EP3137743A1 - Ventilzeitsteuerungssystem - Google Patents
VentilzeitsteuerungssystemInfo
- Publication number
- EP3137743A1 EP3137743A1 EP15736065.2A EP15736065A EP3137743A1 EP 3137743 A1 EP3137743 A1 EP 3137743A1 EP 15736065 A EP15736065 A EP 15736065A EP 3137743 A1 EP3137743 A1 EP 3137743A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- channel
- valve
- piston
- timing system
- cam
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 3
- 230000007246 mechanism Effects 0.000 claims description 16
- 230000006835 compression Effects 0.000 claims description 6
- 238000007906 compression Methods 0.000 claims description 6
- 230000003247 decreasing effect Effects 0.000 claims description 2
- 238000007599 discharging Methods 0.000 claims description 2
- 238000004806 packaging method and process Methods 0.000 abstract 1
- 238000000034 method Methods 0.000 description 4
- 230000003993 interaction Effects 0.000 description 3
- 239000012530 fluid Substances 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
- F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
- F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
- F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
Definitions
- the present invention relates to adjustable engine valves operated by a hydraulic system.
- the second cam profile does not deactivate the main cam profile when it is activated. Since this makes a two-stroke engine braking impossible, the braking power obtained in this patent will be lower than the method of the present application. In other words, since the exhaust valve is opened in the main exhaust event with the cam 172, it will not be able to allow compression of the gas in the cylinder and therefore braking power will be lower.
- the international patent document no. WO200400567 an application in the state of the art, discloses a system controlling cylinder inlet and outlet valves. The system enables actuation of the valve by using a cam mechanism. A control mechanism (21 -25, 26) controls movement of the inlet and outlet valves.
- openings of the valves are adjusted independent from the cam profile.
- closing times of the valves can be delayed by a counteracting force provided by the hydraulic system by pre-adj listing this control mechanism.
- the system disclosed in the patent document no. WO200400567 is not a fully variable valve actuation system. It only slows down the closing of the valve or enables to fix it at a certain extent of opening when desired. This system also cannot enable the valve to be opened earlier or at a longer duration.
- the system presented in this application provides solutions for both problems. Since the suggested system is a fully variable valve actuation system, a new profile completely independent from the current valve opening profile can be activated.
- variable valve timing systems used in the above mentioned applications reach very high costs either by increasing the number of valve train components that are currently used (for example, power density engine brake system of Jacobs Vehicle Systems company requires 2 times more components) or by using high speed electrical actuators (as in the Multi Air system developed by Fiat Power Train company).
- An objective of the present invention is to provide a valve timing system which does not require lost motion.
- Another objective of the present invention is to make multiple independent cam designs for intake valves and similarly for exhaust valves, thereby providing a valve timing system that enables cams to be activated alternately.
- a further objective of the present invention is to provide a variable valve timing system which is low cost and lightweight.
- Another objective of the present invention is to provide a variable valve timing system which eliminates the requirement of valve lash adjustment.
- Another objective of the present invention is to provide a variable valve timing system which eliminates use of valve train components which are subjective wear in time.
- Figure 1 is the schematic view of the active state of the second cam in the valve timing system (engine brake on).
- Figure 2 is the schematic view of the active state of the first cam in the valve timing system (normal cycle).
- Figure 3 is the schematic view of the hydraulic line of the first cam when the second cam is being activated in the valve timing system.
- Figure 4 is the schematic view of the hydraulic line of the second cam when the second cam is being activated in the valve timing system.
- valve timing system (1) of the present in vention used in compression brakes in internal combustion engines basically comprises
- At least one first spring (8) which is located within the inlet channel (6) and to which the first piston (5) exerts pressure
- At least one safety valve (9) which is located at the end of the inlet channel (6),
- At least one first cam (18) which operates in connection with the first main piston (17),
- At least one second cam (21) which operates in connection with the second main piston (20),
- At least one check valve (24) which is located on the sixth channel (23), at least one valve mechanism (25) which is located after the check valve (24) and to which the sixth channel (23) opens out,
- valve springs (31) which enable opening and closing of the valves (30).
- the solenoid valve (2) enables the oil flow coming from the main oil line (3) to open out to the inlet channel (6) and push the first piston (7) located in the inlet channel (6) against the first spring (8). !This allows flow of oil from the safety valve (9) to the second channel (10). The oil pressure in the second channel (10) pushes the second piston ( 1 1) against the second spring (12). At this position, the second piston (1 1 ) cannot move in the second channel (10), since flow is prohibited by the safety valve (9) and the first piston (7). In this case, the valves (30) are opened against high in-cylinder (30) pressure, thereby realizing compression release braking.
- the resulting hydraulic lock will prevent movement of the second piston (1 1) regardless of how high the pressure in the chamber is.
- the second cam (21) is activated, and by pushing the second main piston (20), pumps the oil from the cylinder (26) to the fifth channel (22) and pushes the pushing piston (27) thereby moving the valves (30).
- a valve spring (31) is provided to maintain the continuous contact between the second main piston (20) and the second cam (21) and to enable closing of the valves (30). Therefore the valve (30) opening action provided by the second cam (21 ) takes place against the valve spring (31 ).
- the second cam (21 ) is configured to perform engine brake cycle, therefore it works under higher pressures compared to the main cycle.
- the first cam (18) will not be activated unless the third channel (16) is completely filled with oil.
- the movement of the first cam (18) is disabled thanks to the alignment of the cavity (14) with the opening (15) located on the second piston (11) and to the clearance between the third channel (16) and the cavity (14), which opens to the crankcase.
- the solenoid valve (22) is deactivated lowering the pressure in the inlet channel (6).
- the first piston (7) moves downwards under the action of the first spring (8) thereby discharging the pressurized oil in the second channel (10) by aligning the upper channel (5) with the outlet channel (4).
- the second piston (11) starts to move upwards as the compressed spring force of the second spring (12) starts to overcome the oil pressure in the second channel (10).
- the third channel ( 16) and the fifth channel (22) are connected to each other; and the second piston (1 1) starts to pump the oil into the cylinder (26) with the movement it receives from the first cam (18). This way, the first cam (18) is activated.
- the first cam (18) performs the main cycle, and as it is also described above, valves require much lower valve opening pressures during the main cycle compared to the engine brake cycle.
- the oil pressure which is created by the hydraulic lock that enables the valves (30) to open upon being combined from the third channel (16) and the fifth channel (22), exerts an equal pressure at the channels and clearances within the first piston (7) and this way there is no net force in the first piston (7) and the first piston (7) is enabled to keep its position by means of the force exerted by the first spring (8).
- the sizes of the second piston (11) and the body (13), on which the second piston (1 1 ) is located are adjusted such that the third channel (16) will start to open when the cavity (14) starts to be closed by the second piston (1 1) and the third channel (36) will be in interaction with the cavity (14) in order to prevent hydraulic lock within the fourth channel (19) when switching from the second cam (21) to the first cam (18) (seen in Figure 3).
- the size of the cavity (14) located on the surface of the body (13) is such that it will provide interaction with the opening (15) before being closed by the second piston (1 1) (seen in Figure 4).
- the valve mechanism (25) is utilized so as to enable renewing of the decreasing oil when the valves (30) are in closed position.
- the check valve (24) prevents backflow of oil in the cylinder (26) to the main oil line.
- the pin (29) pushes the valve in the valve mechanism (25) and thus the oil within the engine main line is enabled to supply the oil within the valve timing system (1).
- the valve timing system (1 ) of the present invention can be integrated in exactly the same way to the intake valve system side. This way, two-stroke engine braking can be achieved and an engine brake power which is much higher than those of the current engine brake systems can be achieved.
- the solenoid valve (2) and the valve mechanism (25) are added to the valve timing system (1 ) exactly the same way for the intake valve (30) systems side.
- two second pistons (1 1) provided for the intake and exhaust sides can be actuated at the same time.
- valve timing system (1) Since a completely new r cam profile which is independent from the other profile can be activated in the valve timing system (1), it is possible both to increase the valve (30) opening more than it is provided by the first cam (18) profile and to open it earlier.
- valve timing system (1) of the present invention lost motion is not rec ⁇ uired, preferably two independent cam designs separate for each intake and exhaust valve which are independent from each other can be made and arranged in the current design area, variable valve (30) timing actuators can be provided as much more inexpensive and lightweight, and the requirement of valve (30) lash adjustment is eliminated. Use of valve train components which are critical in terms of wear is eliminated. Thus the excessive wear problem in the valve (30) system is significantly reduced.
- opening closing height and timing of the valves (30) can be changed by means of the cams (first cam (18) and second cam (21 )) which are designed to be two or more according to need for each cylinder (26).
- first cam (18) and second cam (21) has the standard opening closing profile of the valve (30) while the other cam (or cams) (first cam (18) and second cam (21)) has/have the profile necessary for the engine braking system. If the system is developed separately for the intake and exhaust valves, high engine brake powers can be attained by means of the two- stroke compression release engine brake (shown in Figure 1).
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
TR201404844 | 2014-04-29 | ||
PCT/TR2015/000179 WO2015167412A1 (en) | 2014-04-29 | 2015-04-24 | Valve timing system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3137743A1 true EP3137743A1 (de) | 2017-03-08 |
EP3137743B1 EP3137743B1 (de) | 2018-05-09 |
Family
ID=53539904
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15736065.2A Active EP3137743B1 (de) | 2014-04-29 | 2015-04-24 | Ventilsteuerungseinrichtung |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP3137743B1 (de) |
CN (1) | CN106661973B (de) |
RU (1) | RU2016146472A (de) |
TR (1) | TR201615225T1 (de) |
WO (1) | WO2015167412A1 (de) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3184761B1 (de) * | 2015-12-24 | 2018-04-18 | C.R.F. Società Consortile per Azioni | System zur variablen betätigung eines ventils eines verbrennungsmotors |
EP3184778B1 (de) * | 2015-12-24 | 2020-02-05 | C.R.F. Società Consortile per Azioni | System zur variablen betätigung eines ventils eines verbrennungsmotors |
CN106870055B (zh) * | 2016-12-26 | 2019-07-30 | 潍柴动力股份有限公司 | 可变气门控制装置、控制方法及包含该装置的发动机 |
GB2568044A (en) * | 2017-11-01 | 2019-05-08 | Eaton Srl | Valve train assembly |
TR201720332A2 (tr) * | 2017-12-14 | 2019-07-22 | Ford Otomotiv Sanayi As | Bi̇r külbütör mekani̇zmasi |
CN110500156A (zh) * | 2019-08-29 | 2019-11-26 | 上海联芊电子科技有限公司 | 一种气门驱动装置、内燃机、发动机及交通工具 |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4227927C2 (de) * | 1992-08-22 | 1995-02-23 | Man Nutzfahrzeuge Ag | Mechanismus zum Umschalten einer Brennkraftmaschine von einer Betriebsart auf eine andere Betriebsart |
JP4129489B2 (ja) * | 1995-08-08 | 2008-08-06 | ジェイコブス ビークル システムズ、インコーポレイテッド | カムと電子液圧エンジンバルブとの組み合わせ制御を有する内燃機関 |
IT1291490B1 (it) | 1997-02-04 | 1999-01-11 | C R F Societa Consotile Per Az | Motore pluricilindrico a ciclo diesel con valvole ad azionamento variabile |
CN100341712C (zh) | 2002-06-20 | 2007-10-10 | 奥博杜卡特股份公司 | 模型工具制造方法及模型工具 |
US20070277779A1 (en) | 2006-05-31 | 2007-12-06 | Caterpillar Inc. | System for exhaust valve actuation |
DE102008049181A1 (de) * | 2008-09-26 | 2010-04-01 | Schaeffler Kg | Elektrohydraulische Ventilsteuerung |
JP2013100763A (ja) * | 2011-11-08 | 2013-05-23 | Suzuki Motor Corp | 4サイクルエンジン |
-
2015
- 2015-04-24 RU RU2016146472A patent/RU2016146472A/ru not_active Application Discontinuation
- 2015-04-24 EP EP15736065.2A patent/EP3137743B1/de active Active
- 2015-04-24 TR TR2016/15225T patent/TR201615225T1/tr unknown
- 2015-04-24 WO PCT/TR2015/000179 patent/WO2015167412A1/en active Application Filing
- 2015-04-24 CN CN201580035580.0A patent/CN106661973B/zh active Active
Also Published As
Publication number | Publication date |
---|---|
WO2015167412A1 (en) | 2015-11-05 |
RU2016146472A (ru) | 2018-05-29 |
CN106661973A (zh) | 2017-05-10 |
CN106661973B (zh) | 2019-04-12 |
RU2016146472A3 (de) | 2018-05-29 |
TR201615225T1 (tr) | 2017-08-21 |
EP3137743B1 (de) | 2018-05-09 |
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