285results about "Valve drives" patented technology

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 braking device with returning and limiting functions and an engine, and belongs to the technical field of automobile parts. The brake rocker arm and the rocker arm shaft are matched through a shaft hole, the side portion of the brake rocker arm extends in the horizontal direction to form an abutting platform, a limiting concave part is arranged on the outer surface of the rocker arm shaft, and a limiting convex part is arranged on the brake rocker arm; the rocker arm support is provided with a first connecting part; one end of the return spring support is connected with the first connecting part, the horizontal height of the first connecting part and the horizontal height of the second connecting part are both higher than the horizontal height of the abutting platform, and the horizontal height of the return spring support is lower than the horizontal height of the upper surface of the brake rocker arm; the two ends of the first elastic piece are clamped between the other end of the return spring support and the abutting platform. According to the engine braking device, the size of the whole engine braking device in the vertical direction is reduced, and the structure is more compact.

The invention provides an engine braking device with a return function and an engine, and belongs to the technical field of automobile parts, and the engine braking device comprises a cam shaft, an auxiliary cam, a braking device and a braking device, a brake rocker arm and a rocker arm shaft, wherein a limiting part is arranged on the brake rocker arm; the movable unit comprises a sliding part and a rolling part; the rocker arm support is provided with a first connecting part; one end of the return spring bracket is connected to the first connecting part, and the other end of the return spring bracket is provided with a return spring seat; the elastic piece is transversely arranged and is clamped between the return spring seat and the limiting part; when the engine is braked and the rolling part is in contact with the non-working surface, the distance between the return spring seat and the limiting part is minimum; and when the engine brakes and the rolling part is in contact with the working surface, the distance between the return spring seat and the limiting part is maximum. According to the engine braking device, the elastic piece is transversely arranged, so that the overall size of the whole engine braking device in the vertical direction is integrally reduced.

The utility model relates to the technical field of vehicles, in particular to a valve rocker device and an engine system. The valve rocker device comprises a control assembly which comprises an elastic control piece arranged in a first cavity and an ejector rod arranged in a second cavity; the elastic control piece can open and close the communication port; the first channel communicates with the part, close to the communicating port, of the second cavity, and the second channel communicates with the part, away from the communicating port, of the second cavity, so that oil can be provided to push the ejector rod to eject the elastic control piece; the third channel is communicated between the first cavity and the piston cavity, and the fourth channel is communicated between the upper cavity and the piston cavity; the piston assembly comprises a piston and a piston resetting piece; the piston is provided with an installation cavity used for installing the piston reset piece, and the outer wall of the piston is provided with a groove communicated with the installation cavity. The piston can move in the piston cavity, and the groove can communicate with the fourth channel in the process of moving along with the piston.

The invention discloses an internal combustion engine valve, an internal combustion engine timing system and an internal combustion engine, and relates to the technical field of internal combustion engines, the internal combustion engine valve comprises an air channel, a valve cover plate, a connecting piece and a reset piece, and the air channel is fixed to the internal combustion engine; the air valve cover plate is arranged in the air channel, the section of the air valve cover plate is matched with the cross section in the air channel, and the air channel can be closed when the air valve cover plate is perpendicular to the axis of the air channel; the connecting piece is connected with the air valve cover plate, the connecting piece is externally connected with a driving device, and the driving device can drive the connecting piece to rotate so as to control the air valve cover plate to synchronously rotate to be parallel to the axis of the air channel; the reset piece is arranged on the air channel and used for driving the valve cover plate to reset to the state perpendicular to the axis of the air channel. According to the internal combustion engine valve, the internal combustion engine timing system and the internal combustion engine, the influence on the circulation sectional area of the air channel is small, and air exchange of the internal combustion engine is better facilitated.

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.

The present disclosure provides a "variable cam timing system and a method for operating the system". A variable cam timing system in an engine is provided. The variable cam timing system includes a camshaft that receives a rotational input from a crankshaft. The camshaft includes: a valve cam that rotationally actuates a valve coupled to a cylinder; and a zero cam that actuates a zero follower including a zero spring that applies a return force on the zero cam during interaction between the zero cam and the zero follower, wherein the zero follower is independent of the cylinder.

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 variable valve timing assembly for a combustion engine comprises: a phaser configured to receive therein a camshaft; wherein the phaser includes a phaser exterior body that is cylindrical-shaped, a phaser interior body that is cylindrical-shaped and within the phaser exterior body, a phaser exterior spline on an exterior of the phaser exterior body, and a phaser interior spline on an exterior of the phaser interior body; a phaser inner housing disposed within the phaser and configured to receive therein the camshaft; wherein the phaser inner housing includes an inner housing interior spline that mates with the phaser interior spline; an advancing chamber configured to receive fluid from and discharge fluid to the camshaft; a retarding chamber configured to receive fluid from and discharge fluid to the camshaft; and a main housing that encloses therein the phaser and the phaser inner housing, and is configured to engage a timing chain / belt.

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.

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.

A linear reciprocating piston engine comprising: A cylinder; a piston located within the cylinder, the piston separating upper and lower combustion chambers of the cylinder; a separation plate disposed across a lower end of the cylinder to seal the lower combustion chamber; and a joint disposed in the separation plate, the joint comprising a bore through which a connecting rod extends to connect the piston to a crankshaft. Movement of the piston along a longitudinal axis of the cylinder causes the connecting rod to rotate the crankshaft, said rotation of the crankshaft causing both transverse and angular movement of the connecting rod relative to the longitudinal axis of the cylinder. The angular movement of the connecting rod causes a corresponding angular movement of the joint. The joint comprises a curved outer surface configured to ensure contact with an outer seal disposed between the separation plate and the joint during said angular movement of the joint. The joint further comprises an inner seal disposed between the bore and the connecting rod; wherein the outer and inner seals are selected from any one of: a split ring compression seal; a split ring expansion seal; and a split ring labyrinth seal.

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.

To suppress torque fluctuations of a cam shaft while ensuring the flexibility of valve opening / closing control in an internal combustion engine.SOLUTION: Cam shafts 5 and 6 are equipped with a plurality of cams 51 and 61 separated from each other in an axial direction of the cam shafts. The plurality of cams has an asymmetric lift curve, and is formed so that a peak position of negative cam torque generated by a first cam opening / closing valves 7 and 8 disposed on a first cylinder is included in a phase zone where positive cam torque is generated by a second cam opening / closing a valve disposed on a second cylinder, or is formed so that a peak position of positive cam torque generated by the first cam opening / closing the valve disposed on the first cylinder is included in a phase zone where negative cam torque is generated by the second cam opening / closing the valve disposed on the second cylinder.SELECTED DRAWING: Figure 3

In an opposed-piston mechanism, an intake compression cylinder and an expansion exhaust cylinder are individually provided, and a rotating perforated columnar valve and an ignition combustion chamber are formed therebetween. A valve mechanism is arranged on a cylinder side surface side, and a disk cam that moves in conjunction with crank rotation operates an intake valve and an exhaust valve on a cylinder side surface via a movable fulcrum type rocker arm. A movable structure of the rocker arm also realizes opening / closing amounts of the intake valve and the exhaust valve according to an operating situation of an engine. Since a piston pin and a piston pin 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.

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.

To suppress abrasion of a cam journal resulting from deformation of a crankshaft while maintaining lubricating performance in a bearing portion of the cam journal.SOLUTION: An engine 1 includes: an engine body 10 having an intake valve 25A and an exhaust valve 25B opening and closing an intake and exhaust opening of a cylinder 2; camshafts 21A, 21B having a cam crest 231 pressing down the intake valve 25A, the exhaust valve 25B so as to open the opening; and a bearing member 30 pivotally supporting the crankshafts 21A, 21B via lubricating oil. The camshafts 21A, 21B include a cam journal 24 arranged in a region close to the cam crest 231 and pivotally supported by the bearing member 30, and a recession 4 formed at a position facing the cam crest 231 in a circumferential direction and recessed to a radial inner side of the cam journal 24. The recession 4 is deeper in axial ends 241, 242 than in an axial center 243 of the cam journal 24.SELECTED DRAWING: Figure 9

To provide a cam cap capable of smoothly taking out a jig.SOLUTION: A cam cap 16 includes: a cap body 40 including a bearing for supporting a cam shaft pressing a rocker arm 22 and mounted on a cylinder head 30; and a first boss 41 projecting from the cap body 40 in an axial direction of the cam shaft. In a state of mounting the cap body 40 on the cylinder head 30, the first boss 41 includes a part overlapping with the rocker arm 22 in the axial direction of the cam shaft. The first boss 41 has an inclined surface 45a continued to a first end portion 41c as an end portion of the first boss 41 in a direction projecting from the cap body 40 and positioned between the first end portion 41c and the rocker arm 22 in a direction toward the rocker arm 22 from the first end portion 41c. The inclined surface 45a is inclined so that a distance to the rocker arm 22 becomes longer toward a region near the first end portion 41c.SELECTED DRAWING: Figure 4

The utility model discloses an adjustable high-hardness cam shaft, which comprises a rotating shaft, a convex ring is arranged on the rotating shaft, an inserting hole is formed in the convex ring and communicated with an inner hole of the rotating shaft, a threaded hole is formed in the bottom face of the inner hole, a convex rotating part is inserted into the convex ring, a connecting rod is arranged on the convex rotating part, a fixing hole is formed in one end of the connecting rod, and a bolt penetrates through the fixing hole to be fixed to the threaded hole in the inner hole. And the convex rotating part can rotate by taking the original point of the inner hole as the center. According to the utility model, the rotating shaft is provided with the jacks, and the convex rotating parts of different cam profiles can be inserted into the jacks to form cams with the convex rings on the rotating shaft, so that different cams are formed, replacement and adjustment in a test are facilitated, and the manufacturing cost and the time cost are greatly reduced.

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.

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.

To provide a method of measuring an axial and / or rotational position of at least one operation contour for operating at least one operation means of a valve of an internal combustion engine by a valve train device.SOLUTION: A valve train device 1 includes at least one shaft, where a prescribed number of operation contours 4 for operating at least one operation means of a valve of an internal combustion engine is arranged on the at least one shaft in a relatively nonrotatable manner. A sensor unit 5 with a prescribed number of sensors 6 is provided, and each sensor 6 of the prescribed number of sensors 6 has a spatial sensing area for sensing a physical quantity. In at least one axial position, at least one operation contour 4 of the prescribed number of operation contours 4 is arranged at least in part in the spatial sensing area of at least one sensor 6 of the prescribed number of sensors 6.SELECTED DRAWING: Figure 1

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.