CN109236480B - Integrated auxiliary air system for heavy duty engines - Google Patents
Integrated auxiliary air system for heavy duty engines Download PDFInfo
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- CN109236480B CN109236480B CN201710556641.9A CN201710556641A CN109236480B CN 109236480 B CN109236480 B CN 109236480B CN 201710556641 A CN201710556641 A CN 201710556641A CN 109236480 B CN109236480 B CN 109236480B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
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Abstract
The invention relates to an integrated auxiliary air system for a heavy duty engine. The system includes a valve body defining an inlet and an outlet. The inlet is configured to be fluidly coupled to a cylinder of an engine. The outlet is configured to be fluidly coupled to a compressed air tank. A pressure limiting valve is positioned within the valve body in fluid receiving communication with the cylinder via the inlet port. The pressure limiting valve is configured to allow fluid flow from the cylinder to the compressed air tank during a first portion of a compression stroke of the first cylinder.
Description
Technical Field
The present disclosure relates generally to the field of internal combustion engine systems.
Background
Certain engine systems (e.g., engine systems for heavy duty trucks) include an air compressor coupled to a compressed air supply tank to generate and store compressed air. The compressed air stored in the compressed air supply tank is used to operate various vehicle components, such as air brakes, air suspension systems, and other auxiliary air systems.
Disclosure of Invention
One exemplary embodiment is directed to a system including a valve body defining an inlet and an outlet. The inlet is configured to be fluidly coupled to a cylinder of an engine. The outlet is configured to be fluidly coupled to a compressed air tank. A pressure limiting valve is positioned within the valve body in fluid receiving communication with the cylinder via the inlet port. The pressure limiting valve is configured to allow fluid to flow from the cylinder to the compressed air tank during a first portion of a compression stroke of the cylinder.
The pressure limiting valve is further configured to allow fluid flow from the cylinder to the compressed air tank during a second portion of an exhaust stroke of the cylinder.
The system also includes a check valve positioned within the valve body in fluid receiving communication with the pressure limiting valve, the check valve configured to prevent backflow of fluid from the compressed air tank to the cylinder.
The pressure limiting valve includes: a poppet; and a first spring configured to force the poppet away from a first valve seat defined by the valve body to enable fluid flow through the pressure limiting valve in response to a first pressure in the cylinder being less than a predetermined pressure.
The poppet is configured to engage the first valve seat to block fluid flow through the pressure limiting valve in response to the first pressure being greater than the predetermined pressure.
The valve body defines a vent port that fluidly couples an external environment and a cavity into which the poppet is positioned.
The vent enables fluid to flow from the external environment to a downstream face of the poppet such that a third pressure of the first pressure relative to the external environment is determined.
The inlet is a first inlet, the outlet is a first outlet, the cylinder is a first cylinder, the pressure limiting valve is a first pressure limiting valve, and the compression stroke is a first compression stroke, wherein the valve body further defines a second inlet and a second outlet, the second inlet configured to be fluidly coupled to a second cylinder of the engine, and the second outlet configured to be fluidly coupled to the compressed air tank; and wherein the system further comprises a second pressure limiting valve positioned within the valve body, the second pressure limiting valve in fluid receiving communication with the second cylinder via the second inlet, the second pressure limiting valve configured to allow fluid flow from the second cylinder to the compressed air tank during a first portion of a second compression stroke of the second cylinder.
The cylinder is a first cylinder and the compression stroke is a first compression stroke, wherein the inlet is further configured to be fluidly coupled to a second cylinder of the engine; and wherein the pressure limiting valve is further configured to allow fluid flow from the second cylinder to the compressed air tank during a first portion of a second compression stroke of the second cylinder.
Another exemplary embodiment is directed to a system that includes a first valve configured to be fluidly coupled to a cylinder of an engine. The first valve is configured to allow fluid flow therethrough in response to a first pressure in the cylinder relative to a second pressure external to the first valve being less than a predetermined pressure. The second valve is in fluid receiving communication with the first valve and is positioned downstream of the first valve. The second valve is configured to allow fluid flow therethrough in response to a third pressure upstream of the second valve being greater than a fourth pressure downstream of the second valve.
The first valve includes: a poppet; and a first spring configured to force the poppet away from a first valve seat defined by a valve body of the system to enable fluid flow through the first valve in response to the first pressure being less than the predetermined pressure.
The poppet is configured to engage the first valve seat to block fluid flow through the first valve in response to the first pressure being greater than the predetermined pressure.
The valve body defines an inlet configured to be fluidly coupled to a cylinder of an engine and an outlet configured to be fluidly coupled to a compressed air tank, wherein the first valve is positioned within the valve body in fluid receiving communication with the cylinder via the inlet, and wherein the second valve is positioned within the valve body in fluid receiving communication with the first valve.
The valve body defines a vent port that fluidly couples an external environment and a cavity in which the poppet is positioned.
The vent enables fluid flow from the external environment to a downstream face of the poppet such that the first pressure is determined relative to the second pressure.
Another exemplary embodiment relates to a system that includes an engine including a plurality of cylinders. The system also includes a compressed air tank. A valve assembly is operatively coupled to each of the first of the plurality of cylinders and the compressed air tank. The valve assembly is configured to allow air flow from the first cylinder to the compressed air tank in response to: (1) the first pressure in the first cylinder is less than a predetermined threshold pressure, and (2) the first pressure exceeds the second pressure in the compressed air tank.
The engine includes a cylinder head defining a passage configured to fluidly couple an orifice and the first cylinder.
The engine includes a first valve operably coupled to the first cylinder and a second valve operably coupled to a second cylinder, and wherein the first valve is offset along a central axis of the first cylinder relative to the second valve such that a first interstitial volume defined by the first cylinder and the passage is equal to a second interstitial volume defined by the second cylinder.
The first cylinder is configured to undergo an ignition cycle.
Each of the plurality of cylinders is configured to operate with the same valve cycle and ignition parameters.
These and other features, together with the organization and manner of operation thereof, will become apparent from the following detailed description when taken in conjunction with the accompanying drawings, wherein like elements have like numerals throughout the several drawings described below.
Drawings
The details of one or more implementations are set forth in the accompanying drawings and the description below. Other features, aspects, and advantages of the disclosure will become apparent from the description, the drawings, and the claims.
FIG. 1 is a schematic illustration of an engine system including an engine and an integrated secondary air system, according to an exemplary embodiment.
Fig. 2 is a cross-sectional view of a valve assembly of the integrated auxiliary air system of fig. 1.
Fig. 3 is a partial cross-sectional view of the engine of fig. 1 and the valve assembly of fig. 1 and 2.
Fig. 4 is another partial cross-sectional view of the engine of fig. 1 and 3 with the valve body of fig. 2 and 3 attached thereto.
It will be appreciated that some or all of the figures are schematic representations for purposes of illustration. The accompanying drawings are provided for the purpose of illustrating one or more embodiments and are to be clearly understood as not being limiting the scope or meaning of the claims.
Detailed Description
Some heavy duty engine systems include an air compressor driven by the engine. The air compressor serves as an additional load on the engine by using energy from the engine to power the air compressor, which may otherwise be used to generate torque to power a drivetrain (drivetrain) or other components. In a typical system, it is not possible to decouple the air compressor from the engine. Thus, the piston in the air compressor continues to pump regardless of whether air is flowing through the air compressor. In other words, the air compressor is continuously operated during operation of the engine even when the compressed air system is sufficiently pressurized. Thus, air compressors in heavy duty engine systems have operational inefficiencies that reduce engine fuel economy and operational performance. Conventional air compressors are also relatively complex components of the engine system, which adds significant cost and weight to the system.
Alternatively, some engine systems capture compressed air from cylinders of the engine to power the auxiliary air system. However, such systems typically require modification of the intake and exhaust valve cycles for the particular cylinder operating as an air compressor. Such modifications involve complex changes in the software and/or hardware of the engine system. Further, the cylinder operating as an air compressor typically does not undergo an ignition stroke. Thus, the cylinder operating as an air compressor generates no power. The total power output of such an engine is therefore lower than the total power output of an engine in which each cylinder undergoes an ignition stroke. Further, deactivating ignition in one cylinder may adversely affect the balance of the engine and, therefore, the noise and vibration characteristics of the engine.
Various embodiments relate to an integrated secondary air system for an engine. The integrated auxiliary air system includes a pressure limiting valve fluidly coupled to a cylinder of the engine. The pressure limiting valve is configured to enable air to flow therethrough during a portion of a compression stroke of the engine. Some embodiments further comprise a check valve in fluid receiving communication with the pressure limiting valve. The check valve is configured to prevent backflow of air into the cylinder.
In some embodiments, the pressure limiting valve is configured to enable air flow through the pressure limiting valve in response to a first pressure in the cylinder being less than a predetermined threshold pressure, and the check valve is configured to enable air flow through the check valve in response to the first pressure exceeding a second pressure downstream of the check valve. The pressure limiting valve is further configured to block airflow through the pressure limiting valve in response to the first pressure being greater than the predetermined pressure, and the check valve is configured to block airflow through the check valve in response to the first pressure being less than a second pressure downstream of the check valve. In some embodiments, a valve assembly including a pressure limiting valve and a check valve includes a vent opening to a downstream side of the pressure limiting valve such that the first pressure is measured relative to a third pressure outside the valve assembly.
In accordance with embodiments provided herein, an instant integrated auxiliary air system (instant integrated auxiliary air system) provides various technical advantages over existing systems. Each piston in the engine operates as an actual air compressor by compressing charge air in the corresponding cylinder during a compression stroke. Instead of using a dedicated air compressor to provide compressed air, the instant system captures a portion of the air compressed in the cylinders of the engine during the first portion of the compression stroke. Thus, the instant integrated auxiliary air system produces compressed air via the inherent operating characteristics of the engine rather than via a dedicated air compressor. There is no need for a dedicated air compressor, which is a complex, expensive and heavy component, and the instant integrated auxiliary air system includes a valve assembly that is significantly simpler, less expensive and lighter than an air compressor. Thus, the instant integrated secondary air system provides lower cost and better performance and reliability than existing secondary air systems.
The instant integrated auxiliary air system also produces compressed air more efficiently than existing compressor-based systems. Instead of operating as an additional load during the operation of the entire engine, the instant integrated auxiliary air system generates compressed air only when needed. In particular, the pressure limiting valve captures compressed air only during a portion of the compression stroke of the engine, rather than during all four strokes. Further, the check valve blocks fluid flow in response to the pressure in the compressed air tank being greater than a predetermined pressure. Thus, the instant integrated secondary air system operates more efficiently than existing compressor-based systems. In particular, it is estimated that the instant integrated secondary air system provides at least one percent fuel economy savings for vehicles operating in long haul duty cycles.
The instant integrated secondary air system is also configured to be implemented on the engine with minimal and relatively simple modifications to the engine. Unlike prior engine systems that capture compressed air from the cylinders of the engine, the instant integrated auxiliary air system does not require modification of the intake and exhaust valve cycles. Rather, the instant integrated auxiliary air system is configured to operate with the same valve cycles and ignition parameters as the other cylinders in the engine. Thus, the instant integrated secondary air system is implemented on an existing engine with simple, low cost modifications. Furthermore, the engine implementing the instant system does not experience appreciable power loss or increased noise and vibration relative to a similar engine.
FIG. 1 is a schematic illustration of an engine system 100 including an engine 102 and an integrated secondary air system 104, according to an exemplary embodiment. The engine 102 may be a compression-ignition or spark-ignition engine and may be powered by any of a variety of fuels, such as diesel, natural gas, gasoline, or the like. In some embodiments, the engine 102 is configured to operate as a prime mover for a heavy vehicle (e.g., a truck).
The engine 102 includes a plurality of cylinders. In the exemplary embodiment shown in FIG. 1, the engine 102 includes a first cylinder 106A, a second cylinder 106B, a third cylinder 106C, a fourth cylinder 106D, a fifth cylinder 106E, and a sixth cylinder 106F.
The integrated secondary air system 104 includes a valve assembly 108, an air purifier and dryer 110, a compressed air tank 112, and a compressed air system 114. The valve assembly 108 is fluidly coupled to the first cylinder 106A. The valve assembly 108 is configured to receive a flow of fluid from the first cylinder 106A and selectively enable the flow of fluid to the compressed air tank 112 in response to certain operating conditions of the engine system 100. For example, in one embodiment, the valve assembly 108 is configured to enable fluid flow from the first cylinder 106A to the compressed air tank 112 during a first portion of a compression stroke of the first cylinder 106A. In some embodiments, the valve assembly 108 is configured to enable fluid flow from the first cylinder 106A to the compressed air tank 112 in response to: (1) the first pressure in the first cylinder 106A is less than the predetermined pressure, and (2) the first pressure in the first cylinder 106A is greater than the second pressure downstream of the valve assembly 108. The valve assembly 108 is configured to block fluid flow in response to at least one of the conditions being not satisfied. In some embodiments, the valve assembly is further configured to enable fluid flow from the first cylinder 106A to the compressed air tank 112 during at least a portion of an exhaust stroke of the first cylinder 106A. According to various embodiments, the valve assembly 108 is configured for mechanical operation. In other words, the valve assembly 108 does not require input from an electronic controller to operate.
The valve assembly 108 includes a pressure limiting valve 118 and a check valve 120. According to various embodiments, at least one of the pressure limiting valve 118 and the check valve 120 is a spring loaded valve. The pressure limiting valve 118 and the check valve 120 are arranged in series, with the pressure limiting valve 118 upstream of the check valve 120. The pressure limiting valve 118 is in fluid receiving communication with the first cylinder 106A. A check valve 120 is positioned downstream of the pressure limiting valve 118 and is in fluid receiving communication with the pressure limiting valve 118.
The pressure limiting valve 118 is configured to enable fluid flow through the pressure limiting valve 118 in response to the first pressure in the first cylinder 106A being less than a predetermined pressure. The pressure limiting valve 118 is further configured to block fluid flow through the pressure limiting valve 118 in response to the first pressure in the first cylinder 106A being greater than a predetermined pressure. According to various embodiments, the predetermined pressure is less than or equal to 130 pounds per square inch ("PSI"). In other embodiments, the predetermined pressure is less than or equal to 150 PSI. In still other embodiments, the predetermined pressure is less than or equal to 200 PSI. In some embodiments, the predetermined pressure is less than 20% of the maximum pressure in the first cylinder 106A. In other embodiments, the predetermined pressure is less than 15% of the maximum pressure in the first cylinder 106A. According to various embodiments, the predetermined pressure is determined based on one or more of a compressed air demand and a cylinder pressure characteristic. As will be appreciated, the predetermined pressure is at least partially defined by a spring of the pressure limiting valve.
As discussed further in connection with fig. 2, in some embodiments, the first pressure is measured relative to a third pressure of the external environment 116. As mentioned herein, the external environment 116 is a region external to each of the engine 102 and the valve assembly 108. Thus, in some implementations, the predetermined pressure is defined in terms of gauge pressure (absolute pressure minus atmospheric pressure) rather than absolute pressure (with reference to a full vacuum).
It should be appreciated that the first pressure is the pressure upstream of the valve assembly 108. In operation, the system 100 will exhibit a relatively small amount of line loss in the passage between the first cylinder 106A and the pressure limiting valve 118. Thus, although the first pressure is described herein with respect to the pressure in the first cylinder 106A, the operation of the pressure limiting valve is controlled with respect to the pressure upstream of the valve assembly 108, which may be slightly lower than the pressure in the first cylinder 106A.
In typical operation, a first pressure in the first cylinder 106A is below a predetermined pressure during a first portion of the compression stroke. Thus, the pressure limiting valve 118 is in an open position that allows fluid to flow from the first cylinder 106A to the compressed air tank 112 during the first portion of the compression stroke. The pressure limiting valve 118 actuates to a closed position to block fluid flow in response to the first pressure reaching a predetermined pressure. In some embodiments, the pressure limiting valve 118 remains closed for the remainder of the cycle. Thus, the fluid (e.g., air) exiting the first cylinder 106A is pressurized, but does not exceed a predetermined pressure. Thus, the pressure limiting valve 118 isolates spikes in combustion pressure from the rest of the integrated secondary air system 104. The first portion of the compression stroke is a relatively small portion (e.g., 10% or less) of the entire compression stroke, and therefore, the extraction of compressed air during that portion of the compression stroke does not significantly affect the performance of the engine.
In some embodiments, the pressure limiting valve 118 also allows fluid to flow from the first cylinder 106A to the compressed air tank 112 during the second portion of the exhaust stroke. In operation, the pressure limiting valve 118 exhibits a lag between the beginning of the exhaust stroke and the second portion of the exhaust stroke where the pressure drops below the predetermined pressure. Thus, the second portion of the exhaust stroke is shorter than the first portion of the compression stroke during which the pressure limiting valve is open. Accordingly, the pressure limiting valve 118 minimizes exhaust emissions entering the integrated secondary air system 104 and bypassing the exhaust aftertreatment system. Exhaust emissions into the integrated secondary air system 104 are further minimized because the compressed air tank 112 typically needs to be filled when the engine is idling, and therefore produces only minimal exhaust emissions. In addition to minimizing exhaust emissions, the pressure limiting valve 118 remains closed during the ignition stroke to prevent fuel from entering the integrated secondary air system 104.
The check valve 120 is configured to block fluid flow from the first cylinder 106A to the compressed air tank 112 in response to a first pressure in the first cylinder 106A being less than a second pressure downstream of the valve assembly 108 to prevent backflow of fluid from the compressed air tank 112 to the first cylinder 106A. The check valve 120 is configured to enable fluid flow from the first cylinder 106A to the compressed air tank 112 in response to the first pressure in the first cylinder 106A being greater than the second pressure.
The air purifier and dryer 110 is configured to remove contaminants, such as particulate matter and water, from the air exiting the valve assembly 108 before the air is stored in the compressed air tank 112. In some embodiments, the air purifier and dryer 110 includes a carbon bed configured to absorb hydrocarbons.
In some embodiments, the engine 102 utilizing the integrated secondary air system 104 does not include an exhaust gas recirculation ("EGR") system. The exhaust gas from an EGR system has slightly less oxygen and slightly more carbon dioxide and water vapor than the incoming air. Thus, in embodiments where the engine does not include an EGR system, the compressed air provided to the integrated secondary air system 104 is relatively clean and dry. The air purifier and dryer 110 is configured to remove any particulate matter and water. In some embodiments, the engine 102 utilizing the integrated secondary air system 104 includes an EGR system. In such embodiments, the air cleaner and dryer 110 includes a higher capacity to remove additional particulate matter and water present in the EGR gas.
The compressed air tank 112 is configured to store compressed fluid received from the valve assembly 108 and provide the compressed fluid to the compressed air system 114. The compressed air system 114 may include various components that operate using compressed air, such as air brakes, air suspensions, and the like. It should be understood that, in various embodiments, the integrated auxiliary air system 104 may include multiple compressed air tanks 112 and transfer lines, some of which may be redundant.
In an alternative embodiment, the integrated secondary air system 104 further includes a flow meter positioned downstream of the valve assembly 108 and operably coupled to the controller. The flow meter is configured to measure the flow rate of the fluid flowing through the valve assembly 108. The controller is configured to reduce the amount of fuel injected into the first cylinder 106A when the valve assembly 108 allows fluid flow therethrough to cause a reduced amount of compression in the first cylinder 106A. It should be noted, however, that the amount of compression captured by valve assembly 108 is relatively small compared to the compression provided throughout the compression cycle.
Fig. 2 is a cross-sectional view of the valve assembly 108 of fig. 1. Valve assembly 108 includes a valve body 202. The valve body 202 defines several internal chambers. As shown in FIG. 2, the valve body 202 defines an inlet chamber 204, a first valve chamber 206, an annular chamber 208, a vent 209, a connecting passage 210, and an outlet chamber 212. In some embodiments, the valve body 202 and its cavity are machined from a metal blank (e.g., 303 stainless steel). In other embodiments, the valve body 202 and its cavity are formed via casting. In some embodiments, the annular cavity 208 is formed by machining the valve body 202 using a special tool with retractable blades.
An inlet fitting (inlet fitting)214 is positioned in the inlet chamber 204. Inlet fitting 214 defines an inlet 216. The inlet 216 is configured to be fluidly coupled to the first cylinder 106A. An outlet fitting 218 is positioned in the outlet chamber 212. Outlet fitting 218 defines an outlet 220. The outlet 220 is configured to be fluidly coupled to the compressed air tank 112. The outlet fitting 218 also defines a second valve chamber 222. In some embodiments, each of inlet fitting 214 and outlet fitting 218 is formed from a high strength metal (e.g., 15-5PH stainless steel) and is threadably coupled to valve body 202. In other embodiments, each of inlet fitting 214 and outlet fitting 218 are press fit to valve body 202.
The pressure limiting valve 118 is positioned at least partially within the first valve chamber 206 in fluid receiving communication with the first cylinder 106A via the inlet 216. The pressure limiting valve 118 includes a poppet (popset) 224 and a first spring 226. The poppet 224 defines a spring cavity 230 configured to receive the first spring 226. The first spring 226 is positioned within the first valve chamber 206 and at least partially within the spring chamber 230 and abuts a first bottom surface 228 of the first valve chamber 206.
The first spring 226 is configured to urge the poppet 224 away from a first valve seat 232, the first valve seat 232 being defined by a surface extending between the inlet chamber 204 and the first valve chamber 206. In some embodiments, the first spring 226 has a square cross-section. The pressure limiting valve 118 is configured in a resting open position. More specifically, there is insufficient pressure acting on the poppet 224 from the side of the poppet 224 closest to the inlet port 216, and therefore the first spring 226 forces the poppet 224 away from the first valve seat 232 to enable fluid flow from the inlet chamber 204 to the first valve chamber 206. Fluid flows into the first valve chamber 206 through the cutout 234 in the poppet 224 and from the first valve chamber 206 into the annular chamber 208. An annular cavity 208 extends around the first valve chamber 206 and is in fluid communication with each of the first valve chamber 206 and the connecting passage 210. Fluid flows from the annular chamber 208 to the connecting passage 210 and from the connecting passage 210 to the check valve 120.
In operation, pressurized fluid from the first cylinder 106A enters the inlet chamber 204 via the inlet port 216 and applies pressure to the face 236 of the poppet 224, thereby forcing the poppet 224 toward the first bottom surface 228 of the first valve chamber 206. In response to the first pressure from the first cylinder 106A being less than the predetermined pressure, fluid flows around the poppet 224, into the first valve chamber 206, into the annular chamber 208, into the connecting passage 210, and finally to the check valve 120. Accordingly, the pressure limiting valve 118 enables fluid flow through the pressure limiting valve 118 in response to the first pressure from the first cylinder 106A being less than the predetermined pressure.
In response to the first pressure from the first cylinder 106A exceeding a predetermined pressure, the poppet 224 is forced against the first valve seat 232, blocking fluid flow from the inlet chamber 204 to the first valve chamber 206. Accordingly, the pressure limiting valve 118 blocks fluid flow through the pressure limiting valve 118 in response to the first pressure from the first cylinder 106A being greater than the predetermined pressure. In some embodiments, the poppet 224 has a stroke of less than one millimeter.
The vent 209 fluidly couples the first valve chamber 206 (opposite the inlet chamber 204) below the poppet 224 and the spring chamber 230 in the poppet 224 to the external environment 116. As used herein, the term "external environment 116" refers to the fluid outside of the pressure limiting valve 118. In other words, the vent port enables fluid flow from the external environment 116 (outside the pressure limiting valve 118) to the downstream face of the poppet 224. Thus, the poppet 224 is subject to opposing forces from the pressure applied to the poppet 224 from each of the first cylinder 106A and the external environment 116. Thus, the pressure limiting valve 118 operates based on the first pressure from the first cylinder 106A relative to the third pressure from the external environment 116. In other words, the first pressure from the first cylinder 106A is a gage pressure rather than an absolute pressure. In some embodiments, the valve assembly 108 further comprises a filter located within or adjacent to the vent 209.
In some embodiments, pressure limiting valve 118 includes a standoff (not shown) extending from first bottom surface 228 of first valve chamber 206. The seat is configured to limit the travel of the poppet 224 in response to high combustion pressures in the first cylinder 106A. In particular, the poppet 224 is forced against the seat in response to the first pressure exceeding a second predetermined pressure. According to various embodiments, the second predetermined pressure may be greater than or equal to the predetermined pressure. In some embodiments, the seat defines an air trap configured to trap air between the poppet 224 and the seat to cushion the poppet 224 from impact against the seat. The air traps function to reduce wear and thereby improve long term durability.
The connecting passage 210 fluidly couples the annular chamber 208 and the second valve chamber 222. In particular, the connecting channel 210 fluidly couples the annular chamber 208 and the check valve 120 positioned in the second valve chamber 222. The connection passage 210 extends along a first central axis 238, the first central axis 238 being oriented at a non-zero angle relative to a second central axis 240 of at least one of the valve body 202, the pressure limiting valve 118, and the check valve 120. The arrangement of the annular cavity 208 and the connecting passage 210 reduces the overall length of the valve body 202 relative to conventional arrangements configured for fluid flow along a single axis (e.g., the second central axis 240) of the valve body 202.
The check valve 120 is at least partially positioned within the second valve chamber 222 in fluid receiving communication with the compressed air tank 112. The check valve 120 includes a second spring 242, a ball 244, a second valve seat 246, and first and second seals 248, 250. Second spring 242 is positioned within second valve chamber 222 and abuts a second bottom surface 252 of second valve chamber 222.
The ball 244 is positioned at least partially within the second valve cavity 222 adjacent the second spring 242 and opposite the second bottom surface 252. A second valve seat 246 is positioned within the outlet chamber 212 adjacent the outlet fitting 218 opposite the outlet 220 and proximate the connecting passage 210. The second spring 242 is configured to force the ball 244 against the second valve seat 246. Thus, the check valve 120 is configured in a stationary, closed position.
According to various embodiments, the second spring 242 has a relatively low stiffness. In response to the first pressure upstream of the ball 244 (from the connecting passage 210) being greater than the second pressure downstream of the ball 244 (from the compressed air tank 112 via the outlet 220), the ball 244 is forced away from the second valve seat 246 to place the check valve 120 in an open state and enable fluid flow through the check valve 120. Conversely, in response to the first pressure upstream of the ball 244 being less than the second pressure downstream of the ball 244, the ball 244 is forced against the second seat 246 to place the check valve 120 in a closed state and block fluid flow through the check valve 120. Thus, the check valve 120 is configured to prevent backflow from the compressed air tank 112 to the first cylinder 106A.
Fig. 3 is a partial cross-sectional view of the engine 102 of fig. 1 and the valve assembly 108 of fig. 1 and 2, according to an exemplary embodiment. It should be noted that inlet fitting 214 and outlet fitting 218 are shown in their entirety in fig. 3, while inlet fitting 214 and outlet fitting 218 are only partially shown in fig. 2. The portion of the engine 102 shown in FIG. 3 is a cylinder head 302 of the engine 102. As shown in fig. 3, the first cylinder 106A is positioned below a cylinder head 302 of the engine 102.
The cylinder head 302 defines an aperture 304, the aperture 304 configured to receive the inlet fitting 214 of the valve assembly 108. The cylinder head 302 also defines a passage 306 that fluidly couples the orifice 304 and the first cylinder 106A. Thus, the first cylinder 106A is fluidly coupled to the inlet 216 of the valve assembly 108 via the orifice 304 and the passage 306.
The orifice 304 and the passage 306 provide a relatively small increase in clearance volume above the piston in the first cylinder 106A. In some embodiments, the valve for the first cylinder 106A is lowered by an amount such that the clearance volume in the first cylinder 106A is the same as the clearance volume of the other cylinders of the engine 102.
The first gasket 308 fluidly seals the cylinder head 302 and the inlet fitting 214. A second gasket 310 fluidly seals inlet fitting 214 and valve body 202. In some embodiments, the first washer 308 and the second washer 310 are copper shims.
Fig. 4 is another partial cross-sectional view of the engine 102 of fig. 1 and 3 with the valve body of fig. 2 and 3 attached thereto. Specifically, fig. 4 provides another illustration of the orifice 304 and the passage 306 formed in the cylinder head 302 to fluidly couple the first cylinder 106A and the valve assembly 108.
Although this disclosure contains specific implementation details, these should not be construed as limitations on the scope of what may be claimed, but rather as descriptions of features specific to particular implementations. Certain features that are described in this specification in the context of separate embodiments can also be implemented in combination in a single embodiment. Conversely, various features that are described in the context of a single embodiment can also be implemented in multiple embodiments separately or in any suitable subcombination. Moreover, although features may be described above as acting in certain combinations and even initially claimed as such, one or more features from a claimed combination can in some cases be excised from the combination, and the claimed combination may be directed to a subcombination or variation of a subcombination.
The term "coupled" and similar terms as used herein mean that two components are connected to each other either directly or indirectly. Such a connection may be fixed (e.g., permanent) or movable (e.g., removable or releasable). A connection may be made wherein two components or the two components and any additional intermediate components are integrally formed with each other as a single unitary body or wherein the two components or the two components and any additional intermediate components are attached to each other.
It is important to note that the construction and arrangement of the systems as shown in the various exemplary embodiments is illustrative only and not limiting in nature. All changes and modifications that come within the spirit and/or scope of the described embodiments are desired to be protected. It should be understood that some features may not be necessary and embodiments lacking the same may be contemplated as within the scope of the application, the scope being defined by the claims that follow. When the language "at least one portion" and/or "a portion" is used, the item can include a portion and/or the entire item unless specifically stated to the contrary.
Claims (19)
1. An integrated secondary air system comprising:
a valve body defining an inlet configured to be fluidly coupled to a cylinder of an engine and an outlet configured to be fluidly coupled to a compressed air tank, wherein the cylinder is configured to undergo an ignition cycle; and
a pressure limiting valve positioned within the valve body in fluid receiving communication with the cylinder via the inlet, the pressure limiting valve configured to allow fluid flow from the cylinder to the compressed air tank during a first portion of a compression stroke of the cylinder.
2. The system of claim 1, wherein the pressure limiting valve is further configured to allow fluid to flow from the cylinder to the compressed air tank during a second portion of an exhaust stroke of the cylinder.
3. The system of claim 1 or claim 2, further comprising a check valve positioned within the valve body in fluid receiving communication with the pressure limiting valve, the check valve configured to prevent backflow of fluid from the compressed air tank to the cylinder.
4. The system of claim 1 or claim 2, wherein the pressure limiting valve comprises:
a poppet; and
a first spring configured to force the poppet away from a first valve seat defined by the valve body to enable fluid flow through the pressure limiting valve in response to a first pressure in the cylinder being less than a predetermined pressure.
5. The system of claim 4, wherein the poppet is configured to engage the first valve seat to block fluid flow through the pressure limiting valve in response to the first pressure being greater than the predetermined pressure.
6. The system of claim 4, wherein the valve body defines a vent port that fluidly couples an external environment and a cavity into which the poppet is positioned.
7. The system of claim 6, wherein the vent enables fluid to flow from the external environment to a downstream face of the poppet such that the first pressure is determined relative to a third pressure of the external environment.
8. The system of any one of claims 1, 2, and 5-7,
wherein the inlet is a first inlet, the outlet is a first outlet, the cylinder is a first cylinder, the pressure limiting valve is a first pressure limiting valve, and the compression stroke is a first compression stroke,
wherein the valve body further defines a second inlet and a second outlet, the second inlet configured to be fluidly coupled to a second cylinder of the engine, and the second outlet configured to be fluidly coupled to the compressed air tank; and is
Wherein the system further comprises a second pressure limiting valve positioned within the valve body, the second pressure limiting valve in fluid receiving communication with the second cylinder via the second inlet, the second pressure limiting valve configured to allow fluid flow from the second cylinder to the compressed air tank during a first portion of a second compression stroke of the second cylinder.
9. The system of any one of claims 1, 2, and 5-7,
wherein the cylinder is a first cylinder and the compression stroke is a first compression stroke,
wherein the inlet is further configured to be fluidly coupled to a second cylinder of the engine; and
wherein the pressure limiting valve is further configured to allow fluid flow from the second cylinder to the compressed air tank during a first portion of a second compression stroke of the second cylinder.
10. An integrated secondary air system comprising:
a first valve configured to be fluidly coupled to a cylinder of an engine, wherein the cylinder is configured to undergo an ignition cycle, the first valve configured to allow fluid to flow from the cylinder to a compressed air tank during a first portion of a compression stroke of the cylinder and the first valve configured to allow fluid to flow through the first valve in response to a first pressure in the cylinder relative to a second pressure outside the first valve being less than a predetermined pressure; and
a second valve in fluid receiving communication with the first valve and positioned downstream of the first valve, the second valve configured to allow fluid flow through the second valve in response to a third pressure upstream of the second valve being greater than a fourth pressure downstream of the second valve.
11. The system of claim 10, wherein the first valve comprises:
a poppet; and
a first spring configured to force the poppet away from a first valve seat defined by a valve body of the system to enable fluid flow through the first valve in response to the first pressure being less than the predetermined pressure.
12. The system of claim 11, wherein the poppet is configured to engage the first valve seat to block fluid flow through the first valve in response to the first pressure being greater than the predetermined pressure.
13. The system of claim 11 or claim 12, wherein the valve body defines an inlet and an outlet, the inlet configured to be fluidly coupled to a cylinder of an engine, and the outlet configured to be fluidly coupled to the compressed air tank,
wherein the first valve is positioned within the valve body in fluid receiving communication with the cylinder via the inlet, and
wherein the second valve is positioned within the valve body in fluid receiving communication with the first valve.
14. The system of claim 13, wherein the valve body defines a vent port fluidly coupling an external environment and a cavity in which the poppet is positioned.
15. The system of claim 14, wherein the vent enables fluid to flow from the external environment to a downstream face of the poppet such that the first pressure is determined relative to the second pressure.
16. An engine system, comprising:
an engine including a plurality of cylinders;
a compressed air tank; and
a valve assembly operatively coupled to each of the compressed air tank and a first cylinder of the plurality of cylinders, wherein the first cylinder is configured to undergo a firing cycle, the valve assembly is configured to allow fluid to flow from the first cylinder to the compressed air tank during a first portion of a compression stroke of the first cylinder and the valve assembly is configured to allow air flow from the first cylinder to the compressed air tank in response to:
a first pressure in the first cylinder is less than a predetermined threshold pressure, an
The first pressure exceeds a second pressure in the compressed air tank.
17. The system of claim 16, wherein the engine includes a cylinder head defining a passage configured to fluidly couple an orifice and the first cylinder.
18. The system of claim 17, wherein the first and second sensors are arranged in a single unit,
wherein the engine includes a first valve operably coupled to the first cylinder and a second valve operably coupled to a second cylinder, an
Wherein the first valve is offset along a central axis of the first cylinder relative to the second valve such that a first clearance volume defined by the first cylinder and the passage is equal to a second clearance volume defined by the second cylinder.
19. The system of any of claims 16-18, wherein each of the plurality of cylinders is configured to operate with the same valve cycles and ignition parameters.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710556641.9A CN109236480B (en) | 2017-07-10 | 2017-07-10 | Integrated auxiliary air system for heavy duty engines |
| CN202210348525.9A CN114810373B (en) | 2017-07-10 | 2017-07-10 | Integrated auxiliary air system for heavy duty engines |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710556641.9A CN109236480B (en) | 2017-07-10 | 2017-07-10 | Integrated auxiliary air system for heavy duty engines |
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| CN202210348525.9A Division CN114810373B (en) | 2017-07-10 | 2017-07-10 | Integrated auxiliary air system for heavy duty engines |
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| CN201710556641.9A Active CN109236480B (en) | 2017-07-10 | 2017-07-10 | Integrated auxiliary air system for heavy duty engines |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN114810373A (en) | 2022-07-29 |
| CN114810373B (en) | 2023-11-07 |
| CN109236480A (en) | 2019-01-18 |
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