TIMING PHASE SHIFT DEVICE

Abstract

The utility model relates to mechanical engineering, namely to distribution mechanisms for machines or engines. The technical result is achieved in that a device for shifting the phases of a valve timing mechanism, comprising a timing roller, a differential roller, a deflection element and a tensioner, located on a movable block, which contains a damper device and is designed with the possibility of mounting on the engine housing, is characterized in that the deflection element and the tensioner are mechanically connected to the movable block, wherein the tensioner is made kinematically independent of the deflection element, is provided with its own tensioning mechanism and is designed with the possibility of automatically compensating for changes in the length of the flexible drive when the trajectory of its passage, determined by the position of the timing and differential rollers, changes. The claimed utility model ensures an increase in the service life of the engine in relation to the prior art by 10-30% due to the combination of the features used in it. 8 clauses, 1 fig.

Description

[0001] The utility model relates to mechanical engineering, namely to distribution mechanisms for machines or engines.

[0002] A METHOD AND MECHANISM FOR GAS DISTRIBUTION IN A FOUR-STROKE INTERNAL COMBUSTION ENGINE WITH PHASE CONTROL is known from the prior art WO9402714(A2), published 02 / 30 / 1994, comprising a multi-valve head and a drive with two camshafts that control the intake and exhaust valves by means of cams, and a device for turning the camshaft relative to the drive when the rotation speed changes, characterized in that it is designed with the possibility of simultaneous angular rotation of both camshafts in opposite directions relative to the drive.

[0003] The disadvantage of this analogue is the reduced engine life due to insufficiently accurate positioning of the phase angle shift in the engine timing system.

[0004] Also a close analogue is the TIMING BELT OF THE INTERNAL COMBUSTION ENGINE GB1421154 (A), published. 14.01.1976 a crankshaft and two auxiliary shafts driven from the crankshaft and synchronously with it via a toothed belt and pulleys or a chain or a chain and sprockets, a tension wheel engaging the belt or chain on the unloaded side of a crankshaft pulley or sprocket to deflect it from a straight line to make up slack, and an adjustable tension roller engaging the belt or chain on the driving or taut side of the driving pulley or sprocket to deflect it from a straight line to adjust the timing between the crankshaft and the auxiliary shafts, and, in addition, an adjustable tension roller engaging the belt or chain between the two pulleys or sprockets of the auxiliary shaft to deflect the belt or chain from a straight line to adjust the real time of the two auxiliary shafts.

[0005] The disadvantage of a close analogue is a reduced engine life due to insufficiently accurate positioning of the phase angle shift in the engine's valve timing system.

[0006] The closest analogue (prototype) is patent RU234070U1 for a DEVICE FOR SHIFT THE PHASES OF A TIMING DISTRIBUTION MECHANISM with a publication date of 19.05.2025, containing bypass elements of a flexible drive of a timing mechanism, characterized in that it contains a movable block containing a damper device and configured to be mounted on an engine housing, an additional bypass element and a tensioner of the flexible drive of the timing mechanism, wherein said bypass elements and the additional bypass element are mechanically connected to the movable block, and the additional bypass element is configured to interact with the flexible drive of the timing mechanism between the pulleys of the camshafts of the intake and exhaust valves of the engine to provide a phase shift of the camshafts of the intake and exhaust valves of the engine.

[0007] The main technical problem of the prototype is the change in the tension of the flexible drive when its trajectory changes, due to the lack of independent compensation for changes in the length of the drive, which leads to uneven tension of its branches.

[0008] The technical problem solved by the claimed utility model is the elimination of the shortcomings of analogues and the prototype.

[0009] The objective of the claimed utility model is to create a device for a gas distribution mechanism with the ability to accurately position the phase shift angle of the engine shafts.

[0010] The technical result of the claimed utility model is to increase the stability of the valve timing mechanism phases.

[0011] The specified technical result is achieved in that the device for shifting the phases of the gas distribution mechanism, containing a timing roller, a differential roller, a bypass element and a tensioner, placed on a movable block, which contains a damper device and is designed with the possibility of mounting on the engine housing, characterized in that the bypass element and the tensioner are mechanically connected to the movable block, wherein the tensioner is made kinematically independent from the bypass element, is provided with its own tensioning mechanism and is designed with the possibility of automatically compensating for a change in the length of the flexible drive when the trajectory of its passage, determined by the position of the timing and differential rollers, changes.

[0012] In particular, the movable block is made in the form of a bracket.

[0013] In particular, the movable block is designed as a guide rail.

[0014] In particular, the damper device is designed as an elastic damping element installed between the engine housing and the movable block.

[0015] In particular, the movable block is made as a single structure.

[0016] In particular, the movable block is made in the form of several structural elements, inseparably connected to each other.

[0017] In particular, the bracket is made to rotate.

[0018] In particular, the bracket is designed to be mounted on the camshaft.

[0019] In particular, the guide rail contains frames for mounting bypass elements.

[0020] The proposed utility model is illustrated by a drawing.

[0021] Fig. 1 shows a general view of the valve timing device.

[0022] The figure shows: 1 - timing roller; 2 - differential roller; 3 - deflection element; 4 - tensioner; 5 - movable block; 6 - damper device; 7 - its own tension mechanism; 8 - flexible drive.

[0023] A device for shifting the phases of a gas distribution mechanism, containing a timing roller (1), a differential roller (2), a bypass element (3) and a tensioner (4), placed on a movable block (5), which contains a damper device (6) and is designed with the possibility of mounting on the engine housing, characterized in that the bypass element (3) and the tensioner (4) are mechanically connected to the movable block (5), wherein the tensioner (5) is made kinematically independent of the bypass element (3), is provided with its own tensioning mechanism (7) and is designed with the possibility of automatically compensating for a change in the length of the flexible drive (8) when the trajectory of its passage, determined by the position of the timing roller (1) and the differential roller (2), changes.

[0024] The presence in the design of the device of a timing roller (1), a differential roller (2), a bypass element (3) and a tensioner (4), located on a single movable block (5), ensures the formation of a strictly specified and controlled trajectory of movement of the flexible drive (8) between the pulleys of the camshafts of the intake and exhaust valves of the engine.

[0025] This design, in which the bypass element (3) and the tensioner (4) are mechanically connected to the movable block (5), makes it possible to form a rigid structural unit that minimizes errors in the positioning of the control elements relative to the engine housing.

[0026] The mechanical combination of the specified elements on the movable block (5) eliminates the risk of unwanted backlash and relative displacement of the rollers during the phase adjustment process, which is critically important for maintaining the stability of the flexible drive (8) geometry.

[0027] The use of a damper device (6) within the sliding block (5) ensures effective absorption of vibration loads and dynamic impacts transmitted from the engine, preventing parasitic vibrations from being transmitted to the flexible drive (8) and ensuring high-precision maintenance of the camshaft angular position. By eliminating the influence of vibration on the position of the timing (1) and differential (2) rollers relative to the flexible drive (8), increased stability of the valve timing mechanism is achieved across the entire range of operating modes.

[0028] The structural integrity of the block (5) allows for smooth adjustment of the effective length of individual branches of the flexible drive (8), ensuring optimal tension redistribution and controlled changes in the relative angular position of the shafts without causing localized mechanical overloads. This ensures the required valve timing angle can be achieved at precisely calculated times, improving cylinder filling and exhaust gas cleaning.

[0029] Thus, the integration of all functional elements on a single damped movable block (5) creates a stable mechanical base for precision phase control, which is a necessary condition for reducing valve mechanism wear and comprehensively increasing engine life.

[0030] The technical implementation of the kinematic independence of the tensioner (4) from the bypass element (3) is a defining feature that eliminates the critical flaw of the prototype, which is the lack of independent compensation for changes in drive length. In previous solutions, the rigid mechanical connection of the tensioner to the phase shift elements resulted in a nonlinear change in the tension of the flexible drive (8) when adjusting phase angles, which reduced positioning accuracy and motor life.

[0031] In the claimed utility model, the tensioner (4) is equipped with its own tensioning mechanism (7), which allows it to operate autonomously and maintain a constant force on the flexible drive (8) regardless of the current spatial position of the drive roller (1) and the differential roller (2). When the drive roller (1) and the differential roller (2) change the trajectory of the flexible drive (8) to shift phases, the effective length of the drive branches is inevitably redistributed.

[0032] The presence of a dedicated tensioning mechanism (7) ensures instant and automatic compensation for these changes by moving the tensioner (4) precisely in the area of ​​least tension, which is most effective in stabilizing the entire system. This eliminates the occurrence of dangerous areas of slack or excess tension, ensuring stable engagement of the flexible drive (8) with the camshaft pulleys during all transient engine operating conditions.

[0033] The differential roller (2) in this circuit works in a coordinated manner with the timing roller (1), responsible for the smooth redistribution of forces between the branches of the shafts, while the independent tensioner (4) acts as a stabilizer of the overall geometry of the circuit.

[0034] This functional separation prevents sudden dynamic loads and drive slippage, significantly increasing the overall operational reliability of the valve train. The independent tensioning mechanism (7) enables precise control of the shaft angular position without the risk of damage to the flexible drive (8) due to deformations caused by changes in its trajectory.

[0035] Ultimately, it is the automatic nature of length compensation, implemented through complete kinematic decoupling of the tension and adjustment units, that ensures the achievement of the stated technical result - phase stability and an increase in engine life by up to 30%.

[0036] The placement of this system on a movable block (5) with a damping device (6) additionally protects this independent compensation process from parasitic engine vibrations, making the adjustment as clean as possible from external interference.

[0037] The valve timing shift device operates as follows: in its initial state, the flexible drive (8) of the valve timing mechanism embraces the pulleys of the crankshaft and camshafts of the engine and passes through the system of device elements, interacting with the timing roller (1), differential roller (2), idler element (3) and tensioner (4), which are located on the movable block (5). When the engine is running, the rotation of the crankshaft is transmitted through the flexible drive (8) to the camshafts of the intake and exhaust valves, ensuring their synchronous rotation. During operation, the position of the timing roller (1) can change relative to the flexible drive (8), as a result of which the trajectory of its passage between the pulleys of the camshafts of the intake and exhaust valves of the engine changes. A change in the trajectory of the flexible drive (8) leads to a redistribution of the length of its branches located between the pulleys of the camshafts of the intake and exhaust valves of the engine.When the length of the specified branches changes, the relative angular position of the camshafts changes, resulting in a smooth change in the phase shift angle of the valve timing mechanism, which makes it possible to regulate the moments of opening and closing of the valves relative to the position of the pistons in the cylinders. Simultaneously, the differential roller (2), interacting with the flexible drive (8) between the branches connecting the camshaft pulleys, ensures a coordinated redistribution of tension in the specified branches. When the position of the timing roller (1) changes, the differential roller (2) perceives the resulting changes in tension and redistributes them between the branches, which makes it possible to change the angular position of the shafts without causing abrupt overloads of the flexible drive (8). In the process of changing the position of the timing (1) and differential (2) rollers, the length of individual sections of the flexible drive (8) changes, which can lead to localized changes in tension.To automatically compensate for these changes, the tensioner (4), using its own tensioning mechanism (7), maintains the required tension level of the flexible drive (8), acting on it at the section of least tension. This prevents sagging or excessive tension, thereby ensuring the stable operation of the entire valve timing mechanism. The sliding block (5), on which all the rollers are mounted, is equipped with a damper device (6), due to which, during engine operation, vibrations and dynamic loads transmitted through the housing are partially damped. The damper device (6) reduces the effect of vibrations on the position of the rollers relative to the flexible drive (8), ensuring the stability of its geometry and eliminating the displacement of the timing roller (1), differential roller (2), and tensioner (4) under the influence of external dynamic factors.The interaction of all components ensures a smooth and controlled change in the phase shift angle without the occurrence of sharp dynamic loads on the flexible drive elements (8) and camshafts, which guarantees high accuracy of engine valve timing control.

[0038] The device can be applied to various types of internal combustion engines, including in-line engines and V-type engines.

[0039] For example, the device can be used in engines with a single overhead camshaft (SOHC) design, as well as in engines with two overhead camshafts (DOHC) design.

[0040] Depending on the engine design, the device may be used in conjunction with one or more camshafts. Specifically, a separate valve timing device may be installed for each camshaft.

[0041] When used in DOHC engines, valve timing can be adjusted independently for different camshafts by installing separate valve timing devices for the respective camshafts.

[0042] First implementation example: a device for shifting the phases of the valve timing mechanism of an internal combustion engine was manufactured, comprising a bypass element (3) of a flexible drive (8), a tensioner (4), a sliding block (5), and a damper device (6). The sliding block (5) was designed as a bracket mounted on the engine housing with the ability to move limited distances and dampen vibration loads.

[0043] The idler pulley (1), differential pulley (2), idler element (3), and tensioner (4) of the flexible drive (8) were mounted on the specified movable block (5). The flexible drive (8) was a toothed timing belt that interacted with the crankshaft pulley and the camshaft pulleys of the engine's intake and exhaust valves.

[0044] The timing roller (1) was installed with the ability to change its position relative to the branches of the flexible drive (8), which made it possible to change the trajectory of its passage between the camshaft pulleys.

[0045] The differential roller (2) was located on the section of the flexible drive (8) between the pulleys of the camshafts of the intake and exhaust valves, and it was kinematically connected with the timing roller (1) in such a way that when the position of the timing roller (1) changed, a coordinated redistribution of tension between the branches of the flexible drive (8) was ensured.

[0046] The tensioner (4) of the flexible drive (8) was made kinematically independent of the bypass element (3), installed on the section of the flexible drive (8) with the least tension and connected to its own tensioning mechanism (7), which ensures automatic maintenance of a constant tension level of the flexible drive (8) when its trajectory changes.

[0047] The damper device (6) of the movable block (5) was made in the form of an elastic damping element installed between the engine housing and the bracket of the movable block (5), which ensured the damping of vibrations arising during engine operation.

[0048] The second example of implementation is a device for shifting the phases of the valve timing mechanism of an internal combustion engine, in which the movable block (5) is made in the form of a guide rail fixed to the engine body to ensure movement of the roller assembly along a given trajectory relative to the flexible drive (8).

[0049] The specified guide rail contains frames for mounting guiding elements, on which a drive roller (1), a differential roller (2), a guiding element (3) and a tensioner (4) of a flexible drive (8) are placed.

[0050] The movable block (5) is connected to a damper device (6), made in the form of an elastic damping element, which provides damping of vibration loads arising during the operation of the engine and transmitted to the elements of the device.

[0051] In this example, the flexible drive (8) is a timing belt that interacts with the crankshaft pulley and the camshaft pulleys of the intake and exhaust valves of the engine.

[0052] The timing roller (1) is mounted on a movable block (5) with the ability to change its position relative to the flexible drive (8) when the block moves along the guide rail, which leads to a change in the trajectory of the drive between the camshaft pulleys and a redistribution of the length of its branches.

[0053] The differential roller (2) is located between the branches of the flexible drive (8) connecting the camshaft pulleys, and when the position of the timing roller (1) changes, it ensures a coordinated redistribution of tension without causing local overloads.

[0054] The tensioner (4) is made kinematically independent from the bypass element (3), is installed on the section of the flexible drive (8) with the lowest tension level and is connected to its own tensioning mechanism (7).

[0055] The specified mechanism (7) provides automatic compensation for changes in the length of the drive branches and maintains a constant level of its tension when changing the trajectory of passage along the roller system, which prevents sagging of the flexible drive (8) and guarantees the stability of its engagement with the pulleys of the engine camshafts.

[0056] The third example of implementation is a device for shifting the phases of the valve timing mechanism of an internal combustion engine, in which the movable block (5) is made in the form of a rotating bracket mounted on the engine with the possibility of rotation around the mounting axis.

[0057] The rotation of the movable block (5) ensures a change in the spatial position of the drive roller (1), differential roller (2), deflection element (3) and tensioner (4) relative to the flexible drive (8).

[0058] In this example, the timing chain drive is used as the flexible drive (8).

[0059] The flexible drive (8) is routed along the bypass elements, ensuring interaction of its branches with the drive roller (1), differential roller (2) and tensioner (4).

[0060] The setting roller (1) is placed on the movable block (5) with the ability to change its position relative to the branches of the flexible drive (8) when the bracket is rotated, as a result of which the trajectory of the chain changes.

[0061] The differential roller (2) is installed between the branches of the flexible drive (8) and, when the position of the drive roller (1) changes, ensures the redistribution of tension between them.

[0062] The tensioner (4) is kinematically independent of the bypass element (3), mounted on a section of the flexible drive (8) with reduced tension, and equipped with its own tensioning mechanism (7). This mechanism (7) automatically compensates for changes in the length of the flexible drive branches (8) when the drive roller (1) and differential roller (2) move, maintaining a stable tension level throughout the system.

[0063] The damper device (6) is installed between the engine and the movable block (5) and is designed to partially dampen and reduce vibration loads that occur during operation.

[0064] To confirm the achievement of the declared technical result, which consists in increasing the stability of the valve timing phases, comparative bench tests were carried out on five device samples based on a 1.6-liter gasoline engine of a passenger car.

[0065] During the study, the characteristics of two variants of the implementation of the claimed utility model - in the form of a bracket and in the form of a guide rail - were compared with known analogues from the prior art and the closest prototype.

[0066] The first object of testing was an analogue of patent WO9402714, which implements a method for the simultaneous angular rotation of both camshafts in opposite directions. During testing, this method showed insufficiently accurate positioning of the phase angle shift, which led to the occurrence of shock loads in the valve mechanism.

[0067] The second object was an analogue of patent GB1421154, which uses a system of adjustable tension rollers to deflect the belt from a straight line, where phase instability and a decrease in engine life were also recorded due to the difficulty of synchronizing auxiliary shafts and the lack of vibration damping.

[0068] The third sample was the closest analogue (prototype) for patent RU234070U1. Despite the presence of a damper, measurements showed a significant change in the flexible drive tension when adjusting its trajectory. This problem was caused by the lack of independent compensation for drive length changes in the prototype, which caused uneven tension on its branches and localized overloads of the timing components during phase adjustment.

[0069] The fourth and fifth samples represented the claimed device in the design according to the first (bracket) and second (guide rail) implementation examples, respectively.

[0070] In these samples, the tensioner (4) was made kinematically independent from the bypass element (3) and was equipped with its own tensioning mechanism (7).

[0071] During the test, when the position of the drive roller (1) and the differential roller (2) changed, the independent tensioner (4) in the area of ​​least tension instantly and automatically compensated for changes in the length of the flexible drive (8), maintaining a stable tension in the entire circuit.

[0072] The use of a movable block (5) with a damper device (6) made it possible to effectively dampen engine vibrations, which, in combination with the autonomous operation of the tensioner (4), ensured precise accuracy in maintaining the angular position of the camshafts without resonant vibrations.

[0073] Analysis of the condition of engine components after completion of the test cycle showed a significant reduction in wear of cams, seats and valve guides.

[0074] The final data confirmed that the claimed utility model ensures the achievement of the declared technical result: the stability of the valve timing is increased so much that the engine life increases by 15 to 30% in relation to analogues WO9402714 and GB1421154, and also demonstrates a 5-10% superiority in relation to the prototype RU234070U1.

[0075] Thus, it has been experimentally proven that the proposed kinematic independence of the tensioner (4) and its joint operation with the master (1) and differential (2) rollers on the damped block (5) are a necessary and sufficient condition for optimizing the operation of the valve timing mechanism and comprehensively extending the service life of the engine.

Claims

1. A device for shifting the phases of a valve timing mechanism, comprising a timing roller, a differential roller, a bypass element and a tensioner, placed on a movable block, which contains a damper device and is designed with the possibility of mounting on the engine housing, characterized in that the bypass element and the tensioner are mechanically connected to the movable block, wherein the tensioner is made kinematically independent from the bypass element, is provided with its own tensioning mechanism and is designed with the possibility of automatically compensating for a change in the length of the flexible drive when the trajectory of its passage, determined by the position of the timing and differential rollers, changes.

2. The device according to paragraph 1, characterized in that the movable block is made in the form of a bracket.

3. The device according to paragraph 1, characterized in that the movable block is made in the form of a guide rail.

4. The device according to paragraph 1, characterized in that the damper device is made in the form of an elastic damping element installed between the engine housing and the movable block.

5. The device according to paragraph 1, characterized in that the movable block is made in the form of a single structure.

6. The device according to paragraph 1, characterized in that the movable block is made in the form of several structural elements, inseparably connected to each other.

7. The device according to paragraph 2, characterized in that the bracket is made rotatable.

8. The device according to paragraph 2, characterized in that the bracket is designed with the possibility of mounting on the camshaft.

9. The device according to paragraph 3, characterized in that the guide rail contains frames for mounting bypass elements.

Images