JP6846932B2 - Linear valve actuator system and how to control valve operation - Google Patents

Description

Cross-reference to related applications This application is a partial continuation of US Patent Application No. 13 / 290,353 filed on November 7, 2011, which is incorporated herein by reference in its entirety. Is done.

The present invention relates generally to valve drive systems, and more particularly to linear motor drive valve mechanisms for internal combustion engines and other applications, and control systems thereof.

Many modern internal combustion engines (ICEs) are currently powered by fossil fuels. However, hydrocarbon fuels derived from petroleum and other resources are scarce resources, and many believe that the use of large amounts of such fuels in automobiles leads to unwanted climate change due to combustion by-products. There is. Therefore, there is a very strong pressure to increase the efficiency of modern internal combustion engines. The demand for efficiency is also heightened by government allocations, orders, and taxes on _{fuel consumption and CO 2 emissions.} And this demand is occurring at the same time as the demand for increasing the safety of automobiles. Increasing safety often increases weight and impairs efficiency.

Current processes used to increase the efficiency of ICE can significantly increase cost and complexity while reducing reliability, power, and drivability. For example, numerous attempts have been made to improve the controllability of the intake and / or exhaust valves for operation during the ICE operation cycle.

Traditionally, ICE intake and exhaust valves (also called poppet valves) have been driven by one or more camshafts that are mechanically driven by the ICE crankshaft at half the engine speed, thereby ICE. Synchronize with the rotation of the valve and operate the valves in phases fixed to each other. It is also known that the poppet valve is replaced with a rotary valve, the crankshaft also mechanically drives the valve, and the operation of the valve is strictly linked to the rotation of the crankshaft of the ICE.

The outer shape of the camshaft determines the timing of valve opening / closing motion. The camshaft design is balanced because the outer shape of a given camshaft can only be optimized for a very narrow range of crankshaft speeds (measured at revolutions per minute (RPM)). Therefore, compromises must be made to make it easy to get started and operate at a wide range of speeds. And these compromises reduce the overall efficiency of the ICE and require considerable complexity.

Moreover, in the mechanical camshaft, the movement of the valve (lift) and the opening time (degree of duration) of the valve are fixed. The valve opening and closing times are also tightly fixed by the mechanical drive system and the outer shape of the camshaft. The addition of additional camshafts and valves allows one camshaft / valve system to be optimized for low speeds and another camshaft / valve system for high speeds. A compromise must still be made to allow an easy start and a wide range of operating speeds.

The camshaft (s) can be accelerated and / or delayed with respect to the rotational position of the crankshaft by various means such as hydraulically rotating the camshaft drive mechanism in both directions. Further known. This is called cam "fading". Fading facilitates the operation of the ICE at various times, temperatures, conditions, loads, and altitudes. As is well known, this form of adjusting engine timing can be further improved by adjusting the valve lift in various ways. However, such systems have the drawback of increased complexity. For example, the manufacturing accuracy required for all of many parts is high, which increases costs and failure locations.

In addition, the precise viscosity of the working fluid is required to operate many parts, which further increases maintenance costs and costs. It is desirable to have the valve drive system use engine oil, such as the hydraulic fluid required for operation. However, even oils that meet current API and SAE specifications may not be sufficiently precise in viscosity to meet the requirements of these applications. This requires the use of special lubricants, which limits the driver's ability to obtain additional oil and perform oil changes on their own, increasing the cost of vehicle maintenance.

A further problem with the camshaft fading technique described above is that the valve timing, valve duration, and valve lift are fixed. These parameters can only be changed slightly, and such changes require expensive and complex techniques.

Specific attempts have been made to overcome the shortcomings of the techniques described above and to achieve independent valve operating time and duration. For example, US Pat. No. 4,009,695 discloses a programmed valve system for an internal combustion engine. Although this patent teaches means for operating the valve independently of the crankshaft position, it has problems inherent in the hydraulic operation of the valve. In particular, the operation of the valve involves uncontrollably circulating the valve from an open state to a closed state. Such an action significantly damages the valve and valve seat as the valve closes. Further, the length of the stroke due to the movement of the hydraulic pressure (that is, the valve lift) cannot be changed by this mechanism.

U.S. Pat. No. 6,736,092 discloses an internal combustion engine with an electronically controlled hydraulic system for variably driving the intake and / or exhaust valves of an engine. In particular, the patent is a standard camshaft that is mechanically interlocked with the ICE crankshaft, but with an additional electronically controlled hydraulic lifter between the camshaft and the valve. Teaches the use of camshafts. By electronically controlling the hydraulic fluid inside and outside the lifter, the valve opening / closing time and valve lift can be controlled to some extent. However, this configuration is limited to the operation of the mechanically interlocked camshaft, eg, the valve to open at maximum lift for extended periods of time or at a time different from the scheduled opening time of the camshaft. Cannot issue a command to.

Attempts have been made to operate the ICE valve independently of the crankshaft position by opening and closing the valve with hydraulic pressure applied by electrical means. Electrical commands are transmitted by the control unit. The control unit receives input from the engine and associated system sensors. However, such systems still have significant drawbacks as described below.

U.S. Pat. No. 5,572,961 discloses equilibration of valve motion in an electro-hydraulic camless valve mechanism. This patent teaches the minimization of control by hydraulic valves for ICE valves and the operation of ICEs using hydraulically actuated ICE valves. High oil pressure is used to push the valve in one direction, while low oil pressure combined with a counterbore spring is used to soften and stop the movement of the ICE valve. However, controlling a plurality of hydraulic valves for each of the ICE valve, the balancing spring, and the plurality of hydraulics complicates the system considerably. Moreover, it is difficult to control the fluctuation of the valve lift of the ICE with this system.

U.S. Pat. No. 6,729,279 discloses a device that controls at least one engine valve of a combustion engine. This patent teaches ICE hydraulically actuated valves as controlled by a control system. It is taught that the upper chamber is filled with fluid to close the ICE valve and the lower chamber is filled to lift the valve. One drawback of this mode of moving the ICE valve is that the hydraulically controlled valve can only be opened or closed. This patent places a "throttle" valve in the hydraulic line to adjust the overall movement (lift) and speed of the ICE valve as it moves from open to closed and vice versa. It teaches that it can be done. The patent also addresses the need to dampen hydraulically actuated ICE valves by utilizing complex means. This complex means is to attempt to achieve such attenuation.

Attempts have been made to operate the ICE valve by pneumatic means. Further, with such a configuration, the valve can be driven independently of the crankshaft position of the ICE. For example, U.S. Patent Application Publication No. 2013/0998337 discloses a so-called free valve system. The system uses air directed through an electrically operated control valve to push the ICE valve open and close. A major drawback of such a system is that the ICE valve collides with the limiting stop when opening and also with the valve seat when closing. Such collisions are fairly fast and cause mechanical damage to the valve.

Yet another attempt to resolve a defect in the valve operated by the camshaft is to operate the valve electrically using computer control similar to electronic fuel injection. To date, all of these include some form of solenoid for driving the valve, and also include damping means. The solenoid operates by fully opening and sufficiently closing the device on which the solenoid operates. The solenoid cannot be controlled to move at a variable speed, i.e., to fluctuate when opened / closed. In a solenoid operating system, the only way to vary the ratio of open, stop, close, or distance traveled (lift) is to use an external mechanical device. This increases the overall complexity of the system. The configuration and drawbacks of the solenoid can be understood with reference to this example.

U.S. Pat. No. 4,794,890 discloses, for example, solenoid valve actuators. This patent teaches the use of bistable electromechanical transducers to power the valves of the ICE. This patent teaches the need for some form of damping at the end of any transition (opening or closing) of the valve. Both mechanical springs as dampers and fluid shock absorbers are disclosed as damping means. The present invention controls the opening and duration of the ICE valve, but has no equipment for variable lifts that are preferred to facilitate easy start, idling, and slow operation. The damping technique proposed by the present invention is also complex and raises reliability issues.

U.S. Pat. No. 6,247,431 discloses a solenoid valve drive for an internal combustion engine. The patent teaches the use of two solenoids formed on the valve stem of an ICE, one to open the valve and one to close the valve. Also, the spring of the valve holds the valve in its normally closed position. This spring serves to minimize the opening of the valve and is not provided with any other damping or buffering means for closing the valve. As a result, the reliability of the disclosed system is questionable. In addition, there is no equipment for making the valve lift adjustment variable.

U.S. Pat. No. 7,225,770 discloses an electromagnetic actuator whose drive is essentially decelerated between limitations. This patent seeks to solve the shortcomings of conventional valve drive systems, with yet another configuration of solenoid system, but with coils, armatures, and mechanical springs. The configuration and position of the coil and armature, the addition of valve position sensing in the ICE, and the control of the coil current are advances over conventional attempts to prevent valve failure. However, reliability remains a concern and no means are provided for adjusting the valve lift.

U.S. Pat. Nos. 5,983,847 and U.S. Pat. No. 6,293,303 each disclose the use of a moving coil to drive a valve. However, the movement of the coil and the important support structure of the coil, as well as the mounting brackets, requires an undesirably large coil size and a powerful electrical drive system. Corresponding mass, size, excessive driving force is required, and the complexity of the drive system makes such a configuration impractical and inaccessible for many applications such as modern ICE. It makes it reasonably expensive and unreliable.

Therefore, there is still a need to provide valve drive systems, methods, and devices for ICE that independently control various valve drive parameters while reducing cost, weight, and complexity.

U.S. Pat. No. 4,009,695 U.S. Pat. No. 6,736,092 U.S. Pat. No. 5,572,961 U.S. Pat. No. 6,729,279 U.S. Patent Application Publication No. 2013/0998337 U.S. Pat. No. 4,794,890 U.S. Pat. No. 6,247,431 U.S. Pat. No. 7,225,770 U.S. Pat. No. 5,983,847 U.S. Pat. No. 6,293,303

The present invention provides devices, methods, and systems that drive a valve using a linear motor with a fixed coil and a translated valve stem to variably control valve movement with a high degree of accuracy and speed. By providing, the specific deficiencies mentioned above are addressed. Both the speed and position of the valve can fluctuate constantly from stroke to stroke and during a single stroke, as needed. The device and system can be realized in a relatively small container. Moreover, the movement of the valve can be controlled by a solenoid valve controller (EVC) computer. Multiple sensors provide feedback to the computer, which drives the valves based on the sensor inputs and the logic programmed into the computer's non-transitive memory.

A system according to an embodiment of the present invention comprises a fixed coil linear motor for driving a valve having a ferromagnetic stem. The linear motor moves the valve according to the control controlled by the computer. The valve is at a selectable ratio in both acceleration and velocity with respect to a selectable distance (“lift”), including all deformations of position between fully open and fully closed. , Can move between the closed position and the second selectable open position. Valve position, velocity, and acceleration can vary during the valve stroke and from one stroke to the next.

The above overview is not intended to limit the scope of the invention or to explain each of the embodiments, embodiments, embodiments, features, or advantages of the invention. Detailed techniques and preferred embodiments relating to the present invention will be described in the following paragraphs with reference to the accompanying drawings so that those skilled in the art will better understand the claimed features of the present invention. It is understood that the features described above, and the features described below, may be used not only in a particular combination, but also in other combinations and applications, or alone, without departing from the scope of the invention. Will be done.

FIG. 5 is a side sectional view of a valve assembly according to a particular exemplary embodiment. It is a perspective view of the valve assembly by a specific exemplary embodiment. It is a cross-sectional perspective view of the valve assembly of FIG. It is a front view of the valve assembly of FIG. It is a side view of the valve assembly of FIG. It is a top view of the valve assembly of FIG. It is a perspective view of the double valve assembly by a specific exemplary embodiment. FIG. 8 is a cross-sectional perspective view of the double valve assembly of FIG. It is another perspective view of the double valve assembly of FIG. It is a perspective view of the double valve assembly of FIG. 8 which shows one of the valves in sectional view. It is a top view of the double valve assembly of FIG. FIG. 5 is a side sectional view of a valve assembly according to a particular exemplary embodiment. It is a block diagram of the part of a linear valve actuator by a specific exemplary embodiment. FIG. 6 is a further block diagram of a valve drive system with an EVC controller for ICE, according to a particular exemplary embodiment. FIG. 6 is a flow chart of software program logic for a linear valve actuator according to a particular exemplary embodiment. FIG. 6 is a logical diagram of a valve opening / closing sequence according to a specific exemplary embodiment. It is a process flow diagram by a specific exemplary embodiment.

The present invention follows various modified and alternative forms, the details of which are illustrated and described in detail by way of example. However, it should be understood that it is not intended to limit the invention to the particular exemplary embodiments described. On the contrary, the present invention extends to all modified, equal and alternative forms within the scope of the invention as defined by the appended claims.

In the following description, the present invention will be described with reference to various exemplary embodiments. However, these embodiments are not intended to limit the invention to any particular example, environment, use, or particular embodiment described herein. Therefore, the description of these exemplary embodiments is provided solely for illustration purposes, rather than for limiting the present invention. The linear motor valve drive assembly and system of the present invention may be configured to operate any piston type valve. For example, such valve systems can be used for process flow control and medical use, automatic fluid filling of containers, blood pumping and the like. Another particularly effective application is driving valves for Otto cycle engines and diesel cycle engines and internal combustion engines (ICS), including variants thereof (eg, the Miller cycle).

The lift, duration, and timing of the individual valves of the ICE can be adjusted independently of the rotational speed of the crankshaft and can be independent of the drive of any other valve. Thus, for example, an engine having a double intake valve and / or a double exhaust valve for each cylinder will have each member of the pair of valves to achieve the desired combustion and exhaust characteristics throughout the operating speed range of the engine. Can be opened and closed with different timings, durations, and lifts. The valve opening / closing operation can also be controlledly damped to increase reliability. Assemblies and systems are also relatively simple, lightweight, and low cost in improved valve drive systems as described herein as compared to conventional attempts. In one embodiment, the spatially expansive enclosure is about 4 inches long and about 1.5 inches in diameter. However, other container sizes can be used without departing from the scope of the invention.

To control the operation of the valve, an electronic control device (such as a solenoid valve controller (EVC) in ICE applications) controls the timing and movement of the valve based on the logic inherent in the memory of the control device. Input variables as described below may be provided to the controller to provide complex motion control suitable for a wide variety of situations, such as situations that may occur in the duty cycle of the ICE.

According to a particular embodiment of the invention, the action, module, logic, and method steps described herein below are tangible machine-readable media (or memory) that communicate with a controller, including a processor and memory. Alternatively, it may take the form of a computer program or software code stored in a non-transitional machine-readable medium (or memory). The control unit executes the code to perform the actions, functions, features, and methods described. Software without deviating from the gist and scope of the present invention as these actions, structural devices, actions, logics, method steps, and modules are described within the scope of the claims attached herein. Those skilled in the art will recognize that it can be achieved with firmware, dedicated digital logic, and any combination thereof.

With reference to FIG. 1, figures are provided to illustrate the parts of the valve assembly 100 according to an exemplary embodiment of the invention. The valve 102 is a poppet-style valve. The valve 102 includes a valve head 104 and a stem 106 extending upward from the head. These valve portions 104 and valve portions 106 are generally combined as a single component, but need not be combined. The stem 106 may be clogged or hollow so that it can be filled with another material such as sodium to enhance heat transfer.

The valve 102 contains, at least in part, a ferromagnetic material, which allows the valve 102 to be magnetically driven in response to the magnetic field applied by the magnetic coil. Magnetic alloys with a Curie temperature suitable for the temperature faced by the ICE valve have been developed.

Variables of other valve mechanisms, including valve stem length, valve head diameter, and magnetic coil size and density, can be modified without departing from the scope of the invention.

The head 104 is shaped to match the valve seat of the head of the ICE, so that the head 104 seals the corresponding port and enters the combustion chamber.

The valve guide 108 on the head of the ICE engages with the stem to guide and restrain the movement of the valve. The valve guide shown in the figure has a cylinder head into which the valve fits. The cylinder head has been removed for clarity.

The lower bearing 110 is disclosed above the valve guide. The lower bearing 110 further guides the movement of the valve by surrounding the stem 106 and hindering the lateral movement of the stem 106. The upper bearing 112 is located more distally above the valve shaft and is configured and functions similarly to the lower bearing. The two bearings work together to effectively reciprocate the valve laterally and controllably along the longitudinal axis of the stem, as indicated by the arrow in FIG. Can be prevented from moving and the rotational movement can be restricted if necessary.

A fixed coil assembly 114 that does not bend is arranged between the lower bearing 110 and the upper bearing 112. The coil assembly 114 includes a plurality of wire (eg, copper) windings 115 that surround the stem 106 of the valve. A coil (eg, a voice coil) is wrapped in an outer steel (or other suitable material) housing 117 and contains the magnetic flux generated by urging the coil 114. The wires that occupy the coil may be wrapped in epoxy resin to keep the coil in the desired shape and prevent contamination and oxidation. An air gap 119 is defined between the valve and the inner surface of the coil assembly 114.

By applying a direct current (DC) voltage to the coil 114, the valve stem 106 translates linearly in one direction or the other, depending on the polarity of the applied voltage. By reversing the polarity, the direction of motion is reversed. Moreover, the values of the current and the voltage applied to the coil can be varied. Therefore, the position, velocity, and acceleration of the valve can be significantly varied by adjusting the voltage input, current input, and polarity input to the coil. The computer can vary these inputs to achieve any desired kinetic properties in the valve.

The valve moves in a controllable manner between the closed and open positions. The closed and open positions determine the stroke of the valve. In ICE applications, the closing position is defined when the valve head is extended downward and the intake / exhaust ports of the head are installed and closed respectively. The open position is determined when the valve head is at the point of travel distance farthest from the port on the head. Any number of intermediate positions between these end positions can be achieved with immediate accuracy by the operation of the coil assembly as disclosed herein. The coil assembly can then be selectively urged to move the valve at a selected time, at a selected distance, at a selected speed, and at a selected acceleration curve. All of these are determined by the computer that controls the operation of the coil.

Valve assemblies as described herein are effective because they eliminate the drawbacks of conventional cam-operated drive mechanisms. For example, weight, packaging, and complexity are reduced. Since there are no worn parts, reliability is greatly increased. Increased controllability and adjustability of valve operation allows the engine to be simultaneously optimized for emissions, idling, torque, and horsepower over the range of possible drive conditions and duty cycles. And compared to driving a valve with a moving coil, the present invention allows operation over a range of engine speeds, can operate with realistic driving force, and does not add the mass of the coil to the reciprocating mass.

The valve drive system disclosed herein provides a constant force throughout the valve stroke. Strokes can also be reduced with very fast response times (eg less than 1 millisecond). This valve drive system operates at very high speeds, with no cogging or force pulsation, with permanent swivel. This distinguishes this entire design from other variable cam timing attempts. The timing of the variable cam changes only the timing, not the stroke. The present invention achieves both in a permanent setting based on closed loop operation. The closed-loop operation couples a linear motor drive to a feedback sensor to provide information to the computer. The computer adjusts the valve drive parameters based on the logic based on the rules programmed in the computer's memory. However, it is not necessary to apply the closed loop mode operation to all embodiments.

The valve position sensor 116 is arranged along the stem 106 of the valve, such as between the coil assembly 114 and the upper bearing 112. The valve position sensor provides valve position information to the computer. Position data can be used to calculate the velocity and acceleration of the valve, as determined by computer logic. More specifically, the valve position information can be used to calculate the following parameters for operation: That is, 1. Stroke in inches from the closed position to the open position, 2. 2. Velocity from closed position to open position in inches per second. 3. Acceleration from closed position to open position in inches per second. 4. Duration in seconds to keep the valve open. Stroke in inches from the origin from the open position to the closed position, 6. Velocity from open position to closed position in inches per second, 7. Acceleration from open position to closed position in inches per second, 8. The duration in seconds that keeps the valve closed and open. Other operating parameters and a set of measurement results can also be calculated without departing from the scope of the present invention.

In one exemplary embodiment, the valve acceleration may be about 320 ft / s ² (98.1 m / s ² ). The distance traveled (stroke) of the valve may be up to about 0.5 inches (12.7 mm) and the valve may be about 300 inches per second (7.62 m / s). As a result, the time it takes to complete one stroke is about 20 ms to about 30 ms. Of course, other operating parameters can also be utilized without departing from the scope of the present invention.

The parts of the valve assembly 100 are fixed to the housing bracket 118 in one embodiment. The housing bracket also includes a mounting flange 120 (as shown in FIGS. 2-11) for fixing the valve assembly to the head of the ICE. The mounting bracket may be configured to allow the valve system to be securely mounted in the desired position and orientation, if desired. In an alternative embodiment, the mounting bracket may be completely absent. In a further alternative form, the mounting flange or mounting means may be located on the outer surface of the housing 117.

Here, with reference to FIGS. 2-6, various views of the valve assembly 100 are shown for the valve assembly of the ICE with a single valve. A valve stem 106 protruding above the upper bearing 112 can be seen. A valve head 104 extending under the valve guide 108 can also be seen. The lower bearing 110 can be seen above the valve guide 108. It is shown that the coil assembly 114 is arranged between the bearing 110 and the bearing 112. The position sensor 116 is located below the top bearing 112 so that the position sensor 116 can "see" the stem 106 of the valve.

The housing bracket 118 includes a horizontal portion 122 located between the upper bearing 112 and the coil assembly 114, specifically between the position sensor 116 and the coil assembly. The horizontal portion 122 generally has a centrally located opening through which the valve stem 106 can pass. Bracket 118 further includes a vertical portion 124 that spans the approximate length of the coil assembly. An outwardly extending mounting flange 120 is located at the lower end of the vertical portion 124. The flange 120 further includes an opening 126 to facilitate fixing the valve assembly to the head of the ICE. Parts of various valve assemblies are fixed to bracket 118, either directly or indirectly.

A valve assembly according to a further embodiment of the invention may include more than one individual valve. Two, three, four or more valves may be joined into a single assembly. For example, a double valve assembly is shown in FIGS. 7-11. The parts are the same as those described above and shown in the figure. However, here a single bracket 118 also secures the valve components together. Each of the valves continues to have its own coil. Therefore, it can be driven and controlled independently by a computer. Each of the valves also has a corresponding position sensor 116 that is unique to each valve. The mounting flange 120 has a plurality of fastening openings 126 for securely mounting the assembly to the head of the ICE.

With reference to FIG. 12, figures are provided to illustrate alternative example parts of the valve assembly 100. The valve stem 106 is generally T-shaped to include a horizontal member 107 located at the opposite end of the head 104. A fixed or stationary end coil 113 is arranged adjacent to the horizontal member 107. The combination of the end coil 113 acting on the T-stem 107 and the side coil 114 (similar to the embodiment described above) allows for more applications where more force is required. Great power is provided. Bearings (not shown) may also be included as shown in the figure above.

Here, with reference to FIG. 13, various components of the valve drive system are shown. The output section of the position sensor 116 (denoted as the LVA position sensor) is connected to the input / output module 128. The input / output module is a bidirectional signal adjustment converter from USB format to serial format. The input / output module 128 converts the position sensor information into a signal. The signal is provided to the computer 130, which is used to evaluate the control operation with respect to the valve.

Computer 130 includes a processor and non-transitive tangible memory. The computer is electrically connected to both the position sensor 116 and the coil assembly 114. By being connected to the position sensor 116, the sensor is supplied with power. The computer also selectively powers the coil 114 according to a software code based on the rules inherent in the computer's memory. As mentioned above, the computer selectively urges the coil assembly 114 to move the valve 102 to a particular position at a particular time and at a particular speed and acceleration. Each of these parameters can be controlled independently for each valve and can be changed during a single stroke and from one stroke to the next.

For example, the valve can be controlledly decelerated (slowed down) just before reaching the valve seat, so that the valve does not collide with the seat with great force. Large forces are inefficient and can damage the valve. This buffering function extends the life of the engine compared to conventional valve assemblies that do not dampen valve movement. Also, damping can be done without the need for additional springs or other means to dampen the valve. This reduces the weight, complexity, and overall cost of the valve mechanism.

The "application" shown in FIG. 13 is an ICE. The number of valve assemblies can vary depending on the number of cylinders present in the engine and the number of valves per cylinder used, without departing from the scope of the present invention. Usually, there is at least one intake valve and at least one exhaust valve for each cylinder. And the most modern engines have two intake valves and two exhaust valves per cylinder.

FIG. 14 adds further details to the block diagram of FIG. 13 to illustrate the overall control of engine parameters by a computer. Here, each of the intake valve and the exhaust valve is controlled by a linear motor as described herein. Each of the valves 102 also includes a valve position sensor 116 that is unique to each valve. The sensor 116 and the valve actuator are each connected to the computer 130 described above. The computer 130 is also operably connected to the fuel injector 132 and the spark plug ignition system 134. Therefore, the computer can effectively control the entire combustion event (eg, intake, fuel injection, ignition, and exhaust) in each of the cylinders.

Valve position information is also collected by the input interface module 128. This module is also placed throughout the ICE from additional sensors (collectively 136), eg crankshaft TDC, exhaust gas temperature, oxygen ratio, mass air flow rate, throttle position, barometric pressure, perimeter. Information can be received, including temperature, fuel injector volume and timing, and ignition. This information is for valve movement, ignition, and fuel for the purpose of achieving specific objectives such as efficiency and power output for a given combination of situations determined from the information collected by the various sensors described above. It is utilized by a control logic based on the rules inherent in the computer 130 to control the characteristics of the injection. This rule-based approach is far more customizable and flexible than the more table-based approach for adjusting the parameters of traditional ICE. The resulting output is also much more accurate than with a given look-up table value, as the calculations are performed in real time using the actual parameters.

FIG. 15 is a flow chart of software program logic for a linear valve actuator system according to a particular exemplary embodiment. It can be used by the manufacturer to change vehicle operating parameters through a graphical user interface that is operably communicating with the control system during initial design and programming. The diagnostic application is first started (200). The application is displayed on a graphical user interface with which the user interacts (202). The application presents the user with multiple buttons and gauges, including digital readout of key operating parameters such as start, aperture adjustment, and engine RPM (204). Multiple background processes, including database initialization and sensor receiver updates, also begin at the start of the diagnostic application (206).

A sensor hardware interface device 208 is provided. The sensor hardware interface device 208 collects the sensor data (210) and transforms the sensor data into an appropriate format for use by the processor when executing program logic.

When the start button is pressed (212), the combustion sequence program is started (214) and the diagnostic application display is repeatedly updated (216). The signal from the sensor is received at the network interface or over the serial bus (218). Moreover, the signal is received from the running program to perform the set of work (220).

Each of the processing steps 214, 216, 218 and 220 is individually placed in the processor queues 215, 217, 219 and 221 respectively.

Combustion sequence logic 214 is executed in the processor via queue 215 when processed by operating system logic 222. The operating system logic also interacts with the database 224 as needed. The valve connector hardware 226 can receive the combustion sequence data 222 and then relay the valve control signal to a valve driving means such as the valve driving means described herein.

When the diagnostic application display update loop logic is processed by the operating system, it is executed in the processor via queue 217 (228). In step 230, the sensor update is transmitted to the database 224, for example as an SQL statement, to update the values in the data table. Also, special utilities and generated steps are processed (232).

The use of diagnostic applications will lead to the development of final production algorithms and look-up tables stored in computer memory. Diagnostic applications are used for development systems. The production system hides the diagnostic application and operates automatically. The diagnostic application may be provided to a service technician who has a compatible scanning tool, or may be made accessible by the service technician.

Here, with reference to FIG. 16, the logic of the valve open / close sequence for a single valve is shown. This logic is replicated for each of the valves in the multi-valve embodiment so that each of the valves can be controlled individually. The valve timing sequence data is read (300) and input to the closed control loop (302). The control loop includes a command 304 to open the valve to a predetermined length or height and a command 306 to close the valve. If the valve opening command 304 is given to the valve actuator, the opening sequence 308 is followed by the actuator. When the valve closing command 306 is given to the valve actuator, the closing sequence 310 is followed by the actuator.

In the open sequence 308, the controller urges the coil with a controlled first voltage to move the valve armature (stem 106) away from the valve seat (312). Therefore, the valve accelerates at the first ratio (314). At a given point of travel distance, a computer or controller urges the coil with a voltage of opposite polarity and decelerates the valve until it stops at a given open position (stroke depth) (316). The controller or computer then urges the coil and holds the valve in place until it receives a closing signal (318).

In the closed sequence 310, the controller urges the coil at the first controlled voltage and accelerates the valve towards the closed position at the first ratio of acceleration (320). At a given point of travel distance, the controller urges the coil with a second voltage of opposite polarity, decelerating the valve to zero just above the valve seat (322). The controller then urges the coil with a third voltage to gently mount the valve on the valve seat and hold the valve in the mounting position (324). Alternatively, the soft installation step 324 may be omitted and the deceleration step 322 may be used to fully install the valve. At this time, the voltage polarity is switched to hold the valve in the closed position until an open command is received.

FIG. 17 shows the perspective of some components in an ICE processing system, including a computer valve timing sequence program, coil actuators, sensors, memory, and an engine efficiency module (which may be software stored in computer memory). A partial diagram of the valve drive process flow from is provided. The timing sequence program performs the above-mentioned steps of step 300 for reading the timing sequence data, step 302 for entering the closed loop sequence, step 304 for issuing a command to open the valve, and step 306 for issuing a command for closing the valve. Including. The coil actuator logic operation includes the above-mentioned steps of an open sequence 308, a step 318 of holding the valve in the open state, a step of the closed sequence 310, and a step 324 of holding the valve in the closed state.

When the ICE operates, the plurality of sensors 326 (throttle position, throttle air bypass, engine coolant temperature, exhaust gas oxygen level, air flow meter, knock sensor, pressure sensor, ignition pickup, ignition module, exhaust gas recirculation ( EGR) Each data (including shut-off, fuel injector, clutch, vehicle load, etc.) is transmitted to the sensor memory area 328 in the memory module 330 of the computer. The combustion sequence data 332 is also stored in the memory 330.

The engine efficiency module 334 or logic is also included in the computer or as part of a stand-alone module. This module may be formed as executable software code programmed into non-transitional memory that can be read and executed by a processor contained in the computer. The engine efficiency module 334 includes a (336) step of reading some or all of the sensor data and combustion sequence data from memory. The pattern in the retrieved data is identified and the combustion sequence data is updated in the memory area 332 according to the data retrieval and pattern matching step 336. The module 334 then exits (340) until it is periodically waked up (342). A periodic wake-up signal is sent by the timer in response to a set time (eg, several times per second), or every few revolutions of the crankshaft or every few clock cycles in the computer's processor. May be provided. The system and logic described above provide a control device that dynamically adjusts valve timing and movement based on a wide variety of operating conditions and variables.

Using this system logic, when the valve position, velocity, and acceleration are controlled by logic programmed into the non-transitive memory of the electronic valve control computer, during the valve stroke and from one stroke to the next. It can fluctuate in both cases.

Although the present invention has been described in the context of what is currently considered to be the most practical and preferred exemplary embodiment, the invention is not limited to the disclosed exemplary embodiments. That will be clear to those skilled in the art. Many modifications and equivalent configurations may arise from this without departing from the spirit and scope of the present disclosure, such scope to include all equivalent structures and products. It will be readily apparent to those skilled in the art that it should be consistent with the broadest scope of the appended claims.

To interpret the claims of the invention, unless the specific term "means for" or "steps for" is stated within the claims, U.S. Pat. No. It is expressly intended that the provisions of Article 112, paragraph 6 should not be exercised.

Claims (14)

The housing comprising a moving opening defined in the housing along the longitudinal axis.
A poppet valve member comprising a stem and a distal head for controlling intake or exhaust of an internal combustion engine , wherein at least the stem is a poppet valve member containing a ferromagnetic material.
A fixed coil comprising a plurality of the wire windings that surrounds at least a portion of the length of the stem of the poppet valve member and forms an air gap between the wire winding and at least a portion of the circumference of the stem. ,
A power input unit that is operably communicating with the fixed coil, the power input unit selectively applying at least a first current and a second current to the fixed coil, and correspondingly the stem. The stem is defined by the second current selectively applied from the first position defined by the first current selectively applied along the moving opening of the housing. A power input unit that moves a predetermined distance to position 2 and
An electronic valve control computer that is operably communicating with the power input unit, the electronic valve control computer includes a non-transitional memory, and a software program is stored in the memory. By controlling the power input unit so as to selectively apply the first current and the second current, the position, speed, and acceleration of the poppet valve member are independent of the rotational speed of the crank shaft during the valve stroke. A linear drive solenoid valve assembly comprising a housing including an electronic valve control computer and a cord that is configured to vary. The linear drive solenoid valve assembly according to claim 1, further comprising at least one bearing adapted to prevent the stem from vibrating while moving in the moving opening. The linear drive solenoid valve assembly according to claim 1, further comprising a valve guide. The linear drive solenoid valve assembly according to claim 1, wherein the housing is provided on the head of an internal combustion engine. The linear drive solenoid valve assembly according to claim 4, wherein the distal head is adapted to seal at the head when the poppet valve member is closed. The linear drive solenoid valve assembly according to claim 1, wherein the stem of the poppet valve member is hollow. The linear drive solenoid valve assembly according to claim 1, wherein the stem of the poppet valve member is packed. The linear drive solenoid valve assembly according to claim 1, further comprising an electronic valve control computer operably communicating with the power input to selectively drive the stem of the poppet valve member. The linear drive solenoid valve assembly according to claim 8, wherein the electronic valve control computer can apply a selective voltage polarity to control the direction of movement of the stem of the poppet valve member. A control method for valves
Proximal to a portion of the stem of the valve, a sensing member is placed to sense and supply valve position information regarding at least the open position of the valve head.
In order to accelerate the valve with the first opening acceleration in the opening direction, a first voltage is applied to the fixed coil with the first polarity, and
In order to decelerate the valve until the valve reaches a predetermined open position, a second voltage having a polarity opposite to that of the first voltage is applied to the fixed coil.
By applying an open holding voltage to hold the valve in the open position, and by applying the first voltage, the second voltage, and the open holding voltage, the stem is moved from the closed position. To apply an open holding voltage that linearly translates a predetermined distance to an open position determined by the applied first voltage, the second voltage, and the open holding voltage.
In order to accelerate the valve with the first closing acceleration in the closing direction, a third voltage is applied to the fixed coil with a polarity opposite to that of the first polarity.
In order to decelerate the valve until the valve reaches a predetermined closed position adjacent to the valve seat, a fourth voltage having a polarity opposite to that of the third voltage polarity is applied according to the valve position information. , Adding to the fixed coil
To install the valve gently, according to the valve position information, a closed holding voltage, wherein the first polarity the method comprising adding to said stationary coil at opposite polarity, before Symbol third voltage, the third By applying the voltage of 4 and the closed holding voltage, the stem is determined from the open position to the closed position determined by the applied third voltage, the fourth voltage, and the closed holding voltage. A method that involves applying a closed holding voltage, moving linearly in parallel over the distance. The method according to claim 10 , further comprising reading the valve timing sequence data from the memory module and starting to apply the first voltage and the third voltage based on the read valve timing sequence data. .. Further includes writing data from a plurality of sensors to the memory module, the method according to claim 11. 12. The method of claim 12 , further comprising updating the combustion sequence data in the memory module. 10. The method of claim 10, further comprising sensing valve position and calculating valve velocity and acceleration values for use in a processor programmed with control logic.

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