston is displaceable against the force of the spring (22a) by means of action through a bore (24) for oil under pressure, and axial movement of the said piston slide valve can be limited by a stop device (23).
  3. An internal combustion engine in accordance with claim 2, characterised in that the control valves (25) are controllable by means of electronics, and are only opened when the driving pistons (5, 7 or 6, 8) - connected to the driven pistons (9, 10) via the piston slide valve (11) - rest on a base circle of the cams (16, 17 or 18, 19), and the ball valves (24c) are formed as non-return valves for re-filling leakage losses.
  4. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for four-stroke cycle engine operation, and the cam (18) is provided with two lobes and the cam (19) is provided with four lobes suitable for two-stroke cycle braking operation, the camshaft (3) running at half the speed of the crankshaft.
  5. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for four-stroke cycle engine operation, and the cam (18) is provided with one lobe and the cam (19) is provided with two lobes suitable for four-stroke cycle braking operation, the camshaft (3) running at half the speed of the crankshaft.
  6. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for two-stroke cycle engine operation, and the cam (18) is provided with one lobe and the cam (19) is provided with two lobes suitable for two-stroke cycle braking operation, the camshaft (3) running at the same speed as the crankshaft.
  7. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for four-stroke cycle engine operation, and the cam (18) is provided with two lobes and the cam (19) is provided with two lobes suitable for two-stroke cycle braking operation, opening of the exhaust valve taking place about the lower dead centre and closure thereof taking place about the upper dead centre, and the camshaft (3) running at half the speed of the crankshaft.
  8. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for four-stroke cycle engine operation, and the cam (18) is provided with one lobe and the cam (19) is provided with one lobe suitable for four-stroke cycle braking operation, opening of the exhaust valve taking place about the lower dead centre and closure thereof taking place about the upper dead centre, and the camshaft (3) running at half the speed of the crankshaft.
  9. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for two-stroke cycle engine operation, and the cams (18 and 19) are each provided with one lobe suitable for two-stroke cycle braking operation, opening of the exhaust valve taking place about the lower dead centre and closure thereof taking place about the upper dead centre, and the camshaft (3) running at the same speed as the crankshaft.
  10. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for four-stroke cycle engine operation, and the cams (18 and 19) are each provided with two lobes suitable for two-stroke cycle engine operation, the camshaft (3) running at half the speed of the crankshaft.
  11. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for two-stroke cycle engine operation, and the cams (18 and 19) are each provided with one lobe suitable for two-stroke cycle engine operation with altered valve lifts, the camshaft (3) running at the same speed as the crankshaft.
  12. An internal combustion engine in accordance with one of claims 1 to 3, characterised in that the cams (16 and 17) are each provided with one lobe suitable for four-stroke cycle engine operation, and the cams (18 and 19) are each provided with one lobe suitable for four-stroke cycle engine operation with altered valve lifts, the camshaft (3) running at half the speed of the crankshaft.
EP93112213A 1992-08-22 1993-07-30 Internal combustion engine having a mechanism for switching from one operating mode to another. Expired - Lifetime EP0584575B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4227927 1992-08-22
DE4227927A DE4227927C2 (en) 1992-08-22 1992-08-22 Mechanism for switching an internal combustion engine from one operating mode to another operating mode

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EP0584575A1 EP0584575A1 (en) 1994-03-02
EP0584575B1 true EP0584575B1 (en) 1995-10-25

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EP93112213A Expired - Lifetime EP0584575B1 (en) 1992-08-22 1993-07-30 Internal combustion engine having a mechanism for switching from one operating mode to another.

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EP (1) EP0584575B1 (en)
JP (1) JPH06167224A (en)
DE (2) DE4227927C2 (en)

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DE10311358B4 (en) 2003-03-14 2010-04-29 Meta Motoren- Und Energie-Technik Gmbh Reciprocating internal combustion engine, method for their operation and apparatus for adjusting the lifting function of a charge exchange valve
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Also Published As

Publication number Publication date
DE4227927A1 (en) 1994-02-24
JPH06167224A (en) 1994-06-14
US5404851A (en) 1995-04-11
DE59300815D1 (en) 1995-11-30
EP0584575A1 (en) 1994-03-02
DE4227927C2 (en) 1995-02-23

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