332results 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 double-channel hydraulic tappet comprises a shell (1), an upper plunger (2), a lower plunger (5), a base plate (4) and a one-way valve steel ball (6), the upper plunger, the lower plunger and the base plate are all installed in the shell, the base plate (4) is located between the upper plunger and the lower plunger, an opening (21) is formed in the lower end of the upper plunger (2), and the one-way valve steel ball (6) is arranged in the opening (21). The lower end of the upper plunger is sealed through a base plate (4); the lower plunger is provided with an oil return groove (15) and an oil return hole (14), the oil return hole (14) is communicated with the oil return groove (15), a low-pressure cavity (10) is formed between the lower plunger (5) and the base plate (4), and the oil return hole (14) is communicated with the high-pressure cavity (11) and the low-pressure cavity (10) through a gap between the lower plunger (5) and the shell (1). The rocker arm is simple and reliable in structure, compact in assembly and easy and convenient to machine, and can play a role in adjusting the gap between the cam and the rocker arm and providing engine oil with different pressures for the rocker arm so as to change the working state of the rocker arm.

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 utility model discloses a valve mechanism for realizing reverse-flow type cylinder deactivation of an engine and the engine, which can realize switching between a normal working mode and a reverse-flow cylinder deactivation mode of a valve and can realize quick switching between the two working modes according to the working condition of the engine. The main structure comprises an air distribution cam, a hydraulic tappet part, a control valve part, a hydraulic piston driving part, a hydraulic system and the like. By adjusting the control valve component, the protrusion of the gas distribution cam is in the closing period or the oil drainage period of the control valve component, an exhaust valve is normally opened in the exhaust stroke and is opened again in the air inlet stroke, an air inlet valve is closed in the air inlet stroke, backflow cylinder deactivation work of an engine is achieved, fuel economy under the low-speed small-load working condition is improved, and the service life of the engine is prolonged. And the method also plays an important role in exhaust heat management.

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 discloses a variable exhaust port device of a two-stroke engine, and aims to overcome the defects that in the prior art, although an exhaust hole with a variable opening size is formed in the two-stroke engine, the exhaust efficiency of waste gas is still limited and needs to be further improved when the engine runs at a high speed. According to the technical scheme, a main exhaust hole and an auxiliary exhaust hole are formed in the inner side wall of an air cylinder body, a main exhaust valve for controlling the opening size of the main exhaust hole is arranged in the main exhaust hole, and an auxiliary exhaust valve for controlling the opening size of the main exhaust hole is arranged in the auxiliary exhaust hole; the main control assembly controls the opening size of the main exhaust valve; the auxiliary assembly is connected with the main control assembly and controls the opening size of the auxiliary exhaust hole; wherein the auxiliary exhaust valve is in a normally closed state, and the main control assembly drives the auxiliary assembly and controls the auxiliary exhaust valve to open the auxiliary exhaust hole.

Internal combustion engines, including engines producing power from solid or slow burning fuel(s), such as biological-based or petroleum-based fuels, wood, corn, biomass, coal, and waste products, and / or possibly other liquid or gaseous fluids, as well as methods for operating or implementing such engines, are disclosed herein. In an example embodiment, the engine includes a crankshaft, a piston, a cylinder having an internal cavity and several ports, and an assembly having a chamber having a first region within which solid fuel can be situated and combusted. The assembly further includes a diverter valve so that, depending upon a setting of the valve and during engine operation, first and second amounts of compressed air respectively proceed to the first region and to bypass the first region, and a combination of combustion products and the second amount proceeds via one of the ports to the part of the internal cavity.

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.

The invention relates to a mechanical device for injecting compressed air for a compressed-air engine with pistons having optimised consumption and power. The device comprises a compressed-air intake valve (S) comprising a first part (20) and a second part (30) mounted so as to slide relative to one another in the direction of movement of the piston, the movement of the first part (20) being mechanically controlled by the piston, the injection device also comprising a means (60) for temporarily retaining the second part (30) relative to the first part (20) so as to impose a desynchronized movement between the second part (30) of the valve and the piston (1).

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 through which oil is allowed to pass at a predetermined rotation phase of the camshaft. The second oil passage is closed by the hydraulic piston after the rocker arms are separated from one another along the backward movement of the hydraulic piston.

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

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 through which oil is allowed to pass at a predetermined rotation phase of the camshaft. The second oil passage is closed by the hydraulic piston after the rocker arms are separated from one another along the backward movement of the hydraulic piston.

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.

The utility model provides a variable valve structure of an engine, and belongs to the technical field of motorcycles. The problem that in the prior art, a variable valve structure is insufficient in reliability is solved. The variable valve structure of the engine comprises a first air inlet rocker arm and a second air inlet rocker arm which are arranged on a rocker arm shaft, a first air inlet cam and a second air inlet cam are arranged on a cam shaft, the first air inlet rocker arm abuts against the peripheral face of the first air inlet cam in a matched mode and can drive an air inlet valve to be opened and closed, and a linkage pin parallel to the rocker arm shaft is arranged on the first air inlet rocker arm in a penetrating mode. The linkage pin is located on the side, close to the air inlet valve, of the rocker arm shaft and is higher than the rocker arm shaft, the second air inlet rocker arm abuts against the peripheral face of the second air inlet cam in a matched mode, and a pin hole parallel to the linkage pin and matched with the linkage pin in outer diameter is formed in the second air inlet rocker arm. The driving assembly is located on the outer side of the linkage pin in the axis direction and can push the linkage pin to enable the linkage pin to partially stretch into the pin hole. The utility model has the advantages of compact structure and high reliability.

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.

Systems and methods are provided for a camless reciprocating engine control system that uses laser absorption spectroscopy (LAS) sensors and artificial intelligence / machine learning to optimize engine operation. The control system evaluates LAS data in real time or substantially real time to optimize the operation of the engine through dynamic management of camless engine components such as intake valves, exhaust valves, fuel injectors, spark plugs, and variable compression mechanisms.

The present invention relates to the technical field of engine valve driving devices, and in particular, to a special driving cam-based combined engine valve driving device, including a valve bridge, a special driving cam, a driver, and a driving oil circuit. The driving oil circuit allows a master piston hole and a secondary piston hole to be in intermittent fluid communication with each other by its own on- and off-states. According to the present invention, the driver is fixed on a rocker shaft, so that the structure is simple, and the cost is low; there is no kinematic friction between the driver and the rocker shaft, and the special driving cam is separated from a master piston when the driver is not working, thereby effectively reducing the abrasion between the special driving cam and the master piston as well as the noise, and improving the utilization rate of engine power; when the driver is working, the special driving cam automatically adjusts an actuated valve by means of a hydraulic clearance, and the driving lift is not affected by initial clearance setting; and moreover, every time a positive work cam rotates by one circle, the driving oil circuit automatically drains oil once, and thus the circularly flowing engine oil does not cause impurity accumulation even when the engine oil is too dirty, which improves working stability and reliability.

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.

The invention relates to the technical field of engine variable valves, in particular to an engine hydraulic variable inlet valve different lift mechanism and an engine, a tappet compresses medium oil under the driving of a cam shaft to build pressure, and two pistons walk out different valve lift curves due to different diameters under the pushing of oil pressure; or different valve lift curves are formed due to the difference of the two valve springs; or different valve lift curves are formed under the combined action of different diameters of the pistons and different valve springs. Compared with the prior art, cost is low, engine modification is small, and modification and upgrading of an existing machine type are facilitated.

An electromagnetic actuating device (20) comprising at least two actuator units (1a, 1b) arranged adjacent to each other in a housing (10), each having energizable stationary coil means (2a, 2b), armature means (3a, 3b) mounted to these coils so as to be movable relative to them, and a plunger (4a, 4b) which interacts with the armature means (3a, 3b) and is mounted so as to be movable along an axial plunger direction (S1, S2) and has a free end section (5a, 5b) for engaging an actuating partner, in particular a guide groove of a camshaft, wherein the plungers (4a, 4b) of the actuator units (1a, 1b) of the actuating device (20) are preferably arranged such that their plunger directions (S1, S2) run parallel to each other, characterized in that the device (20) has adjusting means (6) integrated in the housing (10) for changing the arrangement of at least one plunger along a plane (E) perpendicular to the respective plunger direction (S1, S2).

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.