81results about "Non-mechanical valve" patented technology

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.

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.

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.

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 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.

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.

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.

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

This invention discloses a hydraulic variable valve mechanism and method for engines, relating to the field of engine technology. It solves the problem of excessively advanced valve closing angle at low speeds in existing valve mechanisms, and has the beneficial effect of being applicable to late Miller cycles. The specific solution is as follows: A hydraulic variable valve mechanism for engines includes a drain hole on the side of a tappet, one end of which penetrates the top of the tappet and is connected to a high-pressure oil circuit. A housing has a drain groove on the side of the tappet, and the drain hole can communicate with the drain groove. A circumferential oil passage groove is provided for the spool valve. An opening is provided in the housing. When the spool valve is working and during the tappet movement, the drain hole, the drain groove, the oil passage groove, and the opening can all be connected. The transfer piston includes a throttling buffer component. The throttling buffer component has a circumferential recess to accommodate hydraulic oil. The throttling buffer component can perform reciprocating linear motion to adjust the communication area between the circumferential recess and the opening.

The utility model relates to the technical field of internal combustion engines, in particular to an engine braking device which comprises a braking mechanism and a rocker arm, the braking mechanism is installed on the rocker arm, and a pressure relief piece is installed in the braking mechanism in a matched mode. The braking mechanism comprises a shell, a fixing plate is installed on the bottom face of the shell, a third spring is installed on the end face of the fixing plate, and a pushing block is installed on the end face of the third spring. The pressure relief piece is installed on the pushing block, the pressure relief piece comprises a moving block, the moving block is installed on the bottom face of the pushing block, a connecting cylinder is installed on the end face of the moving block, the connecting cylinder communicates with the upper portion of the pushing block and the interior of the moving block, and pressure relief grooves are symmetrically formed in the lower portion of the side wall of an inner cavity of the moving block; through mutual cooperation of the structures, the effect that when the internal pressure intensity of the braking mechanism is too high, pressure in the device can be relieved in time is achieved, and the problem that the device is damaged due to the fact that the internal pressure intensity of the device is too high is solved.

A vent valve opens to provide a fluid path from a regulated pressure port to a vent port, a supply valve opens to provide a fluid path from the regulated pressure port to a supply pressure port. A control piston has a linear cam profile with a vent cam that opens the vent valve and a supply cam that opens the supply pressure valve.

The utility model belongs to the technical field of engine oil control valves of variable valve timing systems, and particularly relates to a central control valve. The central control valve comprises a valve shell provided with a cavity; the valve sleeve assembly is arranged in the cavity and comprises a valve sleeve and an oil guide sleeve, the valve sleeve and the oil guide sleeve are provided with an oil inlet, a first oil outlet and a second oil outlet, and the oil inlet is located between the first oil outlet and the second oil outlet; and the valve element is movably arranged in the oil guide sleeve, and a check ring is arranged on the valve shell. One end of the valve sleeve abuts against the valve shell through the check ring, and the other end of the valve sleeve abuts against the valve shell through the valve seat and is provided with a channel and an oil passing hole. A metal spring seat is arranged in the channel, and the spring seat and the valve sleeve are formed in an injection molding mode. The valve element abuts against the check ring through the first spring. One end of the ball abuts against the spring seat through the second spring, and the other end of the ball abuts against the valve seat. Therefore, the problems that in the prior art, a control valve is complex to assemble and low in efficiency are solved.

A variable valve device capable of smoothly switching between a coupling state and a separation state of a plurality of rocker arm is provided. A variable valve device changes a valve lift amount in a cylinder head. The device includes: a camshaft having plural cams with different valve lift amounts; plural rocker arms in contact with the plural cams to move a valve; a switching mechanism that couples and separates the rocker arms by oil pressure; and an oil control valve that controls the oil pressure. The switching mechanism includes a hydraulic piston moveable forward and backward to couple and separate the rocker arms. First and second oil passages extend from the oil control valve to the hydraulic piston. The first oil passage includes an oil groove allowing oil to pass at a predetermined rotation phase of the camshaft. The second oil passage is opened and closed during forward and backward movement of the hydraulic piston. A bypass passage is provided for bypassing the oil groove when the second oil passage is closed.

This invention discloses an integrated oil control valve and a variable hydraulic valve system including the oil control valve. The main feature is that the on / off times of two or more rotary valves in the integrated oil control valve are independently adjustable, enabling control of the variable opening processes of two or more valves, whether identical or different. It includes a housing, rotary valves, and a timing transmission mechanism. The housing is provided with a rotary valve mounting hole, a first oil inlet channel, a second oil inlet channel, an oil outlet channel, a first control groove, and a second control groove. The rotary valve includes a rotary valve core, a first rotary valve sleeve, and a second rotary valve sleeve. This integrated oil control valve is used in conjunction with the valve drive oil circuit of the variable hydraulic valve system. By independently adjusting the rotation angles of the first and second rotary valve sleeves, together with the rotary valve core, multiple oil circuit on / off switching valves with adjustable opening times are formed, effectively expanding the working range of the valve train and playing an important role in realizing various internal combustion engine operating modes.

A valve actuation system comprises a first motion transfer mechanism operatively connected to a first valve actuation motion source providing at least main valve actuations to at least one intake engine valve. A second motion transfer mechanism is operatively connected to a second valve actuation motion source providing at least an LIVC and IEGR valve actuations. When a selectable coupling mechanism is operated in a first state, the main valve actuation is conveyed to the at least one intake engine valve via the first motion transfer mechanism. When the selectable coupling mechanism is operated in a second state, at least a portion of the main valve actuation is again conveyed to the at least one intake engine valve, and the LIVC and IEGR valve actuations are conveyed to the at least one intake engine valve via the second motion transfer mechanism, the coupling mechanism and the first motion transfer mechanism.

Internal combustion engine provided with a timing system (100) comprising a camshaft (110) provided with at least one cam (120) for controlling an intake valve and at least one hydraulic tappet (140) in its turn including: • - a pressurized oil supply duct (141) and an oil inlet port (142) inside the hydraulic tappet, • - an oil drain port (143) and an exhaust duct (144) in communication with the drain port (143), wherein • - the cam (120) is provided with a first cam profile (122) and a second cam profile (123), the latter having a height (h2) greater than a height (h1) of the first cam profile (122), • - the oil drain port (143) has a controlled height equal to the difference in the heights (h2-h1) of the corresponding second cam profile (123) and first cam profile (122), and • - an ON / OFF control valve (160) is located in the oil exhaust duct (144) and is selectively in fluid communication with the oil drain port (143) to control the lift curve of the intake valve.

Systems for valve actuation in internal combustion engines provide configurations for collapsing valve train components, particularly collapsing valve bridges. Various configurations for locking a bridge piston to a bridge housing include substantially cylindrical locking pins that may be housed within a substantially cylindrical receptacles defined by a transverse bore in the bridge piston and actuated hydraulically and may include an actuating pin that interacts with the locking pins to synchronize motion and provide positive positioning within an annular recess in the bridge housing to lock or unlock the bridge piston for movement relative to the bridge housing. Various geometries for locking pins and actuating pins provide benefits of manufacturing, ease of assembly, alignment and reduced wear.

A method for starting an internal combustion engine (M) comprising a camshaft (A) equipped with an electrically operated variable valve timing (eVVT) device, comprising: / a / a step of applying maximum voltage to the electric actuator, then / b1 / a step of initiating a time delay Ts during which maximum voltage continues to be applied to said actuator and, in parallel, / b2 / a step of initiating synchronization of the internal combustion engine, then / c / if the time delay expires before the end of the synchronization of the internal combustion engine, a step of incrementing the value of the failure counter and a repetition of steps / a / to / c / if the value of the failure counter is less than a predetermined number Nmax, otherwise stopping the application of voltage to said actuator, the internal combustion engine being synchronized. Figure for publication: Figure 1

The present invention relates to a method for controlling a gas injector which injects a gaseous medium, in particular a gaseous fuel, into a combustion chamber of an internal combustion engine. The gas injector comprises a closing element for opening and closing at least one passage opening at a sealing seat, and an actuator for actuating the closing element on the basis of a control characteristic curve, the actuator being designed to open the closing element at the beginning of actuation and to close it at the end of actuation. The gas injector also comprises a stroke stop which limits the maximum stroke of the closing element. The method comprises the steps of: determining the control characteristic curve; determining a critical operating range, the critical operating range being present if the position of the closing element is undefined after reaching the stroke stop due to an opening bounce; determining whether the end of actuation is within the critical operating range; and adapting the control characteristic of the actuator so that the end of actuation is outside the critical operating range.

The variable duration valve train controls the flow of air into the combustion chambers of the combustion engine. The variable duration valve train includes a drive cylinder structure, a stroke limit cylinder structure, an engine valve structure, a plurality of cams, and a working fluid. The engine valve structure attaches to the drive cylinder structure. The stroke limit cylinder structure forms a fluidic connection with the drive cylinder structure. The working fluid fills the stroke limit cylinder structure and the drive cylinder structure. The plurality of cams form mechanical linkages with the drive cylinder structure and the stroke limit cylinder structure. The working fluid and the plurality of cams limit the range of motion of the engine valve structure.