WO2015167412A1 - Système de réglage de distribution - Google Patents

Système de réglage de distribution Download PDF

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Publication number
WO2015167412A1
WO2015167412A1 PCT/TR2015/000179 TR2015000179W WO2015167412A1 WO 2015167412 A1 WO2015167412 A1 WO 2015167412A1 TR 2015000179 W TR2015000179 W TR 2015000179W WO 2015167412 A1 WO2015167412 A1 WO 2015167412A1
Authority
WO
WIPO (PCT)
Prior art keywords
channel
valve
piston
timing system
cam
Prior art date
Application number
PCT/TR2015/000179
Other languages
English (en)
Inventor
Goktan KURNAZ
Arif Caglar Pinar
Original Assignee
Ford Otomotiv Sanayi Anonim Sirketi
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 Ford Otomotiv Sanayi Anonim Sirketi filed Critical Ford Otomotiv Sanayi Anonim Sirketi
Priority to CN201580035580.0A priority Critical patent/CN106661973B/zh
Priority to RU2016146472A priority patent/RU2016146472A/ru
Priority to TR2016/15225T priority patent/TR201615225T1/tr
Priority to EP15736065.2A priority patent/EP3137743B1/fr
Publication of WO2015167412A1 publication Critical patent/WO2015167412A1/fr

Links

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
    • 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
    • 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)

Abstract

La présente invention concerne un système de réglage de distribution (1) dans des moteurs à combustion interne offrant certains avantages tels que : ne nécessite pas de mouvement perdu, permet de multiples conceptions de profils de came indépendants pour les soupapes d'admission et de manière similaire pour les soupapes d'échappement, permet davantage d'espace de conditionnement dans une zone de conception actuelle, offre l'opportunité d'utiliser des actionneurs de réglage de distribution variables qui sont de faible coût et de faible poids, supprime le besoin de réglage de jeu de soupape et supprime l'utilisation de composants de train de soupapes qui sont soumis à l'usure dans le temps.
PCT/TR2015/000179 2014-04-29 2015-04-24 Système de réglage de distribution WO2015167412A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN201580035580.0A CN106661973B (zh) 2014-04-29 2015-04-24 气门正时系统
RU2016146472A RU2016146472A (ru) 2014-04-29 2015-04-24 Система клапанного распределения
TR2016/15225T TR201615225T1 (tr) 2014-04-29 2015-04-24 Supap zamanlama si̇stemi̇
EP15736065.2A EP3137743B1 (fr) 2014-04-29 2015-04-24 Systeme de comande de soupapes

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR2014/04844 2014-04-29
TR201404844 2014-04-29

Publications (1)

Publication Number Publication Date
WO2015167412A1 true WO2015167412A1 (fr) 2015-11-05

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/TR2015/000179 WO2015167412A1 (fr) 2014-04-29 2015-04-24 Système de réglage de distribution

Country Status (5)

Country Link
EP (1) EP3137743B1 (fr)
CN (1) CN106661973B (fr)
RU (1) RU2016146472A (fr)
TR (1) TR201615225T1 (fr)
WO (1) WO2015167412A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106870055A (zh) * 2016-12-26 2017-06-20 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
EP3184761A1 (fr) * 2015-12-24 2017-06-28 C.R.F. Società Consortile per Azioni Système d'actionnement variable d'une soupape d'un moteur à combustion interne
EP3184778A1 (fr) * 2015-12-24 2017-06-28 C.R.F. Società Consortile per Azioni Système d'actionnement variable d'une soupape d'un moteur à combustion interne
GB2568044A (en) * 2017-11-01 2019-05-08 Eaton Srl Valve train assembly

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5404851A (en) * 1992-08-22 1995-04-11 Man Nutzfahrzeuge Aktiengesellschaft Device for switching a combustion engine from one mode of operation to another mode of operation
WO1997006355A1 (fr) 1995-08-08 1997-02-20 Diesel Engine Retarders, Inc. Moteurs a combustion interne a commande combinee de came et de soupape electro-hydaulique
WO1998034014A1 (fr) 1997-02-04 1998-08-06 C.R.F. Societa' Consortile Per Azioni Moteur diesel a multiples cylindres avec actionnement de soupape variable
WO2004000567A1 (fr) 2002-06-20 2003-12-31 Obducat Ab Moule, procede de fabrication d'un moule et support de stockage forme a l'aide du moule
WO2007142724A1 (fr) 2006-05-31 2007-12-13 Caterpillar Inc. Système d'actionnement d'une soupape d'échappement
US20110277712A1 (en) * 2008-09-26 2011-11-17 Schaeffler Technologies Gmbh & Co. Kg Electrohydraulic valve controller
US20130112160A1 (en) * 2011-11-08 2013-05-09 Suzuki Motor Corporation Four-stroke cycle engine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5404851A (en) * 1992-08-22 1995-04-11 Man Nutzfahrzeuge Aktiengesellschaft Device for switching a combustion engine from one mode of operation to another mode of operation
WO1997006355A1 (fr) 1995-08-08 1997-02-20 Diesel Engine Retarders, Inc. Moteurs a combustion interne a commande combinee de came et de soupape electro-hydaulique
WO1998034014A1 (fr) 1997-02-04 1998-08-06 C.R.F. Societa' Consortile Per Azioni Moteur diesel a multiples cylindres avec actionnement de soupape variable
WO2004000567A1 (fr) 2002-06-20 2003-12-31 Obducat Ab Moule, procede de fabrication d'un moule et support de stockage forme a l'aide du moule
WO2007142724A1 (fr) 2006-05-31 2007-12-13 Caterpillar Inc. Système d'actionnement d'une soupape d'échappement
US20110277712A1 (en) * 2008-09-26 2011-11-17 Schaeffler Technologies Gmbh & Co. Kg Electrohydraulic valve controller
US20130112160A1 (en) * 2011-11-08 2013-05-09 Suzuki Motor Corporation Four-stroke cycle engine

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3184761A1 (fr) * 2015-12-24 2017-06-28 C.R.F. Società Consortile per Azioni Système d'actionnement variable d'une soupape d'un moteur à combustion interne
EP3184778A1 (fr) * 2015-12-24 2017-06-28 C.R.F. Società Consortile per Azioni Système d'actionnement variable d'une soupape d'un moteur à combustion interne
CN107035458A (zh) * 2015-12-24 2017-08-11 C.R.F.阿西安尼顾问公司 用于内燃发动机的阀的可变致动的系统
US10240524B2 (en) 2015-12-24 2019-03-26 C.R.F. Societa Consortile Per Azioni System for variable actuation of a valve of an internal-combustion engine
US10364712B2 (en) 2015-12-24 2019-07-30 C.R.F. Societa Consortile Per Azioni System for variable actuation of a valve of an internal-combustion engine
CN107035458B (zh) * 2015-12-24 2019-08-13 C.R.F.阿西安尼顾问公司 用于内燃发动机的阀的可变致动的系统
CN106870055A (zh) * 2016-12-26 2017-06-20 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
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

Also Published As

Publication number Publication date
EP3137743A1 (fr) 2017-03-08
TR201615225T1 (tr) 2017-08-21
RU2016146472A3 (fr) 2018-05-29
RU2016146472A (ru) 2018-05-29
CN106661973B (zh) 2019-04-12
CN106661973A (zh) 2017-05-10
EP3137743B1 (fr) 2018-05-09

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