102results about "Valve drives" patented technology

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.

An internal combustion engine includes a plurality of chains that are arranged axially adjacent to each other with respect to a crankshaft protruding from an internal combustion engine body, and are each distributed with power from the crankshaft, a chain tensioner that applies tension to the chain, a chain guide that guides the chain, and a bracket that is attached to the internal combustion engine body so as to straddle at least one of the plurality of chains, and at least one of the chain tensioner and the chain guide is attached to the bracket.

A valve train method for a dual-lift camshaft in a range-extending engine belongs to the field of automotive engine technology. The invention includes the following steps: Cam profile design: designing the cam profile of the camshaft, wherein the cam buffer section adopts a constant acceleration-constant velocity profile, and the cam working section adopts a high-power polynomial cam profile design method to design the first cam profile and the second cam profile respectively; Cam profile correction: using a cam profile dynamic correction method, obtaining the final first target cam profile and the second target cam profile used for machining the camshaft; Operating condition selection and valve drive: selecting the engine's operating point, and driving the valves to open and close according to the corresponding valve motion law through a rocker arm valve train mechanism to achieve valve train operation. This invention can solve the technical problems of existing fixed-lift camshafts in range-extending engines, which cannot simultaneously meet the requirements of economic operating conditions and rated operating conditions, as well as poor NVH performance and high mechanical losses.

A cam lobe for a camshaft wherein the cam lobe includes a cam lobe body having a base circle portion with a base circle outer perimeter adjacent a nose portion with a nose outer perimeter. The cam lobe body has a width that spans across an outer perimeter surface of the cam lobe body. The outer perimeter surface includes a laser peened portion and a non-laser peened portion. The laser peened portion can have various configurations and amount of surface densities. The laser peened portion includes a gradual transition of a laser peened surface. The laser peened portion includes a fade or taper on ends or sides towards a lobe centerline such that a width or a length of the laser peened portion is narrowed or eliminated at the lobe centerline.

An internal combustion engine system includes an engine with a plurality of pistons housed in respective ones of a plurality of cylinders. A valve train is provided for opening and closing intake and exhaust valves of the cylinders during nominal engine operations. The valve train is also configured to provide for asynchronous switching between selected cam lobe lift profiles for opening and closing of the intake and / or exhaust valves.

The utility model relates to the technical field of engines, in particular to an engine valve tappet layout structure which comprises a cam shaft arranged in an engine box body, tappets are arranged on the engine box body and correspond to two valve cams arranged on the cam shaft in pairs, the upper ends of the tappets are used for being connected with valve push rods, and the lower ends of the tappets are used for being connected with valve push rods. The upper ends of the valve push rods extend upwards and are arranged on a cylinder cover above an engine cylinder head; an oil pump is arranged on the engine box body and corresponds to a pressure supply cam arranged on the cam shaft, and the pressure supply cam is matched with the pressure supply end of the oil pump. The paired two valve cams are arranged at one end of the cam shaft, and the pressure supply cam is arranged at the other end of the cam shaft. The utility model has the characteristics that the structural design is simpler and more reasonable, the layout is more compact, and the working reliability can be improved.

The invention relates to an assembly comprising a heat engine equipped with a cylinder head (2) covered by a cylinder-head cover (4), which between them receive at least one camshaft having, on one side, a joining edge parallel to its axis, which is formed between two flat surfaces, and comprising a tool for adjusting the rotation of the camshaft, which tool fits into a bore in the cylinder-head cover, the adjustment tool comprising an attachment part (20) for attachment to the cylinder-head cover (4), and an independent rod comprising, at its end, a notch having two bearing faces which, in the fixed position of the tool, bear on the two surfaces of the camshaft on either side of the edge.

The utility model provides an overhead valve guide air inlet type two-stroke engine which solves the problems that waste gas cannot be fully swept away due to the fact that a four-stroke working mode of a traditional overhead valve type engine is improved into a two-stroke working mode, and combustion efficiency and emission performance are poor. According to the technical scheme, the overhead valve guide air inlet type two-stroke engine comprises an engine body set and an air distribution mechanism provided with an overhead valve, an air guide pipe moving along with an air inlet valve rod through a support sleeve is arranged on the air inlet valve rod of the air distribution mechanism, the air guide pipe is close to the head of the air inlet valve, and a front end air outlet is reserved between the front end of the air guide pipe and the head of the air inlet valve. The rear port of the gas-guide tube communicates with the gas inlet channel; an air inlet cam of the air distribution mechanism is provided with an air inlet cam protruding part which pushes the front end of an air guide pipe of an air inlet valve to stretch into an inner cavity of the air cylinder body. By guiding and scavenging the inlet air, the engine can go deep into the cylinder body to purge the combusted waste gas, open the exhaust valve to work and fully sweep the waste gas, so that the scavenging efficiency is greatly improved, and the combustion efficiency and the emission performance are improved.

A BEV range extender 1 includes: a horizontally opposed two-cylinder engine dedicated for power generation 2; a generator 3; a fuel tank 4 of the engine dedicated for power generation 2; and a cooling system 8 of the engine dedicated for power generation 2. The engine dedicated for power generation 2 includes: a crankshaft 11 having a rotation center axis that is horizontal; two cylinders 12 that are arranged in an opposed manner with the crankshaft 11 interposed therebetween; and pistons 13 provided within the respective cylinders 12 such that the pistons are opposed to each other with the crankshaft 11 interposed therebetween. The generator 3 is disposed at an approximately center portion in a length direction of the engine dedicated for power generation 2 such that the engine dedicated for power generation 2 and the generator 3 are T-shaped in planar view.

internal combustion engine (8) comprising a camshaft (1) which drives at least one inlet valve (5) with which a fluid inlet in a cylinder (9) of the internal combustion engine (8) can be controlled, - wherein the camshaft (1) comprises at least one cam (2), - wherein the cam (2) has at least a valve opening elevation (7) and a control projection (3,4), - wherein the valve opening lift (7) is arranged to open the inlet valve (5) to a maximum stroke, - wherein the inlet valve (5) is open at least during part of a compression movement of a piston (6) of the internal combustion engine (8) associated with the inlet valve (5) in order to decompress the cylinder (9), - wherein the inlet valve (5) can be controlled by the camshaft (1) via a variable valve timing system, and - wherein the variable valve control allows the valve lift of the inlet valve (5) to be adjusted, - wherein by adjusting the valve lift of the intake valve (5) the operation of the internal combustion engine (8) can be switched between depending on a speed of the internal combustion engine (8) ◯ an operation with early closing of the inlet valve (5) at high speeds, and ◯ an operation with late closing of the inlet valve (5) after the bottom dead center of the piston (6) at low speeds, - characterized by the fact that ◯ the operation with early closing of the inlet valve (5) before a bottom dead center of the piston (6) is adjustable by a small valve lift, and ◯ the operation with late closing of the inlet valve (5) is adjustable by a large valve lift.

An internal-combustion engine supplied with gaseous fuel, in particular hydrogen, comprises, for each cylinder (1), a first intake duct (3A) and a second intake duct (3B), controlled, respectively, by a first intake valve (VA) and a second intake valve (VB). In each operating cycle of the cylinder, a movement of opening and closing only of the first intake valve (VA) is firstly activated, while the second intake valve (VB) remains closed, and a movement of opening and closing only of said second intake valve (VB) is subsequently activated, while the first intake valve (VA) remains closed. The gaseous fuel is supplied directly into the cylinder only starting from an instant subsequent to closing of the first intake valve (VA) and prior to opening of the second intake valve (VB) in such a way as to be able to obtain a regular combustion, without pre-ignition phenomena or backfiring phenomena, thanks to the cooling obtained during opening of the first intake valve.

Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and / or hydraulic implements as well as electronically.

The invention discloses a brake cam profile for increasing the brake power of a diesel engine and a control method, belongs to the technical field of engine brake cams, and solves the technical problem that an existing cam can only brake once in one cycle. The brake cam profile comprises a base circle, the base circle is provided with a BGR lift section profile, a first release lift section profile and a second release lift section profile which are sequentially arranged, a first base circle section is arranged between the BGR lift section profile and the first release lift section profile, and a second base circle section is arranged between the first release lift section profile and the second release lift section profile. The length of the first base circle section is smaller than that of the second base circle section, and the second release lift section molded line and the BGR lift section molded line are connected together. According to the invention, two times of braking in one cycle can be realized in a single braking cycle, and in-cylinder media of a second intake stroke and a compression stroke come from gas backflow released into an exhaust pipe for the first time, so that higher in-cylinder pressure can be generated, and more negative work can be done.

A reciprocating piston with exhaust valve suitable for power generation are disclosed. In particular, a reciprocating engine especially suited for the combustion of pressurized hydrogen gas with specific advantages that make it better suited for very large displacement engines is disclosed.

The invention relates to an internal combustion engine (4) for a motor vehicle, with at least one combustion chamber to which at least one gas exchange valve (2) is assigned, and with a variable valve train (1) by means of which the gas exchange valve (2), whose stroke can be varied by means of the variable valve train (1), can be actuated. The valve train (1) comprises a camshaft (3) rotatable about a camshaft axis of rotation (ND) with at least one cam (5).An intermediate device (7) is provided, which has a cam follower (8) that rests against an outer contour (6) of the cam (5) during each rotation of the camshaft (3) about the camshaft rotation axis (ND) and can be actuated via the cam follower (8) by means of the outer contour (6) of the cam (5) during each rotation of the camshaft (3) about the camshaft rotation axis (ND), whereby the gas exchange valve (2) can be actuated via the intermediate device (7) by means of the outer contour (6) of the cam (5).

The utility model discloses a valve chamber cover structure of a diesel engine. Comprising a valve chamber cover cap body, a cavity, a camshaft bearing cap functional section, a first sealing surface, a first mounting hole for mounting a camshaft signal sensor, an oil sprayer mounting via hole, a third sealing surface matched with a cylinder cover and a second mounting hole for mounting an oil filler cap, wherein the cavity, the camshaft bearing cap functional section and the first sealing surface are all arranged on the valve chamber cover cap body; an oil-gas separator labyrinth cavity is further formed in the valve chamber cover body, a second sealing face used for being matched with an oil-gas separator is arranged on the periphery of the oil-gas separator labyrinth cavity, and an oil-gas separator labyrinth cavity oil return groove and an air cylinder cover attachment face oil return groove are formed in the bottom of the oil-gas separator labyrinth cavity. The camshaft bearing cap and the oil-gas separator are integrated at the same time, the integration degree is high, the types of materials of an engine installation production line are reduced, the number of material preparation boxes in the automation process can be reduced, and therefore the equipment cost and the process time are saved.

A system and method for controlling an engine valve in an internal combustion engine is disclosed. The system includes a valve spring supported on a spring base biasing an engine valve toward a closed position, and a camshaft having a center cam lobe and first and second outer cam lobes. In some embodiments, a center rocker arm is engaged with the center cam lobe and a valve stem of the engine valve, such that rotation of the camshaft displaces the engine valve to an open position. Further, in some embodiments, a lower rocker arm is engaged with the first and second outer cam lobes and contacts the spring base. The outer cam lobes are phased to displace the spring base as the valve opens and closes, thereby reducing valve spring compression during valve opening.

The present invention relates to a camshaft that opens and closes an exhaust valve in an exhaust port and an intake valve in an intake port of an internal combustion engine, in which the intake valve alternately opens and closes the intake port, and the exhaust valve alternately opens and closes the exhaust port, when a piston reciprocates in a cylinder. The camshaft comprises, as a cam that opens and closes the exhaust valve and the intake valve, a ball cam whose protrusion amount changes according to rotation of the camshaft, wherein the camshaft has a double structure consisting of an inner shaft and an outer shaft provided in a manner that the inner shaft is helically displaced with respect to the outer shaft around an axis of the camshaft according to a rotation speed of the camshaft, and the ball cam is accommodated movably in a guide groove provided in the inner shaft and protrudes from the outer shaft, and a protrusion amount of the ball cam from the outer shaft changes when the ball cam moves in the guide groove due to the helical displacement of the inner shaft with respect to the outer shaft, wherein, on a contact surface between the outer shaft and the inner shaft, a helical screw is provided, and at a bottom of the outer shaft and the inner shaft, a pressing spring is provided.

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.

The present disclosure relates to the technical field of vehicles, and particularly relates to a timing system installation method and a vehicle. The timing system installation method comprises: establishing a corresponding relationship between a phase of a camshaft and a rotational torque of the camshaft on a valve spring; selecting one of the phases in which the rotational torque of the camshaft is not zero as an installation phase; installing the camshaft and a crankshaft by using the installation phase, and calculating a limit installation phase deviation of the camshaft, the direction of the limit installation phase deviation being the same as the direction of the rotational torque of the camshaft at the installation phase. By making the camshaft be acted on by an external force applied by the valve spring during installation and be deviated in only one direction at the installation phase, the limit installation phase deviation can be deviated in one direction instead of being randomly deviated in two directions, and the limit installation phase deviation can be calibrated as an inherent property of the engine by using an EMS control model, so that random errors can be reduced, the installation precision of the camshaft can be improved, and the engine control precision can be improved.

The utility model discloses a novel 20 cylinder gas engine camshaft relates to engine field. The novel 20 cylinder gas engine camshaft includes the neck of axle and the plurality of lugs and sprocket installed on it, the one side of neck is provided with installation component, the installation component includes the splicing block, the locating rod, the fixed disc and the locking bolt. The novel 20 cylinder gas engine camshaft passes through setting installation component, makes sprocket can be quickly, accurately installed to the neck, when also can easily complete when needing to disassemble, greatly shorten the assembly and maintenance time of engine, improved work efficiency. The locating rod is inserted through the first through -hole on sprocket and the second through -hole on fixed disc, provides accurate positioning for the installation of sprocket, the fixed disc is clamped in sprocket outside, and is closely connected through locking bolt and splicing block, further strengthens the stability of sprocket installation, effectively prevents sprocket loosening in the operation process of engine.

In an opposed-piston mechanism, an intake compression cylinder (1) and an expansion exhaust cylinder (2) are individually provided, and a rotating perforated columnar valve (3) and an ignition combustion chamber (4) are formed therebetween. A valve mechanism is arranged on a cylinder side surface side, and a disk cam (7) that moves in conjunction with crank rotation operates an intake valve (33) and an exhaust valve (34) on a cylinder side surface via a movable fulcrum type rocker arm (8). A movable structure of the rocker arm also realizes opening / closing amounts of the intake valve (33) and the exhaust valve (34) according to an operating situation of an engine. Since a piston pin (18) and a piston pin (30) can absorb variations of an engine that occur when two connecting rods are connected to one piston, the two connecting rods can be easily connected to the one piston.

A valve train assembly includes a rocker arm assembly for actuating a brake valve. The rocker arm assembly has a rocker arm that is rotatable about a rocker arm shaft. An actuator is located at one valve end of the rocker arm. The actuator is movable between an extended position and a retracted position by a first predetermined distance. A cam is configured to engage a cam face of the rocker arm. The cam has a reloading lift profile dimensioned to move the valve end of the rocker arm according to the valve lift profile, which has a maximum height exceeding the first predetermined distance.

The internal combustion engine system includes an engine having a plurality of pistons housed in each of a plurality of cylinders. A valvetrain is provided for opening and closing intake and exhaust valves of the cylinders during nominal engine operation. The valvetrain is also configured to provide asynchronous switching between selected cam lobe lift profiles for opening and closing the intake and / or exhaust valves.

A new type of gas exchange valve control system for internal combustion engines and an internal combustion engine having such a system are provided. [Solution] A gas exchange valve control system (10) for an internal combustion engine, particularly a large internal combustion engine, comprising at least one camshaft (11) supporting an intake cam (12) for controlling intake valves and an exhaust cam (13) for controlling exhaust valves for a cylinder row arranged adjacent to each other, wherein in the first modification the intake cam (12) and in the second modification the exhaust cam (13) are non-rotatably mounted on each camshaft (11) and can be driven by each camshaft (11), and in the first modification the exhaust cam (13) and in the second modification the intake cam (12) are rotatably mounted on each camshaft (11) and can be driven by a separate drive shaft (14).

This provides a sprocket structure that prevents incorrect assembly of the timing chain into the groove. [Solution] The cam sprocket 3 is fixed to the axial end of the camshaft 16 provided in the engine 1 for a vehicle, and the timing chain 5 is attached to it. The cam sprocket 3 includes teeth 31 that mesh with the inner plate portion 51 of the timing chain 5, an annular portion 32 having an outer diameter corresponding to the outer diameter of the teeth 31 and arranged at an axial distance from the teeth 31, and a groove 33 arranged between the teeth 31 and the annular portion 32. The axial width Ws1 of the groove 33 is narrower than the axial width Wc2 of the outer plate portion 52, which consists of a pair of outer plates 52A arranged on both axial sides of the inner plate portion 51 of the timing chain 5.

The present invention provides an engine that can optimize valves and their advancing / retreating mechanisms in the vicinity of a cylinder chamber. The engine 10 comprises: a cylinder chamber 12, an intake valve 18, an exhaust valve 19, and an advancing / retreating mechanism 20 that advances and retreats the intake valve 18 and the exhaust valve 19. The advancing / retreating mechanism 20 has a camshaft 21, an exhaust cam 22, an intake cam 23, a pushrod 24, and a rocker arm 25. The intake cam 23 is fixed to the camshaft 21 and is configured to advance and retreat the intake valve 18. The exhaust cam 22 is configured to advance and retreat the pushrod 24. The rocker arm 25 is rotated by the pushrod 24 and is configured to advance and retreat the exhaust valve 19.

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.