Dual Vane Phaser Assembly for Engine Valve Timing
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Solution Overview
Problem
Existing engine valve timing systems are complex and costly, failing to effectively reduce noise and vibration during hot restarts and shut-offs, particularly in diesel engines, while also not optimizing fuel economy and emissions.
Innovation Solution
A dual phaser assembly is introduced, comprising two separately controllable vane-type phasers that allow independent phase adjustment of cam lobe groups relative to the engine crankshaft and each other, enabling reduced noise and vibration during hot restarts and improved fuel economy and emissions by optimizing valve timing.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If a dual phaser assembly with two separately controllable vane-type phasers is used to optimize valve timing for fuel economy and emissions, then fuel economy and emissions performance are improved, but device complexity increases
Solution Approach 1:
The patent combines two separate phaser functions into a single integrated phaser assembly. The first phaser varies the phase of both cam lobe groups relative to the crankshaft, while the second phaser varies the phase of the second group relative to the first group. This merging of functions into one unitary assembly reduces the number of separate components needed while maintaining the dual-phase control capability for optimizing intake and exhaust valve timing separately.
Solution Approach 2:
The first phaser in the assembly performs a universal function by controlling the phase of both cam lobe groups simultaneously relative to the crankshaft. This multi-functional capability allows a single component to manage both intake and exhaust valve timing基准, reducing the need for separate control mechanisms for each valve type and simplifying the overall system architecture.
2Object-affected harmful factors
If existing valve timing systems are used, then device complexity is reduced, but noise and vibration during hot restarts and shut-offs cannot be effectively reduced
Solution Approach 1:
The patent employs dynamically controllable phase shifting mechanisms that can adapt valve timing in real-time based on engine operating conditions. The two phasers independently adjust the phase of cam lobe groups, enabling dynamic optimization of intake and exhaust valve timing during hot restarts and shut-offs. This dynamic control reduces noise and vibration by ensuring optimal valve timing even under transient operating conditions where fixed timing systems fail.
3Ease of operation
If cyclic angular velocity variation is superimposed on cam lobe rotation to control valve opening duration, then valve timing control is achieved, but system complexity and cost increase significantly
Solution Approach 1:
The patent replaces complex mechanical systems that superimpose cyclic angular velocity variations with a more streamlined phaser-based mechanism. The vane-type phasers use hydraulic or electronic actuation to directly control cam lobe phase angles, eliminating the need for complex mechanical velocity modulation mechanisms. This substitution maintains precise valve timing control while significantly reducing the mechanical complexity and associated costs of the valve train system.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The dual phaser assembly effectively reduces noise and vibration during engine start-stop cycles and enhances fuel economy and emissions performance by allowing precise control of valve timing, making it suitable for diesel engines and various engine configurations.
Implementation Method 1
As oil is pumped into one of the chambers and drawn from the other, the vanes move circumferentially to change the phase of the rotor relative to the stator
Data Source
Figure 1A~1C
Figure 1D~1E
Figure 2A~3
AI summary
A phaser assembly is disclosed for mounting on one end of a camshaft of an engine, the engine having two groups of cam lobes that are capable of being varied in phase relative to one another and relative to a crankshaft of the engine. The phaser assembly comprises two phasers each having an input member and at least one output member. The first phaser has an input member driven directly by the engine crankshaft and an output member connectible to a first of the two groups of cam lobes, while the second phaser has an input member connected to, or formed integrally, with the output member of the first phaser and an output member driving the second of the two groups of cam lobes.