234results about "Non-mechanical valve" patented technology

The invention discloses a rocker arm assembly and an engine valve mechanism, and relates to the technical field of engines. The rocker arm assembly comprises a rocker arm, a first elastic piece, a sealing piece, an ejection unit, a piston and a transmission unit. A first cavity, a second cavity and a third cavity which are sequentially communicated are formed in the rocker arm, the ejection unit is installed in the first cavity, the first elastic piece and the sealing piece are both installed in the second cavity, the first elastic piece is connected with the sealing piece, the sealing piece is used for separating the first cavity from the second cavity, and a first oil channel is formed in the rocker arm. The first oil duct is communicated with the first cavity, the piston is installed in the third cavity and connected with the transmission unit, and the transmission unit is used for being matched with the delay cam. The rocker arm assembly is simple in structure, the number of parts is small, the occupied space is small, the production cost and the assembly cost can be effectively reduced, and economic benefits are improved.

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.

Control system (5) for intake (1) and exhaust (2) valves of an internal combustion engine system, configured to control the valves (1, 2) to pass between a first configuration in which they do not cooperate in contact in a respective seat (4) of the engine system and a second configuration in which they cooperate in contact with said seat (5), and comprising a control system with cams (6) configured to control the opening and closing of the valves (1, 2) to allow the production of a driving torque by the engine system and to selectively control the opening and closing of at least one of the exhaust valves (2) to allow the production of a braking torque by said engine system.

The invention relates to the field of piston type internal combustion engines, in particular to a heavy-duty engine with a mechanical valve and two piston assemblies. According to the variable hydraulic exhaust valve mechanism of the heavy-duty engine, the hydraulic energy storage assembly and the mechanical valve are arranged, so that the heavy-duty engine using the variable hydraulic exhaust valve mechanism can be switched between a four-stroke ignition mode main lifting mode and a two-stroke compression release brake compression mode; meanwhile, mechanical valves used by multiple cylinders can be driven in a centralized mode by arranging one pilot electromagnetic valve.

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.

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

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.

A compact, modular lost motion variable valve actuation assembly includes a dry start hydraulic circuit to enable rapid activation of a lost motion master-slave circuit from a dry start reservoir to a master piston chamber during engine starting. Movement of the master piston during engine starting can draw fluid from the dry start hydraulic circuit. The dry start assembly can be integrated into a compact modular rocker shaft base package suitable for retrofitting existing engine cylinder head assemblies. The master piston can include a push tube interface including a deep push tube cavity and lubrication capability in the master piston, the push tube interface providing improved wear resistance, stability, assembly and ease of alignment. The slave piston can be provided with a valve stop to reduce valve closing speed during cycles involving lost motion.

The invention aims to provide a dual-mode electromagnetic mechanical fully variable valve mechanism, and belongs to the field of engine valve devices. Comprising an electromagnetic driving device and a mechanical transmission device. The electromagnetic driving device can swing in a reciprocating mode and rotate in a whole-circle mode, when the electromagnetic driving device rotates in the whole-circle mode, an air valve molded line is similar to an air valve molded line of a cam shaft type air distribution mechanism, at the moment, frequent acceleration and deceleration of the electromagnetic driving device are not needed, and driving power consumption is low. When the electromagnetic driving device swings in a reciprocating mode, the molded line of the air valve is a trapezoid-like curve, and the maximum lift of the air valve is changed by adjusting the reciprocating swinging angle of the electromagnetic driving device. The fully-variable valve mechanism has the advantages of high response speed of electromagnetic drive and high reliability of a mechanical structure, and through cooperative work of the two modes, power consumption of the fully-variable valve mechanism is reduced while variable valve parameters of an engine are achieved.

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.

The invention relates to a method for fault diagnosis of an electric motor (100), wherein the electric motor (100) is coupled to a camshaft (121) of an internal combustion engine (120), wherein the electric motor (100) has three control lines (101, 103, 105) that are sequentially activated and deactivated for operation of the electric motor (100). The method comprises the following steps: (a) stopping the internal combustion engine (120); (b) energizing the electric motor (100); (c) receiving a movement signal indicative of a movement of the camshaft (121) in response to the energization; and (d) assessing whether a fault in the electric motor (100) exists based on the movement signal. The invention further relates to a corresponding control unit (150) and a computer program.

A method (50) for controlling an electromagnetic valve actuator (400) having a rotatable camshaft (404) for actuating a valve (440) of an engine (20), the method (50) comprising: Scheduling a valve lift event comprising an opening phase from zero valve lift to a maximum valve lift and a closing phase from maximum valve lift to zero valve lift; Instructing the electromagnetic valve actuator (400) to accelerate the rotation of its rotatable camshaft (404) at constant or variable acceleration during at least one or more of: the opening phase; the closing phase; a section of the opening phase and a section of the closing phase; Instructing the electromagnetic valve actuator (400) to effect one of the following rotational behaviors of the rotatable camshaft (404) during a scheduled rotation of the rotatable camshaft (404), after the end of the closing phase and before the start of the next valve lift event associated with the valve (440), which results in the lowest overall effective acceleration of the rotation of the rotatable camshaft (404) when performing the scheduled rotation: Adjustment of the rotation of the rotating camshaft (404); Changing the acceleration of the rotating camshaft (404); or continuous constant accelerated rotation of the rotatable camshaft (404); the method further comprising: Instructing the electromagnetic valve actuator (400) to accelerate the rotation of its rotatable camshaft (404) at constant acceleration by one or more of: the entire opening phase; the entire closing phase; the entire opening phase and the entire closing phase.

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.

A spark-ignition internal combustion engine comprises, for each cylinder, two intake valves (VA, VB), at least one fuel injector and a spark plug. The two inlet valves (VA, VB) are operated by an electronically controlled hydraulic drive device (8) or by a device with electromagnetic or electropneumatic actuators. The actuating device is configured to carry out, in each operating cycle of the cylinder, at least under certain engine operating conditions, a first opening period, in which both the intake valves (VA, VB) open when the piston of the respective cylinder is in proximity of 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, after said second opening period, when the piston of the respective cylinder is ascending from BDC to TDC.

An internal combustion engine has at least one intake valve (V1, V2) for each cylinder, actuated by a cam (14) adapted for providing a lift profile having two maximum points spaced apart from each other, for example a profile with two lobes, or a boot profile. Each intake valve is actuated by a respective cam via a hydraulic circuit that can be pressurized or discharged by an electrically actuated control valve (24), controlled by an electronic controller. When the electronic controller detects an engine operating condition with a low engine load, the controller actuates each intake valve (V1, V2) with a first opening period and a second opening period interspersed with a phase in which the intake valve is closed, while the respective piston is descending towards its BDC, so as to create a depression in the respective cylinder which generates a jet of air entering the cylinder during the subsequent second opening period. The second opening period begins when the piston has passed the BDC and is ascending towards the TDC. In this way, during a first part of the second opening period, while the piston is ascending towards the TDC, said jet of air is created entering the cylinder due to the depression created in the cylinder between the first opening period and the second opening period, while during a second part of the second opening period the depression in the cylinder is progressively reduced until it is eliminated and a portion of air is pushed back into the intake duct by the piston that continues to rise towards the TDC. The second opening period has a duration sufficient to generate an effective compression ratio which is at least 5 and sufficiently high to generate a temperature of the mixture within the cylinder, when the piston reaches the TDC, of at least 500 K.

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).

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.