FI20205858A1 - Valve train and method for actuating gas exchange valves - Google Patents

Valve train and method for actuating gas exchange valves Download PDF

Info

Publication number
FI20205858A1
FI20205858A1 FI20205858A FI20205858A FI20205858A1 FI 20205858 A1 FI20205858 A1 FI 20205858A1 FI 20205858 A FI20205858 A FI 20205858A FI 20205858 A FI20205858 A FI 20205858A FI 20205858 A1 FI20205858 A1 FI 20205858A1
Authority
FI
Finland
Prior art keywords
inlet
valve
exhaust
flank
relatively small
Prior art date
Application number
FI20205858A
Other languages
Finnish (fi)
Swedish (sv)
Inventor
Maxim Epp
Georg Litzel
Original Assignee
Man Energy Solutions Se
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 Man Energy Solutions Se filed Critical Man Energy Solutions Se
Publication of FI20205858A1 publication Critical patent/FI20205858A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

A valve train for actuating inlet valves and exhaust valves of an internal combustion engine, having an inlet camshaft carrying inlet cams, wherein each inlet cam comprises an inlet valve opening flank (11a) and an inlet valve closing flank (11b), having an exhaust camshaft carrying exhaust cams, wherein each exhaust cam comprises an exhaust valve opening flank (10a) and an exhaust valve closing flank (10b). The exhaust valve closing flank (10b) and the inlet valve opening flank (11a) are designed in such a manner that under full load and under part load the inlet valve starts to open before the top dead centre (OT) of the respective cylinder and the exhaust valve completely closes after the top dead centre (OT). The exhaust valve closing flank (10b) is designed in such a manner that the exhaust valve initially closes with a relatively large gradient and then with a relatively small gradient, wherein a change from the large to the small gradient takes place in the region of the top dead centre, and wherein under full load the relatively small gradient completely closes the exhaust valve in a range between 60° KW and 30° KW before the complete closing of the inlet valve. The inlet valve opening flank (11a) is designed in such a manner that the inlet valve initially opens with a relatively small gradient and then with a relatively large gradient, wherein under full load the relatively small gradient starts to open the inlet valve in a range between 90° KW and 60° KW before the top dead centre, and wherein under full load a change from the small to the large gradient takes place in the region of the top dead centre.

Description

PBO6060DE MAN Energy Solutions SE
VALVE TRAIN AND METHOD FOR ACTUATING GAS EXCHANGE
VALVES The invention relates to a valve train for actuating gas exchange valves of the cylinders of an internal combustion engine according to the preamble of Claim 1. The invention, furthermore, relates to a method for actuating gas exchange valves of the cylinders of an internal combustion engine according to the preamble of Claim 6. The fundamental structure of a valve train for actuating gas exchange valves of the cylinders of an internal combustion engine is known from practice. Accordingly, a valve train comprises an inlet camshaft carrying inlet cams, wherein the inlet cams serve for actuating the inlet valves of the cylinders of an internal combustion engine. Furthermore, a valve train comprises an exhaust camshaft carrying exhaust cams, wherein the exhaust cams serve for actuating the exhaust valves of the cylinders of the internal combustion engine. Fach inlet cam comprises an inlet valve opening flank for opening the respective inlet valve and an inlet N valve closing flank for closing the respective inlet N valve. Each exhaust cam comprises an exhaust valve 3 opening flank following the respective exhaust valve 2 and an exhaust valve closing flank for closing the E respective exhaust valve. O From DE 10 2016 112 447 Al a valve train is known, in S the case of which a cam lever interacts with the cam of N a cam shaft, wherein a roller of the cam lever scans the cam contour of the respective cam and transmits the
- 2 - same, actuating the respective gas exchange valve, via a pushrod and a rocker arm to the respective gas exchange valve.
From DE 10 2016 112 448 B4 a further valve train for an internal combustion engine is known, in the case of which a roller of a cam lever scans a cam contour of a cam and transmits the same to the gas exchange valves via a pushrod, however without rocker arm.
From practice it is known that a valve overlap can exist between the at least one inlet valve and the at least one exhaust valve of a respective cylinder of an internal] combustion engine.
A valve overlap is characterized in that the respective inlet valve starts to open even before a top dead centre of the respective cylinder and that the respective exhaust valve of the respective cylinder closes completely only after the top dead centre of the respective cylinder.
A differential pressure between the charge air pressure in the respective exhaust port and the exhaust backpressure in the respective exhaust port can then be utilised in order to scavenge residual exhaust gas with the help of fresh air out of the combustion chamber of the respective cylinder into the exhaust port.
Furthermore, valve trains with variable valve N actuations are known from practice in order to provide N different valve actuations for the gas exchange valves 3 of the cylinders in full load and part load.
By way of 2 this, the cylinder charging can be improved in E particular in part load.
O There is a need for a valve train which makes possible S an optimal operation of the internal combustion engine both under full load and also under part load, which ensures a good cooling of the exhaust valves in
— 3 — particular in all load ranges and avoids consumption disadvantages. Starting out from this, the invention is based on the object of creating a new type of valve train for actuating gas exchange valves and a corresponding method. This object is solved through a valve train for actuating gas exchange valves of the cylinders of an internal combustion engine according to Claim 1. The valve train comprises an inlet camshaft which carries inlet cams for the inlet valves of the cylinders, wherein each inlet cam comprises an inlet valve opening flank and an inlet valve closing flank. The valve train comprises an exhaust camshaft which carries exhaust cams for the exhaust valves of the cylinders, wherein each exhaust cam comprises an exhaust valve opening flank and an exhaust valve closing flank. The valve train also comprises a camshaft adjusting device for the inlet camshaft, via which the inlet cams are adjustable relative to the exhaust cams, in order to provide a valve actuation for the inlet valves of the cylinders under full load of the internal combustion engine that is different from that under part load of the internal combustion engine.
S N The exhaust valve closing flank of the exhaust cams and 3 the inlet valve opening flank of the inlet cams are 3 designed in such a manner that under full load and = under part load on each cylinder the at least one inlet N valve starts to open before the top dead centre of the 0a respective cylinder and the at least one exhaust valve S closes completely after the top dead centre of the N respective cylinder.
- 4 — The exhaust valve closing flank of the exhaust cams is formed in such a manner that the at least one exhaust valve of the respective cylinder initially closes with a relatively large gradient and subsequently with a relatively small gradient, wherein a change from the relatively large gradient to the relatively small gradient takes place in the region of the top dead centre of the respective cylinder, and wherein under full load of the internal combustion engine the relatively small gradient completely closes the at least one exhaust valve of the respective cylinder in a range between 60° KW and 30° KW prior to the complete closing of the at least one inlet valve.
KW stands for crankshaft angle.
The inlet valve opening flank of the inlet cam is designed in such a manner that the at least one inlet valve of the respective cylinder initially opens with a relatively small gradient and subsequently with a relatively large gradient, wherein under full load of the internal combustion engine the relatively small gradient starts to open the at least one inlet valve of the respective cylinder in a range between 90° KW and 60? KW before the top dead centre of the respective valve, and wherein under full load a change from the relatively small gradient to the relatively large gradient takes place in the region of the top dead N centre of the respective cylinder.
KW stands for N crankshaft angle. å S In the valve train, the camshaft adjusting device makes E possible the adjustment of the inlet cams relative to N the exhaust cams.
The exhaust valve closing flank of 0a the exhaust cams and the inlet valve opening flank of S the inlet cams are formed in a defined manner in order to provide a defined valve overlap both under full load and also under part load, so that both under full load
- 5 — and also under part load charge air is utilised in order to scavenge exhaust gas into the exhaust port and in the process cool exhaust valves of the cylinder. On the other hand, consumption disadvantages are avoided through the defined contouring of the exhaust valve closing flank of the exhaust cams and the inlet valve opening flank of the inlet cams. Both in full load and also in part load an adequate period of time of the valve overlap is available in order to ensure a good cooling of the exhaust valves in all load ranges without consumption disadvantages. Preferentially, the camshaft adjusting device, during the change from full load to part load, adjusts the inlet cams by an angle B towards retard. Under part load, the relatively small gradient of the inlet valve opening flank starts to open the at least one inlet valve in a range between (90° - B) KW and (60° - B) KW before the top dead centre of the respective valve. Under part load, the relatively small gradient completely closes the at least one exhaust valve in a range between (60° + B) KW and (30° + B) KW before the complete closing of the at least one inlet valve. Preferentially, B amounts to between 30° KW to 50° KW. KW stands for crankshaft angle. This allows a particularly advantageous operation of N the internal combustion engine both at part load and N also at full load. Both during full load and also 3 during part load, an adequate cooling of the exhaust 3 valves without consumption disadvantages is ensured.
Tr N The method for actuating gas exchange valves of the e cylinders of an internal combustion engine is defined S in Claim 6.
N
- 6 - Preferred further developments of the invention are obtained from the subclaims and the following description. Exemplary embodiments of the invention are explained in more detail by way of the drawing without being restricted to this. There it shows: Fig. 1 a representation of the opening and closing flanks of inlet and exhaust cams of a valve train according to the invention at full load; Fig. 2 a representation of the opening and closing flanks of inlet and exhaust cams of a valve train according to the invention at part load.
The fundamental structure of a valve train of an internal combustion engine is known to the person skilled in the art addressed here.
Accordingly, a valve train, which serves for actuating gas exchange valves of the cylinders of an internal combustion engine, comprises an inlet camshaft which carries inlet cams. The inlet cams serve for actuating gas exchange valves of the cylinders of the internal combustion engine formed as inlet valves, wherein each inlet cam comprises an inlet valve opening flank for N opening the respective inlet valve and an inlet valve N closing flank for closing the respective inlet valve. 3 3 Furthermore, a valve train comprises an exhaust = camshaft which carries exhaust cams. The exhaust cams N serve for actuating gas exchange valves of the 0a cylinders of the internal combustion engine formed as S exhaust valves, in order to open and close the exhaust N valves. Accordingly, each exhaust cam comprises an exhaust valve opening flank for opening the respective
- 7 = exhaust valve and an exhaust valve closing flank for closing the respective exhaust valve.
Furthermore, a valve train comprises a camshaft adjusting device.
With the camshaft adjusting device, the inlet camshaft can be adjusted in order to adjust the inlet cams relative to the exhaust cams of the exhaust camshaft.
Thus, individual valve actuations for the inlet valves of the cylinder can be provided for the full load of the internal combustion engine and also for the part load of the internal combustion engine.
In Fig. 1 and 2, actuations for the exhaust valves and inlet valves of the cylinders are shown for a full load operation (see Fig. 1) and for a part load operation (see Fig. 2), wherein a curve profile 10 corresponds to the actuation of an exhaust valve by the opening and closing flanks of an exhaust cam and the curve profile 11 corresponds to the actuation of an inlet valve by the opening and closing flanks of an inlet cam.
The opening of the respective exhaust valve is defined by an exhaust valve opening flank 10a and the closing of the respective exhaust valve by an exhaust valve closing flank 10b of the respective exhaust cam.
The exhaust valve opening flank 10a is shown in N continuously drawn line and the exhaust valve closing N flank 10b in dashed drawn line.
The opening of the 3 respective inlet valve according to the curve profile 2 11 is defined by an inlet valve opening flank 11a, z whereas the closing of the respective inlet valve N according to the curve profile 11 is defined by an 0a inlet valve closing flank 11b.
The inlet valve opening S flank lla is shown in dashed drawn line and the inlet N valve closing flank 11b in continuously drawn line.
— 8 — Fig. 1 and 2 show that according to the curve profile an exhaust valve, commencing with the angle oa: starts to open and at the angle oa is completely closed. The exhaust valve opening flank 10a starts to open the respective exhaust valve at the angle om. The exhaust valve closing flank 10b completely closes the respective exhaust valve at the angle On». At full load and part load, these angles oa: and oa, are identical. According to the curve profile 11, an inlet valve starts to open with the angle om or Om and is completely closed at the angle Eo and O * Fo respectively. The inlet valve opening flank lla starts to open the respective inlet valve at the angle og; and oa*s1 respectively, wherein the inlet valve closing flank 11b completely closes the respective inlet valve at the angle «Am and dAtm respectively. From a comparison of Fig. 1 and 2 it can be seen that the inlet cam, which determines the curve profile 11, is adjusted relative to the exhaust cam, which determines the curve profile 10, in the part load operation of Fig. 2 relative to the full load operation of Fig. 1, namely towards retard. This adjustment is carried out by an angle B. Accordingly the following applies: O* =1=0=1+B OA" =2=0g2+B
S N The exhaust valve closing flank 10b of the exhaust cam 3 and the inlet valve opening flank lla of the inlet cam 3 are formed in such a manner that both under full load z (see Fig. 1) and also under part load (see Fig. 2), the N respective inlet valve starts to open before a so- 0a called top dead centre (OT) of the respective cylinder, S namely at full load in Fig. 1 at the angle oz and N under part load according to Fig. 2 at the angle o*g1, and that the at least one exhaust valve of the
- 9 - respective cylinder closes completely in each case after the top dead centre (OT) of the respective cylinder, namely in each case at the angle oa». The exhaust valve closing flank 10b of the exhaust cam. Is embodied, furthermore, in such a manner that the at least one exhaust valve of the respective cylinder closes initially with a relatively large gradient and subsequently with a relatively small gradient. The change from the relatively large gradient to the relatively small gradient of the exhaust valve closing flank takes place in the region of the top dead centre OT of the respective cylinder. Under full load of the internal combustion engine, the relatively small gradient of the exhaust valve closing flank 10b closes the at least one exhaust valve of the receptive cylinder at the angle 0% 2, which at full load is between 60° KW and 30° KW before the complete closing of the at least one inlet valve at the angle og. KW stands for crankshaft angle. Under part load, the relatively small gradient of the exhaust valve closing flank 10b likewise closes the at least one exhaust valve of the respective cylinder at the angle Om, which however is between (60° + B) KW and (30° + B) KW before the complete closing of the at N least one inlet valve of the respective cylinder at the N angle AX”. KW stands for crankshaft angle. 3 2 Furthermore, the inlet opening flank lla of the inlet z cams is designed in such a manner that the at least one N inlet valve of the respective cylinder initially opens 0a with a relatively small gradient and subsequently with S a relatively large gradient.
O N
— 10 — Under full load of the internal combustion engine (see Fig. 1), the relatively small gradient starts to open the at least one inlet valve of the respective cylinder at the angle am, which is in a range between 90° KW and 60° KW before the top dead centre of the respective cylinder.
Under part load, the relatively small gradients of the inlet valve opening flank starts to open the at least inlet valve of the respective cylinder at the angle Am, which then is in a range between (90° - B) KW and (60? —- PB) KW before the top dead centre OT of the respective valve.
KW stands for crankshaft angle.
Under full load, a change from the relatively small gradient of the inlet valve opening flank lla to the relatively large gradient of the inlet valve opening flank lla takes place in the region of the top dead centre OT of the respective cylinder.
Under part load, the change from the relatively small gradient of the inlet valve opening flank lla to the relatively large gradient of the inlet valve opening flank lla is adjusted relative to full load by B towards retard.
By way of the above configuration of the inlet cams and exhaust valves and the exhaust valve closing flank 10b of the exhaust cams and the inlet valve opening flank N lla of the inlet cams, an adeguately large valve N overlap 12 is provided both at full load according to 3 Fig. 1 and also at part load according to Fig. 2, 3 wherein the valve overlap 12 is characterized by the = angle range between the start of opening of the N respective inlet valve and the complete closing of the e respective exhaust valve.
At full load according to S Fig. 1, the valve overlap 12 is accordingly defined by N Oa, — Om and in the part load operation by oa — G*z1. The angle range of this valve overlap 12 is thus
- 11 - adequately large under full load and also under part load in order to ensure a cooling of the exhaust valves via charge air in all load ranges without consumption disadvantages. List of reference numbers 10a Exhaust valve opening flank 10b Exhaust valve closing flank lla Inlet valve opening flank 11b Inlet valve closing flank 12 Valve overlap oO
N O
N o <Q 0
O
I jami a 00
O 00
O O N O N

Claims (10)

PBO6060DE CLAIMS
1. A valve train for actuating gas exchange valves of cylinders of an internal combustion engine, wherein each cylinder as gas exchange valves comprises at least one inlet valve and at least one exhaust valve, having an inlet camshaft which carries inlet cams for the inlet valves of the cylinders, wherein each inlet cam comprises an inlet valve opening flank (11a) and an inlet valve closing flank (11b), having an exhaust camshaft carrying the exhaust cams for the exhaust valves of the cylinders, wherein each exhaust cam comprises an exhaust valve opening flank (10a) and an exhaust valve closing flank (10b), having a camshaft adjusting device for the inlet camshaft, via which the inlet cams are adjustable relative to the exhaust cams, in order to provide a valve actuation for the inlet valves of the cylinders under full load of the internal combustion engine that is different from that under part load of the internal combustion engine,
S N wherein the exhaust valve closing flank (10b) of 3 the exhaust cams and the inlet valve opening flank 3 (lla) of the inlet cams are formed in such a = manner that under full load and under part load on N each cylinder the at least one inlet valve starts 0a to open before the top dead centre (OT) of the S respective cylinder and the at least one exhaust N valve closes completely after the top dead centre (OT) of the respective cylinder,
- 2 - wherein the exhaust valve closing flank (10b) of the exhaust cams 1s formed in such a manner that the at least one exhaust valve of the respective cylinder initially closes with a relatively large gradient and subsequently with a relatively small gradient, wherein a change from the relatively large gradient to the relatively small gradient takes place in the region of the top dead centre (OT) of the respective cylinder, and wherein under full load of the internal combustion engine the relatively small gradient completely closes the at least one exhaust valve of the receptive cylinder in a range between 60° KW and 30° KW before the complete closing of the at least one inlet valve, wherein the inlet valve opening flank (lla) of the inlet cams is formed in such a manner that the at least one inlet valve of the respective cylinder initially opens with a relatively small gradient and subsequently with a relatively large gradient, wherein under full load of the internal combustion engine the relatively small gradient starts to open the at least one inlet valve of the respective cylinder in a range between 90° KW and 60° KW before the top dead centre (OT) of the respective valve, and wherein under full load a change from the relatively small gradient to the Q relatively large gradient takes place in the N region of the top dead centre (OT) of the 3 respective cylinder. 3 =
2. The valve train according to Claim 1, N characterized in that the camshaft adjusting < device during the change from full load to part S load adjusts the inlet cams by an angle B towards N retard.
- 3 —
3. The valve train according to Claim 2, characterized in that under part load the relatively small gradient starts to open the at least one inlet valve of the respective cylinder in range between (90° - B) KW and (60° - B) KW before the top dead centre (OT) of the respective valve.
4. The valve train according to Claim 2 or 3, characterized in that under part load the relatively small gradient completely closes the at least one exhaust valve of the respective cylinder in a range between (60° + B) KW and (30° + B) KW before the complete closing of the at least one inlet valve.
5. The valve train according to any one of the Claims 2 to 4, characterized in that B amounts to between 30° KW to 50° KW.
6. A method for actuating gas exchange valves of cylinders of an internal combustion engine, wherein each cylinder as gas exchange valves comprises at least one inlet valve and at least one exhaust valve, N wherein the or each inlet valve of the respective N cylinder, starting out from an inlet cam which 3 comprises an inlet valve opening flank (lla) and 2 an inlet closing flank (11b), is actuated for E opening and closing, 09 Po wherein the or each exhaust valve of the S respective cylinder starting out from an exhaust cam, which comprises an exhaust valve opening
- 4 — flank (10a) and an exhaust valve closing flank (10b), is actuated for opening and closing, wherein during a change between full load and part load of the internal combustion engine the inlet cams are adjusted relative to the exhaust cams in order to provide a different valve actuation for the inlet valves under full load than under part load, wherein under full load and under part load on each cylinder the inlet valve opening flank (lla) of the respective inlet cam starts to open the at least one inlet valve before the top dead centre (OT) of the respective cylinder and the exhaust valve closing flank (10b) of the respective exhaust cam completely closes the at least one exhaust valve of the respective cylinder after the top dead centre (OT) of the respective cylinder, wherein the exhaust valve closing flank (10b) of the exhaust cam initially closes the at least one exhaust valve of the respective cylinder with a relatively large gradient and subsequently with a relatively small gradient, wherein a change from the relatively large gradient to the relatively small gradient takes place in the region of the N top dead centre (OT) of the respective cylinder, N and wherein under full load of the internal 3 combustion engine the relatively small gradient 2 completely closes the at least one exhaust valve z of the respective cylinder in a range between N 60° KW and 30° KW before the complete closing of < the at least one inlet valve,
S N wherein the exhaust valve opening flank (lla) of the inlet cams initially opens the at least one
— 5 — inlet valve of the respective cylinder with a relatively small gradient and subsequently with a relatively large gradient, wherein under full load of the internal combustion engine the relatively small gradient starts to open the at least one inlet valve of the respective cylinder in a range between 90° KW and 60° KW before the top dead centre (OT) of the respective valve, and wherein under full load a change from the relatively small gradient to the relatively large gradient takes place in the region of the top dead centre (OT) of the respective cylinder.
7. The method according to Claim 6, characterized in that during the change from full load to part load of the internal combustion engine the inlet cams are adjusted via the inlet camshaft by an angle &B towards retard.
8. The method according to Claim 7, characterized in that under part load the relatively small gradient starts to open the at least one inlet valve of the respective cylinder in a range between (90° - B) KW and (60° - RB) KW before the top dead centre (OT) of the respective valve.
9. The method according to Claim 7 or 8, N characterized in that under part load the N relatively small gradient completely closes the at 3 least one exhaust valve of the respective cylinder 2 in a range between (60° + B) KW and (30° + B) KW = before the complete closing of the at least one > inlet valve.
09 2 S
10. The method according to any one of the Claims 7 to N 9, characterized in that B amounts to between 30° KW to 50° KW.
FI20205858A 2019-09-05 2020-09-03 Valve train and method for actuating gas exchange valves FI20205858A1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019123889 2019-09-05

Publications (1)

Publication Number Publication Date
FI20205858A1 true FI20205858A1 (en) 2021-03-06

Family

ID=74735496

Family Applications (1)

Application Number Title Priority Date Filing Date
FI20205858A FI20205858A1 (en) 2019-09-05 2020-09-03 Valve train and method for actuating gas exchange valves

Country Status (5)

Country Link
JP (1) JP7355716B2 (en)
KR (1) KR102627371B1 (en)
CN (1) CN112443403B (en)
CH (1) CH716589B1 (en)
FI (1) FI20205858A1 (en)

Family Cites Families (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2418332A1 (en) * 1978-02-24 1979-09-21 Semt PROCESS FOR IMPROVING THE EXTERNAL COOLING OF AN EXHAUST VALVE OF AN INTERNAL COMBUSTION ENGINE, IN PARTICULAR OF A SUPERCHARGED DIESEL ENGINE, AND DEVICE FOR IMPLEMENTING THE SAID PROCEDURE
JPS5820920A (en) * 1981-07-28 1983-02-07 Mitsui Eng & Shipbuild Co Ltd Cooling method for exhaust valve
JP3183560B2 (en) * 1992-06-08 2001-07-09 マツダ株式会社 Control device for supercharged engine
WO1997007324A2 (en) * 1995-08-19 1997-02-27 Erwin Korostenski Internal combustion engine and process for operating the valve gear mechanism of an internal combustion engine
JP3932600B2 (en) * 1997-05-21 2007-06-20 日産自動車株式会社 Valve control system for internal combustion engine with turbocharger
JP2002089300A (en) * 2000-09-11 2002-03-27 Nissan Motor Co Ltd Cylinder direct injection type internal combustion engine
JP4010115B2 (en) * 2001-03-05 2007-11-21 トヨタ自動車株式会社 Control device for internal combustion engine
US6600989B2 (en) * 2001-05-24 2003-07-29 Delphi Technologies, Inc. Apparatus and method for early intake valve closing
US6810844B2 (en) * 2002-12-10 2004-11-02 Delphi Technologies, Inc. Method for 3-step variable valve actuation
JP2005127180A (en) * 2003-10-22 2005-05-19 Toyota Motor Corp Valve characteristic control device of internal combustion engine
JP4103833B2 (en) * 2004-03-30 2008-06-18 日産自動車株式会社 Variable valve operating device for internal combustion engine
JP2006161666A (en) * 2004-12-07 2006-06-22 Mazda Motor Corp Intake exhaust control device for engine
DE102005031241A1 (en) * 2005-07-01 2007-01-04 Fev Motorentechnik Gmbh Variable valve train of a piston internal combustion engine
JP2009002283A (en) * 2007-06-22 2009-01-08 Toyota Motor Corp Control system of internal combustion engine
DE102008061236A1 (en) * 2008-12-09 2010-06-10 Man Diesel Se Method and valve cam for valve control of an internal combustion engine
JP5227265B2 (en) * 2009-06-04 2013-07-03 本田技研工業株式会社 Internal combustion engine with exhaust supercharger
US8171900B2 (en) * 2010-01-11 2012-05-08 GM Global Technology Operations LLC Engine including hydraulically actuated valvetrain and method of valve overlap control
DE102010045710A1 (en) * 2010-09-16 2012-03-22 Volkswagen Ag Method for operating an internal combustion engine with variable valve drive
JP5630251B2 (en) * 2010-12-10 2014-11-26 トヨタ自動車株式会社 Variable valve operating device for internal combustion engine

Also Published As

Publication number Publication date
KR102627371B1 (en) 2024-01-18
JP7355716B2 (en) 2023-10-03
CH716589A2 (en) 2021-03-15
CH716589B1 (en) 2023-09-15
CN112443403A (en) 2021-03-05
JP2021038746A (en) 2021-03-11
KR20210029092A (en) 2021-03-15
CN112443403B (en) 2024-01-05

Similar Documents

Publication Publication Date Title
US9303597B2 (en) Engine with dedicated EGR exhaust port and independent exhaust valve control
US20080215228A1 (en) Variable Valve Drive For a Reciprocating Internal Combustion Engine
US8479509B2 (en) Internal combustion engine
US20100236238A1 (en) Internal combustion engine
US11378020B2 (en) Method for operating a reciprocating internal combustion engine
WO2006085445A1 (en) Control method and control apparatus for internal combustion engine
US7249597B2 (en) Internal exhaust recirculation method for an internal combustion engine
CN110494638B (en) Method for operating an internal combustion engine and internal combustion engine
KR20090061634A (en) Internal combustion engine with mixed camshafts
US20170114735A1 (en) Internal combustion engine with alternating cylinder shutdown
FI20205858A1 (en) Valve train and method for actuating gas exchange valves
US20140182535A1 (en) Internal combustion engine valvetrain
US10107210B2 (en) Method for switching, in an efficiency-optimized manner, a four-stroke internal combustion engine including a plurality of cylinders and a fully variable valve train between a full cylinder operation and a partial cylinder operation
US20110214632A1 (en) Hydro-mechanical variable valve actuation
EP2710253A1 (en) Multi-cylinder piston engine
CN110905669A (en) Method for compensating for the action of a gas spring when shutting down a cylinder with waste gas lock-in
US11136926B2 (en) Method for operating a reciprocating piston internal combustion engine
CN113153542B (en) VVT phase control method for vehicle, ECU and vehicle
NO852420L (en) PROCEDURE FOR STARTING COMBUSTION ENGINES.
JP2002520534A (en) Internal combustion engine
WO2019135297A1 (en) Internal combustion engine
US10683779B2 (en) Valve train for a reciprocating piston internal combustion engine, and method for valve control in a reciprocating piston internal combustion engine
CN112400055A (en) Method for operating an internal combustion engine, in particular of a motor vehicle, in an engine braking operation
JP2014047756A (en) Control device of internal combustion engine
CN108952975B (en) Method and device for operating an internal combustion engine of the spark-ignition type