• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an internal combustion engine having at least two exhaust valves (5, 6) per cylinder which can be actuated jointly by a valve actuating device (2) by means of a camshaft via a valve bridge (4), wherein the valve actuating device (2) in the actuating path between the camshaft and the exhaust valves (5 , 6) has a valve clearance compensation device (14), with an on an initial exhaust valve (5) acting engine brake device (13), wherein the first exhaust valve (5) by a first closing force Fi and the second exhaust valve (6) by a second closing force F2 in In the engine operating range, a first opening force F3 by the engine braking device (13) and on both exhaust valves (5, 6) at least a second opening force F4 by the valve lash adjuster (14) acts on the first exhaust valve (5). In order to realize both an engine brake and an automatic valve clearance compensation in a simple and space-saving manner, it is provided that the first closing force Fi is smaller than the second closing force F2, so that F1 F2.
    公开号:AT511048A1
    申请号:T1812011
    申请日:2011-02-10
    公开日:2012-08-15
    发明作者:Rudolf Dipl Ing Enzendorfer；Kurt Dipl Ing Schmidleitner；Wilhelm Dr Fuchs
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    - 1 - 56143
    The invention relates to an internal combustion engine with at least two actuators actuated by a valve via a valve cam jointly actuatable exhaust valves per cylinder, wherein the valve actuator comprises in the actuation path between the camshaft and the exhaust valves a lash adjuster having a force acting on a first exhaust valve engine braking device the first exhaust valve is loaded by a first closing force and the second exhaust valve is biased toward the closing position by a second closing force, and wherein the first exhaust valve in the engine operating region is acted upon by a first opening force by the engine braking device and both exhaust valves by at least a second opening force by the lash adjuster.
    From EP 2 143 894 A1 and EP 2 143 896 A1, internal combustion engines with engine braking devices and valve clearance compensation mechanisms are known. In each case, a hydraulic valve clearance compensation mechanism is arranged in a valve bridge. The valve play compensation mechanism has a piston adjacent to a pressure chamber, which pressure chamber is flow-connected via a non-return valve to a pressure line having a constant pressure. From the pressure chamber goes from a discharge line, which opens via a controllable relief valve in an oil outlet opening. In the Ventifbrücke a hydraulic additional valve control unit of the engine control device is further arranged, the control pressure chamber is fluidly connected to the pressure chamber of the controllable relief valve. The control pressure chamber communicates via an oil passage with a control pressure line in a counter-holder in flow connection, wherein a counter-holder via a stop piston contacts the valve bridge on a side facing away from the exhaust valves. Due to the numerous arranged in the valve bridge hydraulic piston and pressure lines a high processing and manufacturing effort of the valve bridge is required, the valve bridge is structurally weakened and thus must be designed correspondingly massive.
    The engine brake devices described in the cited publications are each a hybrid form of an engine dust brake and a decompression brake, which is also referred to in particular as an EVB (= exhaust valve brake). The hydraulic additional valve control unit is mounted on one side in a two outlet valves simultaneously actuated valve bridge of the connection mechanism. The supply of the hydraulic additional valve control unit with oil by means of the already existing oil circuit of the respective internal combustion engine. In this type of engine braking device, the use of hydraulic lash adjusters requires additional measures to prevent uncontrolled inflation of the lash adjuster during engine braking operation, which could result in severe engine damage. In EP 2 143 894 A1 and EP 2 143 896 A1, this takes place in that the pressure chamber of the hydraulic valve lash adjuster is depressurized via a controllable relief valve during engine braking operation. The well-known from the prior art arrangement with numerous oil holes and hydraulic piston in the valve bridge has the disadvantage that the valve bridge is structurally weakened and this must therefore be sized larger.
    The object of the invention is to realize a simple and space-saving manner both an engine brake, as well as an automatic valve clearance compensation.
    According to the invention this is achieved in that the first closing force Fi is smaller than the second closing force F2, so that the following applies:
    Fi < F2.
    It is particularly advantageous if the sum of the first and second closing forces Fi + F2 is greater than the sum of the first and second opening forces F3 + F4, so that the following applies:
    Fi + F2 > F3 + F4.
    By fulfilling the conditions mentioned, it is achieved that the valve bridge does not change its position during engine braking operation, so that automatic readjustment of the valve lash adjuster is prevented.
    Furthermore, in engine braking operation, an additional stroke of the valve lash adjuster can be avoided if the moment of the first closing force Fi related to the force application point of the second closing force F2 is greater than the sum of the moments of the first opening force F3 and the second opening force F4, such that
    Fi> F3 + F4 * L1 / L, where Li is the distance between the force application points of the valve lever and the second exhaust valve on the valve bridge, and L is the distance between the force application points of the first and second exhaust valves on the valve bridge.
    Preferably, it is provided that - based on the force application point of the first closing force Fi - the moment from the second closing force F2 is greater than the moment from the second opening force F4 / so that: F2 > F4 * (L - U) / L, where Li is the distance between the force application points of the valve lever of the second exhaust valve to the valve bridge, and L is the distance between the force application points of the first and second exhaust valves on the valve bridge.
    Taking into account the exhaust forces, the first closing force Fi is composed of a spring force FiF of at least a first exhaust valve spring and an exhaust gas flow Flp due to the exhaust gas back pressure in the exhaust port during the engine braking operation, so that the following applies:
    Fi = F1F + Fip.
    Analogously, the second closing force F2 is formed by a spring force F2F of at least one second exhaust valve spring and an exhaust gas flow F2p as a result of the exhaust gas backpressure in the exhaust port during the engine braking operation, so that the following applies: F2 = F2F + F2p.
    The closing forces Fi, F2 are the positively defined forces of the outlet valves on the valve bridge in the closing direction.
    The first opening force F3 is usually composed of a spring force F3f and a hydraulic force F3p of the engine brake device, so that the following applies: F3 = F3f + F3p.
    The second opening force F4 may be formed by a spring force F4F and a hydraulic force F4p of the lash adjuster such that F4-F4F + F4p.
    In a manufacturing technology simple embodiment of the invention, it is provided that the exhaust valves are constructed identical. These conditions can be achieved, inter alia, by differently designed exhaust valve springs. Alternatively, however, it is also possible to use different exhaust valves, wherein different first and second closing forces acting on the valve bridge result, inter alia, from differently sized outlet openings and outlet valve disks. If the outlet opening and the valve disk of the first exhaust valve is dimensioned smaller than the outlet opening or the valve disk of the second exhaust valve, it is also conceivable to design the two exhaust valve springs in the same way.
    Advantageously, the valve lash adjuster is arranged in the valve lever preferably formed by a rocker arm in the region of the valve bridge or in the region of the camshaft. The engine brake device can be integrated in the valve bridge in the region of the shaft of the first exhaust valve. Structural weakenings of the valve bridge can thus be largely avoided.
    In order to avoid unwanted tilting effects of a guideless valve bridge or to reduce bending moments on the guide pin of the valve bridge, it is advantageous if the distance Li between the force application points of the valve lever and the second outlet valve on the valve bridge is smaller than the distance L-Li between the Force application points of the valve lever and the first exhaust valve on the valve bridge, so that:
    Li < L - U.
    The invention will be explained in more detail below with reference to FIGS.
    1 shows a cylinder head of an internal combustion engine according to the invention in a longitudinal section, Fig. 2 shows the detail II of a valve actuator Fig. 1 and Fig. 3 schematically the forces acting on the valve bridge forces.
    A cylinder head 1 has a valve actuating device 2 with a valve lever 3, which is actuated by a camshaft, not shown. The valve lever 3 acts via a valve bridge 4 on two exhaust valves 5, 6 per cylinder, which outlet openings 7, 8 of outlet channels 9, 10 control. A first outlet valve spring 11 acts on the first outlet valve 5 and a second outlet valve spring 12 acts on the second outlet valve 6 in the closing direction. The effective acting on the valve bridge 4 first closing force of the first exhaust valve 5 is denoted by Fi and the second closing force of the second exhaust valve 6 with F2. The first closing force Fi is composed of the spring force FiF of the first exhaust valve spring 11 and an exhaust gas flow Fip due to the exhaust gas back pressure in the first exhaust port 9 during engine braking operation. Similarly, the second closing force F2 is formed by the spring force F2F of the second exhaust valve spring 12 and an exhaust gas flow F2p due to the exhaust gas back pressure in the second exhaust passage 10 during the engine braking operation.
    In the area of the valve stem 5 a of the first outlet valve 5, a hydraulic motor brake device 13 is arranged in the valve bridge 4. On the first exhaust valve 5, the engine brake 13 acts a first opening force F3, wherein the opening force F3 is composed of a spring force FF3 of the spring 13a of the motor brake device 13 and a pressure force Fp3 according to the hydraulic pressure of the engine brake device 13.
    In the valve lever 3, a valve clearance compensation device 14 is arranged, the pressure chamber 14b is acted upon by a pressure line 15 and a check valve 16 with hydraulic pressure. The force acting on the valve bridge 4 second opening force F4 is composed of the spring force FF4 of the spring 14a and the pressing force Fp4 of the valve lash adjuster 14 together.
    The forces acting on the valve bridge 4 are shown schematically in FIG.
    The exhaust valves 5, 6 are preferably designed identical.
    The valve springs 11, 12 and / or the cross sections Ai and A2der of the outlet openings 7 and 8 are coordinated so that the valve clearance equalizer 14 can not inflate during engine braking operation to avoid malfunction and engine damage. The conditions for the closing forces F ^ F2 are:
    Fi < F2 (1) Fi + F2 > F3 + F4 (2) Fi > F3 + F4 * I_i / L (4) F2 > F4 * (L - Li) / L (5) Fi = Fif - Fip (6) F2 = F2f - F2p (7) F3 = F3f + F3p (8) F4 = F4F + F4p (9) where L is the distance between the Force application points of the first exhaust valve 5 and the second exhaust valve 6 on the valve bridge 4 and with Li the distance between the points of application of force between the valve lever 3 on the • · • ft ·
    Valve bridge 4 and the second outlet valve 6 is indicated on the valve bridge 4.
    The exhaust gas flow Flp or F2p arise from
    Flp = Pa * Al or (10) Fzp = Pa * Az, (11) with the exhaust back pressure pA in the outlet channels 9, 10 and the outlet opening cross-section Ai or A2 of the outlet openings 7 and 8, respectively.
    Reference numeral 17 designates a guide pin for the valve bridge 4. To avoid tilting of the valve bridge 4 in an unguided valve bridge 4 or a bending moment on the guide pin 17 in a guided valve bridge, the force application point 18 of the valve lever 3 is displaced on the valve bridge 4 from a central position in the direction of the second outlet valve 6, so that applies:
    Li < (L - Li). (12)
    Condition (12) also applies to pilotless valve bridges.
    By fulfilling the conditions mentioned, it is achieved that the valve bridge 4 does not change its position during engine braking operation, so that automatic readjustment of the valve play compensation device 14 is reliably prevented.
    权利要求:
    Claims (16)
    [1]
    1. Internal combustion engine with at least two exhaust valves (5, 6) which can be actuated jointly by a valve actuating device (2) by means of a camshaft via a valve bridge (4). per cylinder, wherein the valve actuating device (2) in the actuation path between the camshaft and the exhaust valves (5, 6) has a lash adjuster (14) with an engine brake device (13) acting on a first exhaust valve (5), the first exhaust valve (5 ) is loaded by a first closing force Fi and the second exhaust valve (6) by a second closing force F2 towards the closing position, and wherein the first exhaust valve (5) in the engine operating region has a first opening force F3 through the engine braking device (13) and both exhaust valves (5, 6) at least one second opening force F4 by the valve clearance compensation device (14), thereby g e., that the first closing force Fi is smaller than the second closing force F2, so that: Fi < F2.
    [2]
    2. Internal combustion engine according to claim 1, characterized in that the sum of first and second closing force Fi + F2 is greater than the sum of first and second opening forces F3 + F4, so that: Fi + F2 > F3 + F4.
    [3]
    3. Internal combustion engine according to claim 1 or 2, characterized in that the force applied to the point of application of the second closing force F2 torque of the first closing force Fi is greater than the sum of the moments of the first opening force F3 and the second opening force F4, so that: Fi > F3 + F4 * U / L, where Li is the distance between the force application points of a valve lever (3) and the second exhaust valve (6) on the valve bridge (4), and L is the distance between the force application points of the first and second exhaust valves (5, 6) on the valve bridge (4).
    [4]
    4. Internal combustion engine according to one of claims 1 to 3, characterized in that - based on the force application point of the first closing force Fi - the torque of the second closing force F2 is greater than the moment of the second opening force F4, so that: F2 > F4 * (L - Li) / L, ··· «····· 2 " 8- ......... where U is the distance between the force application points of the valve lever (3) and the second exhaust valve (FIG. 6) on the valve bridge (4), and L is the distance between the force application points of the first and second exhaust valves (5, 6) on the valve bridge (4).
    [5]
    5. Internal combustion engine according to one of claims 1 to 4, characterized in that the first closing force Fi is formed by a spring force FiF at least a first Auslaßventilfeder (11) and a Abgasstau force Fipzu sequence of the exhaust gas back pressure in the first exhaust passage (9) during the engine braking operation such that Fi = F1f-Flp.
    [6]
    6. Internal combustion engine according to one of claims 1 to 5, characterized in that the second closing force F2 by a spring force F2f at least a second Auslaßventilfeder (12) and a Abgasstau force F2pzu consequence of the exhaust gas pressure in the second exhaust port (10) is formed during the engine braking operation, such that f2 = f2F-f2p.
    [7]
    7. Internal combustion engine according to one of claims 2 to 5, characterized in that the first opening force F3 is formed by a spring force F3F and a hydraulic force F3p, so that the following applies: F3 = F3F + F3p.
    [8]
    8. Internal combustion engine according to one of claims 2 to 6, characterized in that the second opening force F4 is formed by a spring force F4F and a hydraulic force F4p, so that the following applies: F4 = F4F + F4p.
    [9]
    9. Internal combustion engine according to one of claims 1 to 8, characterized in that the exhaust valves (5, 6) are constructed identical.
    [10]
    10. Internal combustion engine according to one of claims 1 to 8, characterized in that the Auslassventilfedern (11, 12) are formed baugfeich.
    [11]
    11. Internal combustion engine according to one of claims 1 to 10, characterized in that the valve clearance compensation device (14) is arranged in a preferably designed as a rocker arm valve lever (3). • »

    · F " ♦ · • ♦ · «· * * *« · · · · · ·······
    [12]
    12. Internal combustion engine according to claim 11, characterized in that the valve clearance compensation device (14) is arranged on the side of the camshaft.
    [13]
    13. Internal combustion engine according to one of claims 1 to 11, characterized in that the Ventilspielausgieichseinrichtung (14) on the side of the valve bridge (4) is arranged.
    [14]
    14. Internal combustion engine according to one of claims 1 to 13, characterized in that the engine brake device (13) in the valve bridge (4) in the region of the valve stem of the first exhaust valve (5) is arranged.
    [15]
    15. Internal combustion engine according to one of claims 1 to 14, characterized in that the distance Li between the force application points of the valve lever (3) and the second exhaust valve (6) on the valve bridge (4) is smaller than the distance L-Li between the force application points of the valve lever (3) and the first exhaust valve (5) on the valve bridge (4), so that U < L-U.
    [16]
    16. Internal combustion engine according to one of claims 1 to 15, characterized in that the valve bridge (4) is formed without guidance. 2011 02 10 Fu / St

    Patents wa Dipl.-Ing. Mag. Michae a-1130 Vienna, Mariahilfer "p Tel .: M3 ij at 09 3S-0 fan M3 1) 892 89 333
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    引用文献:
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