152results about "Non-mechanical valve" patented technology

The embodiment of the invention provides a variable lift rocker arm structure and a variable valve phase and lift rocker arm assembly structure, and relates to the technical field of rocker arms. According to the variable-lift rocker arm structure and the rocker arm assembly structure with the variable valve phase and lift, the variable-lift rocker arm structure comprising the rocker arm body and the auxiliary rocker arm structure is arranged, and the rocker arm body achieves switching of the extending position of the piston assembly through oil under the action of the auxiliary rocker arm structure; the first position is the first position or the second position, so that the first valve lift and the second valve lift generated by the valve are switched; on one hand, the eccentric wear influence on the tappets when double rollers or double tappets are switched in the prior art can be reduced to a certain extent; on the other hand, the number of parts is reduced, the mass is reduced, and the overall rotational inertia of the variable lift rocker arm structure is small.

The invention provides an engine VVT clamping stagnation processing method and system, and the method comprises the steps: obtaining the static characteristics and dynamic response characteristics of an engine during operation, detecting the operation state of the engine VVT, and judging whether the VVT clamping stagnation exists or not; if VVT clamping stagnation does not exist, according to the set period, the oscillation amplitude and the oscillation frequency, a battery valve is driven to enable a VVT actuator to do reciprocating motion within the stroke range; if VVT clamping stagnation exists, a corresponding voltage compensation coefficient is obtained according to the real-time storage battery voltage, and oscillation is performed by adopting a strong oscillation mode or a limit position recovery mode based on the voltage compensation coefficient; and detecting the triggering times of oscillation, judging whether the VVT clamping stagnation is solved or not when the triggering times reach a triggering times threshold value, if so, entering PID control, and if not, judging that the VVT has a fault. By means of the method, VVT clamping stagnation can be prevented and repaired in the early stage, and the VVT fault rate and engine performance fluctuation are reduced.

A valve actuation system includes a first motion transfer mechanism operably connected to a first valve actuation motion source that provides at least main valve actuation to at least one engine intake valve. A second motion transfer mechanism is operably connected to a second valve actuation motion source that provides at least one LIVC valve actuation and IEGR valve actuation. The main valve actuation is transmitted to the at least one engine intake valve via the first motion transmission mechanism when the selectable coupling mechanism is operated in a first state. When the selectable coupling mechanism is operated in a second state, at least a portion of the main valve actuation is transmitted again to the at least one engine intake valve, and the LIVC valve actuation and the IEGR valve actuation are transmitted to the at least one engine intake valve via the second motion transmission mechanism, the coupling mechanism, and the first motion transmission mechanism.

To provide an innovative solution for an internal combustion engine which is characterized by both high operating efficiency and an extremely simple structure.SOLUTION: An engine includes at least one cylinder, and a first intake valve and a second intake valve that control flows of intake air from a first intake duct and a second intake duct, respectively. The two intake ducts communicate with a common intake manifold so as to receive air at the same pressure. During the intake stage, in each cylinder operating cycle, initially an opening and closing movement of only the first intake valve is activated while the second intake valve remains closed, and subsequently an opening and closing movement of only the second intake valve is activated while the first intake valve remains closed. In this way, the two air flows at the same pressure entering the cylinder give rise to a high turbulent kinetic energy (TKE), to the advantage of combustion efficiency and reduction of harmful exhaust emissions.SELECTED DRAWING: Figure 4

An internal combustion engine has at least one intake valve (V1, V2) for each cylinder actuated by a cam (14) shaped to create a lift profile having a boot conformation. The intake valve is actuated by a respective cam by means a hydraulic circuit which can be pressurized or discharged by means of an electrically actuated control valve (24), governed by an electronic controller. The electronic controller is configured to actuate the intake valve (V1, V2), under given engine operating conditions, so that during a final part of the descent of the respective piston towards the BDC at least one intake valve (V1, V2) is kept completely closed or is kept open to an extent sufficiently small to generate a pressure drop of at least 0.4 bar (40,000 Pa) in the cylinder due to the simultaneous descent of the piston towards the BDC. During a subsequent ascent phase of the respective piston towards the TDC, substantially from the BDC, the intake valve is opened, to generate a jet of air entering the cylinder, due to the depression created in the cylinder during the previous descent phase of the piston towards the BDC.

A cylinder deactivation system for an engine includes an engine block defining a cylinder. A valve opens and closes a port to the cylinder. The rocker arm pivots to operate the valve. The camshaft has a cam lift, and the cam-to-rocker input system transmits the cam lift to the valve through the rocker arm. A deactivation assembly is disposed in the rocker arm and responsive to fluid pressure to alternately achieve an activated state of the valve and a deactivated state of the valve.

This suppresses delays in engine starting during engine startup. [Solution] The engine control device comprises an engine 4, an electric variable valve timing device (intake S-VT44), and a controller that outputs a control signal to the variable valve timing device. The valve opening and closing timing is set to a specific timing to improve engine starting when the engine is started from a standstill. The controller sets the valve opening and closing timing to the specific timing when it receives an ON operation signal from the occupant of the engine start switch 55 if the difference between the actual valve opening and closing timing before the engine starts and the specific timing is less than or equal to a predetermined value. If the difference exceeds the predetermined value, the controller sets the valve opening and closing timing to the specific timing when it detects a specific action by the occupant before the occupant turns on the start switch.

An electrically actuated variable camshaft timing (VCT) assembly including an electric motor for controlling the VCT assembly, the electric motor having a rotor and an electric motor output shaft; a gearbox assembly having an input coupled to the electric motor output shaft and an output configured to be coupled to a camshaft of an internal combustion engine; and a torque limiting assembly coupled to the electric motor output shaft, the torque limiting assembly preventing angular displacement of the electric motor output shaft relative to the rotor and including a spring that releasably engages the rotor to the electric motor output shaft to prevent angular displacement of the rotor relative to the electric motor output shaft at or below a torque limit and to allow angular displacement of the rotor relative to the electric motor output shaft above the torque limit.

A valve actuation system comprises a first arm having a first arm contact surface and operatively connected to a valve actuation motion. A second arm having a second arm contact surface is operatively connected to the at least one engine valve. A discrete lost motion device is provided that is controllable between a first, motion conveying state and a second, motion absorbing state. The discrete lost motion devices comprises a plunger contact surface and a housing contact surface. The housing contact surface is configured to engage one of the first or second arm contact surfaces, and the plunger contact surface is configured to engage another of the first and the second arm contact surfaces. The first and second arm contact surfaces, the housing contact surface and the first plunger contact surface are configured to support the discrete lost motion device between the first arm and the second arm.

An engine brake system, comprising a housing comprising a first passage extending along a first axis, a second passage extending along a second axis that intersects the first axis, the first passage in communication with the second passage. The engine brake system further comprises a pin arranged in the first passage and configured to translate along the first axis to hold open one or more valves of an internal combustion engine, a wedge arranged in the second passage and configured to translate along the second axis and engage with the pin, and a solenoid coupled to the wedge and configured to actuate the wedge along the second axis.

The invention discloses a valve control system and method of a methanol engine and a vehicle. The valve control system of the methanol engine comprises a valve, a valve pressing block, a cam shaft, a cam shaft lower support, a rocker arm, a cylinder cover, a first elastic piece and an overflow valve. The overflow valve is opened to close the air valve, so that the oil injector continuously injects oil to the combustion chamber to increase the methanol content in the combustion chamber, and then the overflow valve is controlled to be closed to open the air valve, so that the combustion chamber is communicated with the air inlet channel, and fresh air enters the combustion chamber and is mixed with methanol for combustion and acting. The methanol content in the combustion chamber is increased during cold start of the methanol engine, so that the contact area of methanol and fresh air can be increased, formation of methanol mixed gas in a low-temperature environment is improved, combustion stability and combustion efficiency in the cold start process of the methanol engine are improved, and the combustion effect is improved; the phenomenon of difficult low-temperature cold start of the methanol engine is improved, and the cold start working condition is improved.

The invention provides a star piston power system based on a magnetic transmission switching valve. The star piston power system comprises a plurality of piston expanders, an air inlet subsystem and an exhaust subsystem. The piston expanders are distributed in a star shape; the air inlet subsystem comprises a first valve body, a first sliding block and a first rotating disc, the first valve body is provided with a first annular cavity and a plurality of first air outlets, the first sliding block is movably arranged in the first annular cavity, and the first rotating disc is rotatably arranged on the first valve body and magnetically attracts the first sliding block; the exhaust subsystem comprises a second valve body, a second sliding block and a second rotary disc, the second valve body is provided with a second annular cavity and a plurality of second air inlets, the second sliding block is movably arranged in the second annular cavity, and the second rotary disc is rotatably arranged on the second valve body and magnetically attracts the second sliding block. The star piston power system based on the magnetic transmission switching valve can effectively reduce energy loss of the system and improve the overall energy efficiency of the system, and is more suitable for the working condition of a low-temperature heat source.

The invention relates to an engine brake device for a valve drive of an internal combustion engine, comprising a lever-type cam follower which is mounted so as to be rotatable about a pivot axis and which carries a piston eccentrically with respect to the pivot axis, said piston being movable between a starting position and a contact position, the piston is moved from an initial position to a contact position by the pressure chamber from the action of pressure in the supply line, the contact position being used to establish contact of the piston with a gas exchange valve or a pressure relief valve in the valve drive. Furthermore, a check valve is provided, which is located between the pressure chamber and the supply line and is preloaded in the open state, the check valve being arranged eccentrically with respect to the piston.

The application belongs to the technical field of vehicles, and particularly relates to a gas distribution system and a vehicle. The gas distribution system comprises a cylinder cover, an air intake assembly, an exhaust assembly and an electromagnetic component. The air intake assembly and the exhaust assembly are arranged on the side of the cylinder cover away from the combustion chamber. The first end and the second end of the electromagnetic component have opposite magnetism when current is input at the access end, and the first end and the second end have no magnetism when no current is input at the access end. The magnetism of the first magnetic component towards the first end is the same as the magnetism of the second magnetic component towards the second end. When the first end and the second end have opposite magnetism, the air intake block is opened or closed under the action of the first end and the first magnetic component, and the exhaust block is closed or opened under the action of the second end and the second magnetic component. When the first end and the second end have no magnetism, the air intake block and the exhaust block are closed respectively. The gas distribution system in the application has the characteristics of smaller space occupation, lower noise and improved engine combustion efficiency.

The application discloses a control mechanism for realizing independent adjustment of a hydraulic variable valve system. Two or more control tooth fans in the control mechanism only occupy the space of a single transmission shaft, and can independently adjust the on-off time of two or more rotating valves in an oil control device under the drive of respective driving devices. The control mechanism comprises a first driving device, a second driving device, a first driving gear, a second driving gear, a first control transmission system and a second control transmission system. The control mechanism is matched with the oil control device of the hydraulic variable valve system, wherein the transmission shaft serves as the transmission torque of the first control transmission system and also serves as the rotation center of other control transmission systems to support the shaft. Through independent rotation adjustment of two or more control tooth fans installed on the same rotation center shaft, independent control of the variable opening processes of two or more groups of valves can be realized.

The invention discloses a rotor assembly, a motor, an engine and a vehicle. The rotor assembly comprises a rotor shaft, a shaft sleeve, a magnetic steel sleeve and a blocking part. The shaft sleeve is sleeved outside the rotor shaft and is in transmission connection with the rotor shaft, the shaft sleeve is provided with an annular glue storage groove, and an adhesive is arranged in the glue storage groove. The magnetic steel sleeve is arranged outside the shaft sleeve in a sleeving mode, the glue storage groove is sealed through the magnetic steel sleeve, and the magnetic steel sleeve and the shaft sleeve are bonded through an adhesive. The blocking part is connected with the shaft sleeve and located in the glue storage groove so as to block at least part of the adhesive from moving along with the magnetic steel sleeve in the process that the magnetic steel sleeve is arranged on the shaft sleeve in a sleeving mode. According to the rotor assembly, at least part of the adhesive can be prevented from moving along with the magnetic steel sleeve through the blocking part, the effective bonding area between the magnetic steel sleeve and the shaft sleeve is increased, and the bonding effect is improved. Therefore, the situation that the rotor cannot rotate normally when the VVL motor works is avoided, then it is guaranteed that the variable valve lift system can operate stably, and the situation of slow adjustment or adjustment failure is avoided.

The invention relates to an apparatus (1) comprising a plurality of tools (2) each having at least one hydraulic chamber (6) for hydraulic liquid, and a hydraulic manifold (4) configured for storing pressurized hydraulic liquid and supplying hydraulic liquid to said plurality of tools (2), wherein each tool (2) comprises a communication conduit (7) extending between the hydraulic chamber (6) and said hydraulic manifold (4), the hydraulic chamber (6) having varying volume during the operation of the tool (2). The apparatus (1) is characterized in that each tool (2) comprises a hydraulic buffer unit (8) for preventing propagation of hydraulic pulsations between the tool (2) and the hydraulic manifold (4) in response to the varying volume of the hydraulic chamber (6), wherein the hydraulic buffer unit (8) has a buffer chamber (9) having varying volume in response to varying volume of the hydraulic chamber (6).

An internal-combustion engine has a plurality of cylinders each provided with two intake valves (V1, V2) that are driven by respective pumping pistons (16) operatively associated to the cams (CAM 1, CAM 2, CAM 3, CAM 4) of a camshaft (11), by means of respective hydraulic circuits. The hydraulic circuit associated to each pumping piston (16) and to the respective cam (CAM 1, CAM 2, CAM 3, CAM 4) has its pressure chamber (C) communicating with hydraulic actuators (21) of two intake valves (V1, V2) associated to two different cylinders (CYL 1, CYL 2, CYL 3, CYL 4) of the engine, so that the two intake valves (V1, V2) of each cylinder (CYL 1, CYL 2, CYL 3, CYL 4) are controlled, via two different hydraulic circuits, by cams associated to two different cylinders. Each cam (CAM 1, CAM 2, CAM 3, CAM 4) is configured in such a way as to give rise to a cycle of opening and closing of each of the intake valves of the engine in an angular range of rotation of the crankshaft considerably less than 180° in such a way that, in each operating cycle of a cylinder, only one first intake valve (V1) initially opens and closes while the second intake valve (V2) remains closed, and then the second intake valve (V2) opens and closes while the first intake valve (V1) remains closed.

Method for a motor vehicle, comprising: Introducing ionized air into a power engine cylinder while the engine is being rotated without fuel supply; Oxidizing organic substances in the cylinder using the introduced ionized air; and, wherein the introduction of ionized air and the non-fuel-supplied rotation of the engine is a response to an input from an operator, operator including a service technician.

A spark-ignition internal combustion engine includes, for each cylinder, two intake valves (VA, VB), at least one fuel injector and a spark plug. The two inlet valves (VA, VB) are actuated by an electronically controlled hydraulic actuation device (8) or by a device with electromagnetic or electropneumatic actuators. The actuation device is configured to carry out, in each operating cycle of the cylinder, at least under certain operating conditions of the engine, a first opening period, in which both the intake valves (VA, VB) open when the piston of the respective cylinder is in proximity of the TDC and close when the piston is at an intermediate point in the descent from TDC to BDC, and a second opening period, in which only one intake valve (VA) opens when the piston of the respective cylinder is in proximity of the BDC and closes when the piston is ascending from BDC to TDC. In the second opening period, the second intake valve (VB) remains closed. The fuel supply system is configured to perform at least one fuel injection, in each operating cycle of each cylinder, during the first opening period, when both intake valves are open.

Control of engine shutdown of an internal combustion engine comprising a plurality of cylinders and, for each of the plurality of cylinders, a hydraulically controlled lost motion component operatively connected to an engine valve corresponding to the cylinder, is achieved when an engine controller determines that shutdown of the internal combustion engine has been requested. Responsive to the request for shutdown, the engine controller initiates or continues cylinder deactivation operation for each of at least one cylinder of the plurality of cylinders. The initiation or continuation of the cylinder deactivation operation for each of the at least one cylinder comprises, for an input to the hydraulically controlled lost motion component for each of at least one engine valve corresponding to the cylinder, operating the input to provide the cylinder deactivation operation for a duration at least long enough to complete shutdown of the internal combustion engine.

The present invention corresponds to an internal combustion engine (1) comprising a combustion chamber, a fuel injection circuit (60), an intake line (20) for fresh gases equipped with at least one intake valve, an exhaust line (80) for combustion gases equipped with at least one exhaust valve and a catalytic converter (83), a variable valve lift system, and a computer (100). More specifically, the present invention comprises a method for controlling such an engine, comprising obtaining operating parameters for the engine and determining a nominal set point for controlling the variable lift system as a function of said parameters. According to the present invention, the objective is to correct said nominal set point in order to open the intake valve earlier and / or close the exhaust valve later when the amount of oxygen in the catalytic converter is below a certain oxygen threshold and when pressure permits.

The present invention provides a valve timing control device that suppresses relative rotational phase displacement when the engine is stopped, thereby enabling rapid displacement to a target phase during engine startup. The valve timing control device includes a driving-side rotor A, a driven-side rotor B, gear mechanisms 25 and 30, an electric motor M capable of displacing the meshing position of the gear mechanisms 25 and 30 by rotating a rotational shaft Ma, and a control unit 10a for controlling the drive of the electric motor M. After the engine E stops, the control unit 10a intermittently energizes one phase of the electric motor M for a specified period of time.

The invention relates to a valve control arrangement (2) for an internal combustion engine, comprising an inlet and an exhaust valve (4) with a valve stem (6) which is movably mounted in a cylinder head bore (8), wherein the valve stem (6) has a valve disc (14) at a first end which interacts with a valve seat (16) and a valve stem head assembly (20) at a second, opposite end which is operatively connected with a cam element (22) with at least one cam projection (26) of a camshaft (24), wherein the valve stem head assembly (20) is biased relative to the cam element (22) by means of a valve spring assembly (50), wherein the valve spring assembly is designed as a solenoid valve spring assembly (50), wherein at least a first solenoid element (36) is provided in the valve stem head assembly (20) and a second solenoid element (44) is provided in the cylinder head bore (8).which are each polarized in the axial direction of the valve stem (6), wherein the first and second magnetic element (36; 44) are aligned with a common pole (40; 46) to each other..

The present invention relates to an internal combustion engine provided with an optimized intake system. The engine derives from a traditional diesel cycle engine but is modified and optimized in its intake system to achieve performance superior to that of traditional diesel engines. According to the invention, some main characteristics of the timing system are modified to obtain, when required, a specific behavior of the intake valve lift curve. By operating in this way, it is possible to carry out an internal recirculation of the burnt gases, a reforming of the fuel (for example, from ammonia to hydrogen), a thermodynamic cycle similar to a Miller cycle.

A linear reluctance actor is provided comprising a stator supporting at least one coil and a rotor. The coil is designed as a bifilar winding and the linear actor includes at least one resetting element allowing the rotor to be brought into a predefined initial position after a stroke movement.

Control of engine shutdown of an internal combustion engine having a plurality of cylinders and a hydraulically controlled lost motion component operatively connected to an engine valve corresponding to each of the plurality of cylinders is achieved when an engine controller determines that a shutdown of the internal combustion engine has been requested. In response to the shutdown request, the engine controller initiates or continues a cylinder deactivation operation for at least one of the plurality of cylinders. Initiating or continuing the cylinder deactivation operation for each of the at least one cylinder includes operating an input to the hydraulically controlled lost motion component for each of the at least one engine valve corresponding to the cylinder to provide the cylinder deactivation operation for at least a duration at least sufficiently long to complete shutdown of the internal combustion engine.

The utility model discloses an air intake and exhaust device of an internal combustion generator set, which relates to the technical field of internal combustion engines, and adopts the technical scheme that the air intake and exhaust device comprises a combustion chamber, a connecting shell is fixedly arranged on one side of the combustion chamber, and an air intake and exhaust component is arranged in the connecting shell; the air inlet and exhaust assembly comprises a first pipeline and a second pipeline, the first pipeline and the second pipeline are fixedly connected with the combustion chamber, plugs are arranged on one side of the first pipeline and one side of the second pipeline, sliding rods are fixedly arranged on one sides of the two plugs, the two sliding rods penetrate through the first pipeline and the second pipeline correspondingly, and baffles are fixedly arranged on one sides of the two sliding rods correspondingly. The internal combustion engine has the advantages that the air intake and exhaust amount can be adjusted in real time according to the running state of the internal combustion engine, the running efficiency and stability of the internal combustion engine are improved, the service life of the internal combustion engine is prolonged, preheated air is mixed with fuel more easily and ignited, and the combustion efficiency is improved. Therefore, the starting performance and the operation efficiency of the internal combustion generator set are improved.

The invention relates to a valve mechanism with adjustable cam profiles, which comprises a multi-profile cam shaft, and the multi-profile cam shaft drives a valve to move through a valve adjusting lever, an oil plug, a hydraulic switch and a spring. The position of the air distribution adjusting lever on the cylinder cover is determined through the oil distribution shaft and the fixed base and is fastened through a fixing bolt. The air distribution adjusting lever is communicated with the supporting body engine oil channel through the oil receiving disc and the sealing rubber ring and plays a role. According to the valve timing mechanism with the adjustable cam profile, adjustment of various cam profiles can be achieved, the valve timing requirements under different working conditions are met, the working process of an engine can be flexibly adjusted under the different working conditions, and economical efficiency and emission performance are improved; and meanwhile, the adjustment of continuous gas distribution parameters is converted into the adjustment of a few cam profiles, so that the complexity of an engine control system is greatly reduced, and the usability of the mechanism is improved.