WO2008133599A1 - Mécanisme pour la désactivation de cylindres dans des moteurs à combustion interne - Google Patents

Mécanisme pour la désactivation de cylindres dans des moteurs à combustion interne Download PDF

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Publication number
WO2008133599A1
WO2008133599A1 PCT/SV2008/000001 SV2008000001W WO2008133599A1 WO 2008133599 A1 WO2008133599 A1 WO 2008133599A1 SV 2008000001 W SV2008000001 W SV 2008000001W WO 2008133599 A1 WO2008133599 A1 WO 2008133599A1
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WO
WIPO (PCT)
Prior art keywords
cylinder
valves
cylinders
type
internal combustion
Prior art date
Application number
PCT/SV2008/000001
Other languages
English (en)
Spanish (es)
Inventor
José Luis Arturo CAMPOS MARCÍA
Original Assignee
Campos Marcia Jose Luis Arturo
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Campos Marcia Jose Luis Arturo filed Critical Campos Marcia Jose Luis Arturo
Publication of WO2008133599A1 publication Critical patent/WO2008133599A1/fr

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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
    • F01L13/0005—Deactivating valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out

Definitions

  • TECHNICAL SECTOR This invention relates to automotive technology, particularly the issue of fuel economy through the deactivation or cancellation of some cylinders in internal combustion engines during periods of low power demand such as: realen ⁇ é and cruising speeds.
  • the first group is the techniques in which the compression of the gas inside the deactivated cylinder occurs at each revolution of the engine.
  • the most representative, close or deactivate the intake and exhaust valves, which forces the piston to compress the contents of the cylinder once for each revolution of the engine, is decii twice for each cycle in a 4-stroke engine, among others there are: US 4,414,935 (1983); US 6,557,518 (2003); US 6,837,197 (2005).
  • the second group is the techniques in which the compression of the gas inside the deactivated cylinder occurs once every two revolutions of the engine.
  • the patents that eliminate the fuel supply predominate, in which when the valves continue to operate, the piston compresses the contents of the cylinder once every two revolutions of the engine, that is to say once for each cycle in a 4-stroke engine, between others are: US 4,187,824 (1980); US 6,023,929 (2000); US 6,978204 (2005).
  • the third group is the techniques in which no compressions occur or are eliminated.
  • Some of these inventions deactivate a group of cylinders of an engine joining them through their admissions. Simultaneously block the intake valves open and the exhaust valves closed, making the contents of those cylinders pass from one to another and between them, thus eliminating the compressions in those cylinders, among others are: US 4,096,845 (1978) ; US 4,151,842 (1979); and US 4,423,709 (1984)
  • the technique for deactivating cylinders and ⁇ internal combustion engines that is most frequently applied corresponds to the first group within the previous classification. When deactivating or closing both valves, this technology has some limitations:
  • -It is mainly used in engines with six or more cylinders, due to energy requirements.
  • a four-stroke engine operates based on the succession of reciprocating displacements of the piston within a cylinder and the closed or open conditions of the intake and exhaust valves.
  • the process includes the intake stroke, when the piston moves from its closest position to the valves, assigned as: its upper dead center, to its position farthest from the valves, assigned in turn, such as: its lower dead center .
  • a negative pressure is generated inside the cylinder that aspirates fuel-air mixture through the intake valve that remains open during that entire displacement and during which the exhaust valve remains closed.
  • the deactivation of cylinders in internal combustion engines by means of the present invention modifies this whole process when simultaneously eliminating: the entry of fuel-air mixture and the compression of gases within a deactivated cylinder; by means of the lock in the closed position the intake valve and in the open position the exhaust valve respectively.
  • this invention has the following advantages: -Allows an engine with deactivated cylinders to run at any speed, including when I restarted.
  • -A motor can be started with an active cylinder.
  • -It can be applied to any engine, including pre-fabrication and two or more cylinders, expanding the sector of users who apply this technique.
  • the deactivation mechanisms used are simple, not requiring complex systems. Analyzing its use in a heavy transport vehicle, when it is driven without loading, the deactivation of some cylinders would significantly reduce fuel consumption. This can be interpreted as that during periods of low demand, a large capacity engine is replaced by a small engine but still capable of moving the vehicle, using a fraction of the fuel that would be consumed if the engine had all its active cylinders.
  • the deactivation of cylinders in internal combustion engines requires autonomous control that determines moments of low power demand, the revival, travel at cruising speeds or slopes in descent, to deactivate unnecessary cylinders.
  • drawing 1 is a cross section of an internal combustion engine, with deactivation mechanisms.
  • Drawing 2 presents, in perspective, the whole mechanism that blocks the intake valve.
  • Drawing 3 presents, in perspective, the assembly of the mechanism that blocks the exhaust valve.
  • Drawing 11 schematizes the control of the deactivation mechanism.
  • Drawing 1 is a cross section of an internal combustion engine (1) which has had small perforations (2) in the cylinder head (3) and close to the intake (4) and exhaust valves (5), where Bolts (6) have been placed to stabilize the deactivation mechanisms (7). These devices contain the valve springs (8). The rocker arms (9) that move the valves (4) and (5) when compressing the springs (8) are also shown. The reciprocating displacement of the piston (10) generates the volume changes of the combustion chamber (11). Drawing 2, presents in perspective, the assembly of the mechanism that blocks the intake valve (4).
  • the rocker arm bolt (14) presses the lift (15) whose function is to provide the necessary thickness to open the intake valve (4), and remains in position because its free end is housed in the groove (18) of the outer part (17).
  • the rocker presses to open the valve they descend: the lift (15), the upper part (19); which runs vertically following the guides (22) of the base or lower part (21) by means of the tabs (20) and the spring (8), opening the valve (not visible).
  • the outer part (17) moves, actuated by the double-acting cable (25), it moves the rise (15) which in turn revolves around the pivot (16), so that when the rocker (9) descends again, fails to compress the spring (8), consequently the intake valve remains closed.
  • Cylinder activation occurs following the reverse process; when the rocker arm (9) is raised, assisted by a spring that is not shown, it gives up space and allows the movement of the lift (15) that is activated by the outer part (17) to reach the top of the opening (22) in the inner piece (21), providing the thickness under the rocker arm (9), so that in its descent the valve opens.
  • Drawing 3 shows the assembly of the mechanism that blocks the exhaust valve. In periods of operation with active cylinders, the rocker arm bolt presses the upper part (19), causing it to descend guided by the flanges (20) which in turn run vertically through the grooves (22) of the parts: interior (21) and exterior (17), which remain fixed.
  • the upper part (19) compresses the spring (8) and the exhaust valve (not visible) by opening it.
  • the outer part (17) rotates, actuated by the double acting cable (25), moving it.
  • the bolt (24) moves over the flange (20) blocking its upward stroke , keeping the spring (8) compressed and the valve open.
  • Drawing 4 shows the inner part (21) corresponding to the mechanism that deactivates the intake valve. It has a threaded segment (29) where the outer part is coupled to allow it to rotate without moving vertically.
  • the fin (28) supports the flange (27) that holds the liner (26) of the rigid cable (25).
  • Drawing 5 shows the inner part (21) corresponding to the mechanism that deactivates the exhaust valve. It is described as drawing 4.
  • Drawings 6 and 7 show the outer parts (17) of the mechanisms that deactivate the intake and exhaust valve respectively. In both, the threaded segment (29) with which it is coupled to the inner parts (21) is presented. Drawing 7 shows the bolt (24) that blocks the exhaust valve.
  • Drawings 8 and 9 show the upper parts of the mechanisms that block the intake and exhaust valves, in that order.
  • the holes (31) fit the valve heads.
  • Drawing 10 shows the rise (15) for deactivation of the intake valve. When it is rotated with respect to the hole (32) that houses the pivot (16), it provides the thickness necessary for the rocker to compress the spring (8) of the intake valve (4).
  • FIG 11 shows the scheme of the mechanism control during periods of re-heating and perceiving the moment when you release the accelerator pedal (33), the switch (34) sends a signal to the microprocessor (35) that interprets it as rest that, If after a certain period of time the condition does not change, a signal is sent by the wiring (36) to the servo motor (37) that drives the cable sheath (23) which in turn moves the cylinder deactivation mechanism, ( see drawings 2 and 3).
  • the micro switch suspends the signal to the microprocessor, which without delay changes the action of the servo motor (37), reversing the process.
  • the switch (38) located on the dashboard of the vehicle sends a signal at the driver's will, to deactivate or activate the cylinders during other periods of low power demand.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Cette invention concerne un mécanisme conçu pour la désactivation de cylindres dans des moteurs à combustion interne, lequel processus consiste à interrompre le fonctionnement d'un ou de plusieurs cylindres dans un moteur à combustion interne, par libération et blocage des ressorts assurant la fermeture des soupapes d'admission et d'échappement afin de les maintenir, respectivement, en position fermée et ouverte simultanément. La soupape d'admission fermée empêche l'introduction des gaz ou des combustibles depuis le collecteur d'admission et la soupape d'échappement ouverte empêche la compression du gaz contenu dans la chambre de combustion du cylindre désactivé, ce qui permet de supprimer la consommation de combustibles et les efforts de compression pendant les périodes de faible demande de puissance au moteur.
PCT/SV2008/000001 2007-04-26 2008-04-26 Mécanisme pour la désactivation de cylindres dans des moteurs à combustion interne WO2008133599A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
SV2007005384 2007-04-26
SV20070005384 2007-04-26
SV2007005692 2007-07-26
SV20070005692 2007-07-26

Publications (1)

Publication Number Publication Date
WO2008133599A1 true WO2008133599A1 (fr) 2008-11-06

Family

ID=39925934

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SV2008/000001 WO2008133599A1 (fr) 2007-04-26 2008-04-26 Mécanisme pour la désactivation de cylindres dans des moteurs à combustion interne

Country Status (1)

Country Link
WO (1) WO2008133599A1 (fr)

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2354606A (en) * 1942-07-17 1944-07-25 Clarence M Oertel Internal-combustion engine valve control
US4050435A (en) * 1975-12-02 1977-09-27 Harold L. Fuller, Jr. Valve control for cylinder cutout system
US4151824A (en) * 1975-01-13 1979-05-01 Gilbert Raymond D Valve train system of internal combustion engines
US4200081A (en) * 1975-12-15 1980-04-29 Eaton Corporation Valve selector
JPS5879637A (ja) * 1981-11-04 1983-05-13 Honda Motor Co Ltd 休止機能を備えたバルブ駆動装置
US4401069A (en) * 1981-02-10 1983-08-30 Foley James E Camshaft lobes which provide selective cylinder cutout of an internal combustion engine
US4414935A (en) * 1981-02-09 1983-11-15 Curtis Nikolaus A Cylinder deactivation device with slotted sleeve mechanism
US4481919A (en) * 1981-12-07 1984-11-13 Honda Giken Kogyo Kabushiki Kaisha Intake/exhaust valve assembly for an internal combustion engine
DE9010217U1 (de) * 1990-07-05 1991-11-07 Landthaler, Berthold, 7960 Aulendorf Kraftstoffverbrennungsmotor mit elektronischer Ventilsteuerung
US5247913A (en) * 1992-11-30 1993-09-28 John Manolis Variable valve for internal combustion engine
US6435156B1 (en) * 2000-08-31 2002-08-20 David A. Copus System and method for disabling cylinders in an internal combustion engine

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2354606A (en) * 1942-07-17 1944-07-25 Clarence M Oertel Internal-combustion engine valve control
US4151824A (en) * 1975-01-13 1979-05-01 Gilbert Raymond D Valve train system of internal combustion engines
US4050435A (en) * 1975-12-02 1977-09-27 Harold L. Fuller, Jr. Valve control for cylinder cutout system
US4200081A (en) * 1975-12-15 1980-04-29 Eaton Corporation Valve selector
US4414935A (en) * 1981-02-09 1983-11-15 Curtis Nikolaus A Cylinder deactivation device with slotted sleeve mechanism
US4401069A (en) * 1981-02-10 1983-08-30 Foley James E Camshaft lobes which provide selective cylinder cutout of an internal combustion engine
JPS5879637A (ja) * 1981-11-04 1983-05-13 Honda Motor Co Ltd 休止機能を備えたバルブ駆動装置
US4481919A (en) * 1981-12-07 1984-11-13 Honda Giken Kogyo Kabushiki Kaisha Intake/exhaust valve assembly for an internal combustion engine
DE9010217U1 (de) * 1990-07-05 1991-11-07 Landthaler, Berthold, 7960 Aulendorf Kraftstoffverbrennungsmotor mit elektronischer Ventilsteuerung
US5247913A (en) * 1992-11-30 1993-09-28 John Manolis Variable valve for internal combustion engine
US6435156B1 (en) * 2000-08-31 2002-08-20 David A. Copus System and method for disabling cylinders in an internal combustion engine

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