U.S. patent application number 11/155461 was filed with the patent office on 2005-12-22 for cam for actuating a valve mechanism of an internal combustion engine.
Invention is credited to Ihlemann, Arndt, Sailer, Peter, Schmidt, Dieter, Schnell, Oliver.
Application Number | 20050279297 11/155461 |
Document ID | / |
Family ID | 35045150 |
Filed Date | 2005-12-22 |
United States Patent
Application |
20050279297 |
Kind Code |
A1 |
Ihlemann, Arndt ; et
al. |
December 22, 2005 |
Cam for actuating a valve mechanism of an internal combustion
engine
Abstract
Cam for actuating a valve mechanism of an internal combustion
engine, having a cam base circle (33), a main cam region (32) and a
pre-cam region (31), which is formed between the cam base circle
(33) and main cam region and directly precedes a rising section
(32a) of the main cam region (32), wherein the pre-cam region (31)
has a profile which effects an increase in the cam lift speed
followed by a decrease in the cam lift speed followed by a further
increase in the cam lift speed.
Inventors: |
Ihlemann, Arndt; (Hochstadt,
DE) ; Schmidt, Dieter; (Numberg, DE) ; Sailer,
Peter; (Erlangen, DE) ; Schnell, Oliver;
(Veitsbronn, DE) |
Correspondence
Address: |
HEDMAN & COSTIGAN P.C.
1185 AVENUE OF THE AMERICAS
NEW YORK
NY
10036
US
|
Family ID: |
35045150 |
Appl. No.: |
11/155461 |
Filed: |
June 17, 2005 |
Current U.S.
Class: |
123/90.6 |
Current CPC
Class: |
F01L 1/24 20130101; F02D
13/0273 20130101; Y02T 10/18 20130101; F02M 26/01 20160201; F01L
1/08 20130101; Y02T 10/12 20130101; F02D 13/0226 20130101 |
Class at
Publication: |
123/090.6 |
International
Class: |
F01L 001/34; F01L
001/04 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 19, 2004 |
DE |
10 2004 029 750.9 |
Claims
What is claimed is:
1. A cam for actuating a valve mechanism of an internal combustion
engine, having a cam base circle (33), a main cam region (32) and a
pre-cam region (31), which is formed between the cam base circle
(33) and main cam region (32) and directly precedes a rising
section (32a) of the main cam region (32), wherein the pre-cam
region (31) has a profile which effects an increase in the cam lift
speed followed by a decrease in the cam lift speed followed by a
further increase in the cam lift speed.
2. A cam of claim 1, wherein the pre-cam region (31) has a profile
comprising a first section (1) for providing a progressive,
substantially linear increase in a cam lift speed, a second section
(2), which follows the first section (1), for providing a decrease
in the cam lift speed, a third section (3), which follows the
second section (2), for providing a substantially constant cam lift
speed, and a forth section (4), which follows the third section
(3), for providing a further increase in the cam speed.
3. A cam of claim 2, wherein the cam lift speed reached in the
third section (3) of the pre-cam region (31) defines a value which
is acceptable for engine valve opening.
4. A cam, of claim 2, wherein the second section (2) of the pre-cam
region (31) substantially comprises a linear decrease in the cam
lift speed.
5. A cam of claim 1, wherein the profile of the pre-cam region (31)
is provided in a cam region extending over an angle range .alpha.,
where .alpha. is 0.1.degree. to 40.degree..
6. A valve mechanism for actuating an engine valve, by a cam of
claim 1.
7. A valve mechanism of claim 6, characterized by an HVA valve
designed as a reverse spring valve.
8. A valve mechanism of claim 7, characterized by an HVA valve
designed as a freeball valve.
9. A valve arrangement for an internal combustion engine having an
intake valve and an exhaust valve, wherein the intake valve and/or
the exhaust valve can be actuated by a valve mechanism of claim 6.
Description
FIELD OF THE INVENTION
[0001] The invention relates to a cam for actuating a valve
mechanism in accordance with the preamble of Patent claim 1, and
also to a correspondingly designed valve mechanism. Furthermore,
the invention relates to a valve arrangement.
[0002] Hydraulic play adjustment elements (hydraulic valve
actuation elements, HVA elements) for valve mechanisms of internal
combustion engines are known.
[0003] In a conventional hydraulic valve actuation (HVA) element,
for example, a bucket tappet is subjected to load by means of a
cam, thereby changing the distance between a piston and an inner
housing of the bucket tappet. When the cams are descending, a valve
actuation spring presses the piston on which the load has been
relieved (with the cam descending) upwards until the tappet bears
against the cam or the cam base circle. The increase in space in a
working space beneath the pin causes oil to flow out of a storage
space through a ball valve into the working space. When the cam is
rising, the piston is subjected to load, the ball valve closes and
the oil filling in the working space acts as a hydraulically fixed
connection. The valve in the interior of the bucket tappet is
typically provided with a valve ball, a valve ball spring, a valve
seat, a valve cap and a restoring spring, and in the conventional
design the valve ball spring applies a load to the valve ball
towards the valve seat. In the event of suitable actuation by means
of the cam or the bucket tappet, the valve opens or closes.
[0004] Furthermore, there are hydraulic valve actuation elements in
which the valve arrangement described comprises a valve which is
initially open as the cam starts to rise. Valves of this type are
known as freeball valves, since in the load-free state the valve
ball can move freely within the high-pressure region. In the event
of an appropriate movement of the piston in the bucket tappet, the
pressure in the high-pressure region rises, so that oil or
hydraulic fluid flows past the valve ball into the oil storage
space. When the liquid is at a sufficient velocity, friction or
drag forces acting on the valve ball cause the valve to be closed,
with the valve ball coming to bear against the valve seat. This
blocks fluid communication between high-pressure region and storage
space, resulting in the desired nonpositively locking connection
(hydraulically fixed connection) for actuation of an engine
valve.
[0005] Furthermore, what are known as reverse spring valves, in
which a valve spring which presses the valve ball away from the
valve seat in the load-free state is provided between the valve
seat and the valve ball, are known for better or more reproducible
control of a valve ball of this type. In this case too, therefore,
the valve is initially open when the cam is descending. A
considerable advantage of reverse spring valves of this type is
that the ability of the valve to function can be ensured uniformly
in various orientations in the space and a very wide range of
operating angles.
[0006] However, it should be pointed out that the valve closing
operation (to rapidly provide a nonpositively locking connection
for actuating the engine valve) is slower than with the freeball
valve, since the frictional force which is to be applied by the f
lowing hydraulic fluid also has to overcome the force of the spring
provided between valve seat and valve ball before the valve will
close.
[0007] A reverse spring valve of this type or a hydraulic valve
actuation system designed with a valve of this type is known from
U.S. Pat. No. 5,758,613.
[0008] Reverse spring and freeball valves produce a greater idle
lift than conventional valves. To ensure that the engine valve
still opens and closes acceptably, it is necessary to increase the
cam ramp height in order to boost the cam lift speed. Hitherto,
this higher cam ramp has been designed as a constant-speed ramp.
However, a higher constant speed cam ramp lengthens the cam
profile, and also a defined constant speed value cannot be
exceeded. This resulted in a creeping opening and closing of the
engine valve. Overall, reverse spring and freeball valves produce
an additional idle lift compared to conventional hydraulic valve
actuation elements.
OBJECT OF THE INVENTION
[0009] The invention is based on the object of providing a
hydraulic valve actuation element (HVA element) which takes better
account of the mode of operation of reverse spring and freeball
HVAs than conventional solutions.
SUMMARY OF THE INVENTION
[0010] According to the invention, this object is achieved by a cam
for actuating a valve mechanism having the features of Patent claim
1, a corresponding valve mechanism having the features of Patent
claim 5 and a valve arrangement having the features of Patent claim
9.
[0011] The configuration according to the invention of a cam for
actuating a valve mechanism can be used to effectively reduce idle
lift which customarily arose to an increased extent when using
freeball or reverse spring HVAS. The provision of a cam of this
type entails no additional costs whatsoever compared to the
provision of conventional cams.
[0012] Advantageous configurations of the invention form the
subject matter of the subclaims.
[0013] The pre-cam region advantageously has a profile comprising a
first section for providing a progressive, in particular
substantially linear increase in a cam lift speed, a second
section, which follows the first section, for providing a decrease
in the cam lift speed, a third section, which follows the second
section, for providing a substantially constant cam lift speed, and
a fourth section, which follows the third section, for providing a
further increase in the cam lift speed. In this context, the fourth
section represents the transition to the main cam region, by means
of which an engine valve can be actuated. According to the
invention, the valve ball comes to bear against the valve seat
during the third section, with the result that the HVA valve is
closed. According to the invention, a very rapid rise in the cam
lift speed during the first section allows the cam lift speed to
drop or remain constant in the second and third sections,
respectively, with the result that overall the actuation times for
an engine valve can be improved compared to conventional solutions.
It is expedient for the cam lift speed reached in the third section
of the pre-cam region to define a value which is acceptable for
engine valve opening.
[0014] It has likewise proven expedient for the second section of
the pre-cam region to substantially comprise a linear decrease in
the cam lift speed. A linear decrease of this nature can be
effected in a relatively simple way in design terms.
[0015] It is preferable for the profile of the pre-cam region to be
provided in a cam region extending over an angle range .alpha.,
where a may be from 0.10 to 400.
[0016] It is particularly preferred for a valve mechanism according
to the invention to be designed with an HVA valve designed as a
reverse spring valve or a freeball valve. The cam profile which is
made available in accordance with the invention is able, in
particular with valves of this type, to reduce actuation times for
an engine valve which are caused by the valve clearance at the HVA
valve.
[0017] A valve arrangement according to the invention with an
intake valve and an exhaust valve, in which reverse spring valves
or freeball valves are fitted only on the intake side, contribute
to increasing the torque and power at high engine speeds. According
to the invention, a low idle lift can be realized at high engine
speeds. However, the idling quality is still maintained, since a
relatively large idle lift is formed at an idling speed.
[0018] The provision of reverse spring valves or freeball elements
only on the exhaust side contributes to effectively reducing the
emissions from an internal combustion engine.
[0019] The provision of reverse spring valves or freeball valves of
this type on both the intake side and the exhaust side makes a
contribution both to increasing torque and power and to reducing
emissions. At the same time, an idling quality which is equal to
that of conventional HVA elements can be maintained.
[0020] Overall, in this context it can be concluded that the idle
lift of the reverse spring valve or of the freeball valve changes
as a function of an engine speed, so that when idling a relatively
large idle lift is produced and at high engine speeds relatively
little idle lift is produced. This is an extremely desirable state
of affairs and can advantageously be taken into account when
designing or calculating intersection areas of intake valves and
exhaust valves.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] The invention will now be described in more detail on the
basis of the appended drawing, in which:
[0022] FIG. 1 shows a schematic lateral section view of an HVA
valve spring arrangement designed as a reverse spring valve, in
which the invention can be deployed in a particularly advantageous
way,
[0023] FIG. 2 shows a preferred embodiment of a cam which is
provided for actuation of a valve mechanism in accordance with the
invention, and
[0024] FIG. 3 shows the lift speed of a tappet acted on by a cam as
shown in FIG. 2 at constant angular velocity, plotted against the
camshaft angle.
DETAILED DESCRIPTION OF THE DRAWINGS
[0025] FIG. 1 shows a region 100 of a valve mechanism of an
internal combustion engine, the valve mechanism being actuated by
means of a cam (not shown in this view) of a camshaft of the
internal combustion engine. The valve mechanism in turn actuates an
engine valve or gas exchange valve, which is likewise not shown in
this view.
[0026] The region 100 of the valve mechanism which is illustrated
has a piston housing 10 in which a pressure piston 12 is
displaceably mounted. In the interior of the piston 12 there is a
cavity 14, into which oil at engine oil pressure can be
introduced.
[0027] In its underside 12a, the piston 12 has a region formed as a
valve seat 16a, which can be acted on by a valve ball 16b. The
valve ball 16b and the valve seat 16a, together with a valve spring
18, which is in the form of a reverse spring valve spring, and a
restoring spring 9, are part of an HVA valve, which is denoted
overall by 20.
[0028] In the load-free state, the valve ball 16b is held at a
distance from the valve seat 16a by means of the HVA valve spring
18.
[0029] By means of the HVA valve 20, the cavity 14 is in fluid
communication with a high-pressure space 22, into which oil can be
introduced at high pressure.
[0030] When the piston 12 moves downwards as a result of being
actuated by the cam (not shown), the volume of the high-pressure
space 22 is reduced, with the result that oil flows out of the
high-pressure space 22 into the cavity 14. In the process, as has
already been mentioned, the HVA valve is initially open, since the
valve ball 16b is at a distance from the valve seat 16a.
[0031] This flow of oil produces a frictional force on the valve
ball 16b, applying a load on the latter in the direction of the
valve seat 16a. When the frictional force exceeds the spring force
of the HVA valve spring, and if appropriate the force of the weight
of the valve ball 16b, the valve ball moves towards the valve seat
16a and reaches the closed position, in which it bears against the
valve seat 16a. When the closed position of the HVA valve 20 is
reached, a nonpositive lock is produced in the valve mechanism,
which leads to the engine valve (not shown) being actuated.
[0032] A cam configuration according to the invention which leads
to a particularly favourable lifting movement or lift speed of the
cam and of the pressure piston 12, will now be explained in more
detail with reference to FIGS. 2 and 3.
[0033] A cam provided on a camshaft (not illustrated in FIG. 2) is
denoted by 30 in FIG. 2. The shape of the cam 30 is characterized
by a relatively pointed main cam region 32 and the cam base circle
33. The pre-cam region 31, the extent of which is indicated by an
angle .alpha. and which is indicated in FIG. 2, is crucial in the
context of the present invention. The pre-cam region 31 is formed
between the base circle 33 and the main cam region 32 immediately
before the rising section 32a of the main cam region 32. Actuation
of a tappet 34 results in a lifting movement which can be
transmitted in a manner known per se to a piston 12 as illustrated
in FIG. 1. Tappet 34 may be designed, in a manner known per se, as
a bucket tappet, drag arm, rocker arm or roller tappet. The time
derivative of the tappet lift is referred to as the tappet lift
speed, which corresponds to the lift speed of the piston 12.
[0034] According to the invention, the cam ramp of the cam 30 is
configured in such a manner in the pre-cam region 31 that different
characteristic cam lift speed sections result. These sections will
now be explained in more detail with reference to FIG. 3.
[0035] First of all, in a first section 1, which follows the cam
base circle, the lift speed is progressively increased, initiating
a movement of the valve ball 16a, i.e. the critical speed of the
hydraulic oil used is reached significantly earlier with this very
steep section of a progressive ramp than with conventional systems.
This is followed by a section 2 which comprises reducing the lift
speed to a value acceptable for the opening of the engine valve.
During this phase, the valve ball 16a is moving and generates a
further idle lift.
[0036] In the following constant-speed ramp section 3, the valve
ball 16a comes into contact with the valve seat 16b and the HVA
valve closes. This produces the nonpositive lock in the valve
mechanism. The length of the constant-speed ramp at 3 is designed
in such a way that mechanical and hydraulic flexibility in the
valve mechanism is taken into account.
[0037] Then, in a section 4, the engine valve opens, i.e. after the
HVA valve has closed and the valve mechanism has been
prestressed.
[0038] Section 4 is followed by the main cam region, which is not
illustrated in this figure and is defined by the cam section 32 of
the cam 30.
* * * * *