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WO1997019260A1 - Systeme de mise en ×uvre de soupapes - Google Patents

Systeme de mise en ×uvre de soupapes Download PDF

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Publication number
WO1997019260A1
WO1997019260A1 PCT/AU1996/000756 AU9600756W WO9719260A1 WO 1997019260 A1 WO1997019260 A1 WO 1997019260A1 AU 9600756 W AU9600756 W AU 9600756W WO 9719260 A1 WO9719260 A1 WO 9719260A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
fluid
cylinder
valve
pressure
Prior art date
Application number
PCT/AU1996/000756
Other languages
English (en)
Inventor
William Richard Mitchell
Original Assignee
William Richard Mitchell
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 William Richard Mitchell filed Critical William Richard Mitchell
Priority to AU76132/96A priority Critical patent/AU714090B2/en
Publication of WO1997019260A1 publication Critical patent/WO1997019260A1/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
    • 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
    • F01L9/14—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 the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34446—Fluid accumulators for the feeding circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/32—Miller cycle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a system for controlling the operation of internal combustion engine inlet and exhaust valves.
  • the invention provides a system and method for hydraulic or pneumatic actuation and electronic control of individual valves.
  • problems such as the effect of Helmholtz or shock waves in the hydraulic system at high speeds or the complexity and expense of conventional electronically controlled hydraulic valves and other hydraulic components and the difficulty of getting the system to operate at the required speed.
  • pneumatic systems there is the problem of energy losses due to the irreversible energy processes involved in the compression of gases.
  • a valve control system should optionally make provision for variable stroke or opening of valves and should optionally make provision for safety factors tc prevent poppet valves operating in the wrong part of the cycle and hitting the piston.
  • the system should optionally make provision for force imparted by the cam on the force stroke to be partially returned to the cam on the closing stroke.
  • the system should optionally make provision for 2-way positive operation of poppet valves with similar effects to desmodronic valves.
  • the system should optionally make provision for delayed closing of the inlet valve as a means of controlling the air/fuel ratio.
  • a valve control system should optionally make provision for partial dual mechanisms to facilitate operation at high speed.
  • a valve control system should optionally make provision for a hydraulic or pneumatic lock or passive or active dampening mechanisms to eliminate or minimise valve bounce.
  • the broadest form of the present invention utilises motive means such as a rotating crank, cam or cams that are similar to conventional cam used with 4 cycle internal combustion engine poppet valve systems except that the profile of the cam is of a different shape to that employed for operating conventional engine poppet valve systems.
  • the speed of rotation of the camshaft can be the usual half-speed of the engine's crankshaft or it can be another speed which could typically be the same as or one quarter of the speed of rotation of the engine's crankshaft.
  • Each cam in this system is used to generate hydraulic or pneumatic power which is then controlled by a valve to operate an inlet or exhaust valve.
  • the cam is shaped such that there is a continual rise from the smallest radius to the largest radius during that period of rotation in which the valve would normally be operated or the cam can rise rapidly during the period in which the valve would normally open and rise slowly or not at all until it drops rapidly to minimum rise.
  • the system of this invention employs variable valve timing totally controlled by an engine management system wherein the valve timing can be varied to optimise performance under varying conditions.
  • This invention goes beyond variable valve timing in that the operation of each individual valve is controlled by the engine management system.
  • a cam system is used to apply force to pressurises fluid to actuate valves and which pressurised fluid can also be used to generate hydraulic pressure for direct fuel injection.
  • valve operation in this system is hydraulically or pneumatically actuated and electronically controlled.
  • a system for controlling the operation of combustion chamber valves in an internal combustion engine wherein the opening and closing commands originate from an engine management system and which system employs hydraulic or pneumatic operation wherein a power is adapted to move within a power cylinder via the action of motive means such as a crank or a cam which continually rises and then falls on each rotation of said cam, said power piston having a larger diameter and/or stroke than the piston/s of an associated slave cylinder/s and wherein the hydraulic or pneumatic force generated by the piston within the power cylinder operates the slave cylinder/s which, in turn, opens and closes the valve/s in the cylinder head, and further wherein pressure to open the valve/s in the cylinder head against the pressure exerted on the valve by biasing means is controlled until a controlled shut-off means closes a passage and stops flow of fluid to allow sufficient pressure to build to open said valve and where fluid spills from the power cylinder against a source of fluid under lower pressure than the pressure within the power cylinder, until
  • timing of inlet and exhaust valves via the engine management system; but there is a limit to the amount of timing that can, in practice, be used for the opening of both inlet and exhaust valves.
  • the inlet valve this would typically be close to the top dead centre position of the piston at the commencement of the inlet stroke to the bottom of that stroke but, in this system, when the timing of the inlet valve is used to control the air/fuel ratio, the duration of opening may be delayed to close to top dead centre on the compression stroke.
  • the period during which the inlet valve may be opened and remain open is close to one half of a revolution of the crankshaft or one quarter of a revolution of the camshaft if the camshaft is driven at one half of crankshaft speed, that is close to the full period of the inlet stroke.
  • the period of opening can be up to close to the time of opening of the inlet and compression stroke ie. close to one full revolution of the crankshaft and one half of a revolution of the camshaft if the camshaft is driven at half engine speed.
  • the period of opening would be typically close to the bottom position of the piston on the exhaust stroke, ie. close to one half revolution of the crankshaft.
  • the cam of an embodiment of the present invention is in close contact with a cam follower and the force transmitted by the change in shape of the lobe of the cam as it rotates is transmitted to, say. a piston and cylinder arrangement filled with fluid.
  • This cylinder will be hereinafter referred to as the "power cylinder”.
  • the fluid would typically but not necessarily be engine oil.
  • the cam follower is kept biased against the lobe of the cam by a resilient means such as a spring.
  • the systems described herein will be for systems in which the camshaft turns at half crankshaft speed.
  • the camshaft can turn at one quarter or the same speed as the crankshaft, provided the shape of the cam and the mechanisms are modified to suit.
  • the fluid outlet from the power cylinder is connected to the inlet of a second hydraulic or pneumatic cylinder which can be formed from part of the housing of the power cylinder or can be a separate assembly.
  • This second hydraulic or pneumatic cylinder will be hereinafter referred to as the "slave cylinder”.
  • the piston of the slave cylinder is mechanically connected to the stem of a poppet valve and, when the piston travels under the effects of fluid under pressure, it opens the poppet valve.
  • the poppet valve is biased to the closed position by a resilient means which would typically be a spring.
  • the word spring will be used herein but other resilient means can be used in place of a spring.
  • the diameter and/or stroke of the power cylinder would typically be larger than that of the slave cylinder/s.
  • the ratio of the diameter and/or stroke of the power cylinder relative to those of the slave cylinder i ⁇ determined by the requirement that sufficient fluid must be available from the operation of the power cylinder to open the slave cylinder at a suitably rapid rate when the control system is actuated to commence the valve opening operation.
  • a spill port is provided which joins to the inlet of the slave cylinder and an electrically operated solenoid valve which is controlled by an electric current generated by a computerised engine management system is able to allow or prevent flow of fluids to the outlet of the spill port. Whilst flow through the spill port is allowed then pressure is prevented from building up in the slave cylinder and the piston in the slave cylinder will not exert any significant force on the stem of the poppet valve. As the poppet valve is biased, by a resilient means, to the closed position, the poppet valve will remain closed whilst fluid flow occurs to the spill port.
  • the engine management system can thus exercise complete control over the opening and closing of the valves and can determine whether the valve will open at all on that cycle and at what point it will open and at what point it will close.
  • the slave cylinder can be designed so that one or more spill ports are provided such that after a pre-determined amount of travel the spill port is exposed by the piston of the slave cylinder and fluid will be released out of the spill port and the travel of the piston will thereby be limited.
  • the first spill port or ports exposed may be closed from passage of oil by one or more electro-mechanical valves. When passage of fluid is closed then the piston travel will continue until a port is exposed which will allow passage of fluid at which point piston travel will cease. The amount of valve opening can be controlled by this means.
  • the slave cylinder can be designed with fluid on both sides of the piston and so that the section of the cylinder closest to the poppet valve is provided with one ore more ports which can be opened or closed to the passage of fluids.
  • the ports arc disposed sc that, depending on which port is open allowing fluids to enter or exit a particular port, then more or less fluid can be trapped in this section of the cylinder, preventing travel of the piston beyond a certain point and limiting the travel of the piston.
  • a relief valve is provided at the inlet to the slave cylinder so that, when movement of the piston is prevented by the trapped fluid then the relief valve will open and allow excess pressure to be dissipated.
  • one power cylinder can be used for each valve or one power cylinder can provide power from fluid under pressure to actuate more than one slave cylinder.
  • Figs 1 and 2 are schematic representations of an embodiment of a valve control system of the present invention with the power and slave cylinders adjoined to each other;
  • Fig. 3 is a schematic representation showing alternate embodiment in which one cam is operating two power cylinders which are disposed above the cam;
  • Fig. 4 shows an alternate embodiment generally similar to that shown in Fig. 3 but depicting only one of the two valve operating systems operated by a cam;
  • Fig. 5 is a schematic representation of a valve control system in which two power cylinders are set above the cam and the cam rises over more than 180 degrees of rotation of the camshaft;
  • Fig. 6 is identical to Fig. 5, except that it shows detail only on the left hand power and slave cylinders and the solenoid control valve in the open position, allowing the valve to return to the closed position;
  • Fig. 7 is identical to Fig. 6 except that the cam is shown in a position where the cam follower/piston is extended to the extreme open position;
  • Fig. 8 is a schematic representation of an embodiment of the invention which has a cam with the lobe rising over approximately one quarter of a revolution of the camshaft and utilising two power cylinders for the intake valve and one power cylinder for the exhavist valve;
  • Fig. 9 is a schematic representation of a system in which the force from fluid under pressure is generated by a crankshaft and piston and cylinder arrangement and with an arrangement that provides positive movement in both directions to the piston in the slave cylinder which opens and closes the valve;
  • Fig. 10 is a schematic representation of a variation of the system depicted in Figs 1 and 2 in which a third control piston and cylinder is incorporated external to the power and slave cylinders;
  • Fig. 11 is a schematic representation of a variation of the system depicted in Fig. 10, in which the control piston is incorporated into the power cylinder;
  • Fig. 12 is a schematic representation of a variation of the system depicted in Fig. 11.
  • Fig. 1 shows the cam in a position where it is not exerting force on the piston the power cylinder and the solenoid valve is open so that the slave cylinder will not actuate.
  • Figure 2 shows the cam in a position where it is exerting force on the piston of the power cylinder and the solenoid control valve is in the closed position causing the piston of the slave cylinder to move.
  • Fig. 2 also shows an optional second spill port and control valve in the slave cylinder and an optional positive stop to the travel of the piston of the slave cylinder.
  • the central axis of the camshaft 1 is provided with a cam 2 which has a profile with a continually rising radius relative to the central axis until it reaches a maximum dimension within approximately one quarter of a revolution and the radius then rapidly reduces to a minimum.
  • the cam as it rotates and rises, is able to exert pressure on piston 5 of power cylinder 3 and force piston 5 down into cylinder 3, thus tending to exert pressure on fluid 22.
  • Piston 5 is kept engaged to cam 2 by means of spring 6 which is located partly with recess 13 of piston 5. Passage of fluid 22 from port 29 can be allowed or prevented by electrically operated solenoid valve 15 at position 16. Fluid under comparatively low pressure from a pressure source not shown but which could be the engine's lubricating oil system is provided to point 30.
  • the slave cylinder 17 is fitted with piston 18 of a lesser diameter than piston 5 and piston 18 is connected to valve stem 19, which is fitted with a valve spring (not shown) which tends to move valve stem 19 in a direction such that piston 18 would move into cylinder 17.
  • the cam moves in the direction of rotation shown and forces piston 5 into cylinder 3, thereby exerting pressure on fluid 22. which flows out port 29 through position 16 to the source of fluid under pressure 30.
  • This source is low pressure and is provided with an accumulator allowing excess fluid, forced out by piston 5, to flow against the pressure tending to move fluid in the direction of the arrow in Fig. 1.
  • the pressure at point 30 is not sufficient to move piston 18 against the pressure of the valve spring (not shown).
  • control valve 15 would return when the cam lobe releases the pressure within cylinder 3.
  • An additional safety factor could be built in the form of a port at position 72, which releases pressure to source 30 when the piston is in the extreme open position or by a cam-operated valve which prevents pressure from building up in the slave valve when the cam is in a position in the cycle where an open valve could hit the piston.
  • the port at position 72 can also be used for the purpose of sending fluid back to the reservoir for the purpose of circulating fluid to prevent the temperature of the fluid rising beyond acceptable operating temperatures. Referring to Fig 2, the control solenoid 15 has been activated by an electric current provided by the engine management system (not shown) and has blocked passage of fluid at point 16.
  • valve stem 19 now exerts sufficient pressure on piston 18 to overcome the force of the valve spring and cause valve stem 19 to travel and open the valve.
  • Piston 18 travels to a point where it uncovers port 20, allowing fluid 22 to travel through port 20 to a source of low pressure fluid 30 where it overcomes pressure at that point and travels in the direction of the arrow in Fig. 2.
  • An alternate configuration is for port 20 to be connected to the reservoir to allow fluid to flow back to the reservoir for the purpose of allowing the system to operate at lower temperatures.
  • the valve will not open beyond this point as the fluid escaping through port 20 prevents any further build-up of pressure. Neither can the valve close under these conditions as when piston 18 covers port 20 it cannot move back against the fluid in cylinder 17.
  • valve spring exerts force on valve stem 19 against piston 18 and forces oil 22 through port 29 against low pressure fluid source 30 and allows piston 18 to move into cylinder 17 and the valve to close.
  • Fig 2 shows optional additional port 21 in slave cylinder 17 with optional valve lift control solenoid 80 which can allow or prevent passage of oil through port 21.
  • valve lift control solenoid 80 can allow or prevent passage of oil through port 21.
  • Fig. 2 shows an alternate housing for slave cylinder 17, which provides for a positive stop to the travel of piston 18 at position 25.
  • Fig. 3 shows the profile in the cam, in the case of Fig.
  • Fig. 3 the central axis of the camshaft 1 is provided with cam 2 which rises as described above.
  • Power cylinders 3 and 4 are disposed so that cam 2 can provide force to the extremities of pistons 5 and force them to move and tend to compress fluid 22.
  • the fluid 22 will exert pressure on piston 18 and overcome the force of the spring unless it is allowed by solenoid valve 15 to pass fluid through position 16 to source of low pressure fluid 30.
  • Power cylinder 4 is depicted with its solenoid valve 15 in the open position and its slave cylinder 18 has not commenced movement.
  • Power cylinder 3 is depicted with its solenoid valve 15 in the closed position and fluid cannot flow at its point 16 so that pressure builds in fluid 22 and exerts pressure through port 28 and gallery 12 on piston 18 and the resultant force overcomes the pressure of the spring (not shown) on valve stem 19 and forces the valve stem 19 to move and open the valve. In this case a positive stop 25 is depicted and this positively stops the travel of piston 18. Power cylinder 3 is still exerting pressure and the build ⁇ up of pressure in fluid 22 is relieved by the opening of pressure relief valve 26, which allows fluid to flow through to source of low pressure fluid 30.
  • the fluid being vented is at a higher pressure than fluid at 30 and therefore flows into this system. If optional port 27, shown on the slave cylinder operated by power cylinder 3, were fitted and operated as described under Figs 1 and 2 then the pressure relief valves 26 and positive stops 25 would not be necessary.
  • the power cylinder has a rod protruding through both ends and connected at one end to a device upon which pressure is exerted by the cam. Fluid flows from one end of the cylinder to the other and a one-way valve in the piston facilitates return of fluid on the return (non-power) stroke.
  • Fig. 4 depicts one power/slave cylinder arrangement which is generally similar to that depicted in Fig. 3 except that the cylinder is double- ended and fluid can flow on both sides of the piston, slave cylinder 17 does not have a positive stop for piston 18, and there ⁇ P other changes as described. Fig. 4 does not show a spring, which tends to keep cam follower
  • a source of constant low pressure fluid is provided at location 30.
  • valve 42 which is fitted with one-way valve 41 and a source of low pressure fluid 40, be installed. Fluid can flow through one-way valve 41 only when the pressure at source 40 is higher than fluid on the other side of the valve.
  • position 16 When position 16 is blocked and piston 5 forces fluid into cylinder 17 there is not sufficient fluid to fill chamber 39 and a partial vacuum is created in this chamber.
  • fluid can flow from cylinder 17 and restore fluid to chamber 39. The vacuum will help the flow of fluid.
  • one-way valve 33 can be fitted into piston 4 and biased against piston 4 by spring 34. When valve 33 is opened fluid can flow from chamber 43 to chamber 39 through piston 5 by means of valve 33. On the return stroke of piston 5, valve 33 will open and facilitate the return of fluid to chamber 43.
  • Fig. 5 depicts an optional means of returning part of the force exerted by the cam on the piston.
  • the schematic depicts the left hand cylinder at full depression by the cam and with the solenoid control valve at the closed position with the result that its slave cylinder has forced the valve to the open position the camshaft rotation provides power from fluid under pressure for a sufficiently long duration to enable delayed closing of the inlet valve and thus bring about the ability to control the air/fuel ratio by means of the timing of the closing of the inlet valve.
  • Camshaft 1 is fitted with a cam 2 which rises as described and exerts force on cam follower/piston 5 in the process.
  • Pistons 5 are close fits in bores 7 of power cylinders 3 and 4 and are kept biased against cam 2 by means of resilient means 6 which in this case are springs. Piston 5 will exert force on fluid 22 when forced to move by cam 2, provided that solenoid control valve 15 is closed and passage of fluid through position 16 is prevented. The force on fluid 22 is transmitted to accumulator piston 10 which, in turn, exerts force, depressing spring 11 and exerting force on the fluid in the area of spring 11 and through fluid in passage 12 to slave cylinder 17 to piston 18, forcing piston 18 to move and move valve stem 19, overcoming the force exerted by valve spring (not shown) on valve stem 19 and forcing the valve to open.
  • One-way valve 14 remains closed.
  • Piston 18 moves until it uncovers port 20, allowing fluid to flow and overcome the low pressure of fluid at source 30 and prevent further movement of piston 18. If solenoid control valve 44 is operated and allows passage of fluid then the motion of the piston will cease when port 21 is uncovered by piston 18.
  • solenoid control valve 15 is shown at the open position, allowing fluid to flow through position 16, overcoming the low pressure of fluid at 30 and allowing fluid to flow thiOLigh 30. releasing pressure on fluid throughout the system. This allows the pressure from the valve spring (not shown), on valve stem 19 to move piston 18 and force it to move, closing the valve.
  • the press ire from the valve spring exerts force on piston 18, which exerts force on fluid and thus on piston 10. This force, combined with energy stored in springs 11 and 6. exerts pressure on piston/earn follower 5 which exerts pressure on cam 2 and when that cam has moved to a point where the lobe is diminishing in height and thus returns some of the energy to the cam that was imparted to the cam in the opening phase.
  • Fig. 8 is a schematic representation of an embodiment of the invention in which the lobe of cam 2 rises over approximately one quarter of a revolution of camshaft 1 and there are two power cylinders, 3 and 45, to provide power from fluid under pressure to the slave cylinder 17 of the intake valve and one power cylinder 45, to provide power to the slave cylinder 46 of the exhaust valve.
  • This embodiment is configured so as to provide power from fluid under pressure for the duration required to allow the intake valve to remain open for a period sufficiently long enough to enable it to exercise control of the air/fuel ratio by means of delayed closing of the inlet valve.
  • This embodiment allows delayed closing of the inlet valve using lesser rise of the cam lobe and, consequently, lesser movements of fluid in each power cylinder.
  • Cam 2 exerts pressure on each cam follower/piston 5 as it rises and this exerts pressure on fluid 22 in each power cylinder.
  • Each cam follower/piston 5 is biased to cam 2 by springs 6.
  • One-way check valves 47 and 48 allow flow of fluid only in the direction of arrows at each valve. Fluid under pressure from power cylinder 45 opens check valve 48 and, when flow is prevented at position 16 by electric solenoid valve 15, pressure is exerted on piston 18 and piston 18 moves and moves valve stem 19 to open the intake valve. Piston 18 moves until it uncovers port 20 and allows pressure to escape to source of low pressure 30 where it overcomes that pressure or to the reservoir; and no further movement of piston 18 occurs.
  • crankshafts As a means of generating power from fluid under pressure.
  • An alternate means is to make use of a crankshaft and piston arrangement to generate power.
  • a connecting rod 49 connects to a rod 50, which exerts force on piston 51.
  • the connecting rod could also be connected directly to piston 51 by means of a suitable wrist pin.
  • the central axis of the crankshaft 52 is fitted with crank or cranks 53 and rotation of crankshaft 52 causes the crank 53 to move piston 51 within power cylinder 54, thereby tending to exert force on fluid 22 during that part of the stroke where the piston moves into the cylinder.
  • Electric solenoid control valve 56 is capable of blocking or allowing the passage of fluids at points 57 and 58. When 57 is blocked, 58 is open and vice versa. Similarly, valve 60 controls fluid at points 61 and 62. When valve 60 allows flow at point 60, fluid 22 flows through point 60 to source of low pressure fluid 71 and overcomes the low pressure so that there will be no significant pressure exerted on piston 69 and therefore it will not move.
  • the schematic shows points 57 and 62 open and 58, 60 and 61 closed. In this configuration fluid flows through port 55. through point 57. and enters slave cylinder 68, forcing piston 69 to move and move valve stem 67. thereby opening the valve.
  • Fluid at point 70 is forced through port 66, through point 62 to source of low pressure fluid 71, where it overcomes the low pressure and exits the system.
  • piston 69 uncovers port 64, fluid flows through that port through point 62 to 71 and movement of the piston ceases.
  • control valves 59 and 60 are actuated and points 58 and 61 allow flow and flow is blocked at points 57 and 62.
  • fluid 22 under pressure flows through point 58 through point 66 to chamber 70 and forces piston 69 into a reverse movement thereby closing the valve.
  • port 65 is uncovered, fluid Hows through 65 through point 61 to source 71 and movement of piston 69 ceases.
  • Valve 60 is then actuated so that point 60 allows flow and the chamber at point 60 is replenished with fluid from source 71.
  • point 60 On the downward stroke, point 60 is left open until the engine management system gives a command to close point 60 and allows the movement of piston 69 to commence.
  • the timing of the valve can be controlled and the valve can be prevented from opening if the engine management system so commands.
  • Fig. 10 depicts a schematic representation of a variation of the system depicted in Figs 1 and 2, the main variation being the addition of an external control piston and cylinder arrangement.
  • the general arrangement and principles of operation are identical to the system in Figs 1 and 2, apart from the action of the control piston.
  • An external control cylinder 84 abuts power cylinder 3 so that fluid can move through a large aperture from power cylinder 3 to control cylinder 84.
  • cam 2 exerts force on cam follower/piston 5
  • fluid 22 tends to be compressed and pressvire is exerted on control piston 79 which moves and compresses spring 81.
  • the area around spring 81 contains no fluid other than air and the chamber at that end of control piston 79 is vented to atmosphere.
  • a plunger 80 is attached to control piston 79 and plunger 80 exerts force on fluid at position 85 which overcomes the pressure exerted by the source of low pressure fluid which is provided at position 30 and control piston 79 is thus allowed to move when electrically operated valve 15 is open and there is no restriction at position 16.
  • spring 81 does not allow the pressure in oil 22 to build to a point where it will exert sufficient pressure on piston 18 to overcome the pressure of the valve spring (not shown) on valve stem 19, piston 18 will not move whilst electric control valve 15 is in the open position.
  • Control cylinder 84 can be a larger diameter than power cylinder 3, in which case, the movement of control piston 79 will be less than that of power cam follower/piston 5. This is beneficial in that the movement of both control cylinder 79 and plunger 80 is minimised and the volumes of fluid to be moved around position 85 is minimised. If control valve 15 stays in the open position, control piston 79 will oscillate backwards and forwards as cam
  • Optional port 87 is uncovered at the extremity of movement of cam follower/piston 5 and fluid is bled to the reservoir to keep fluid circulating and the tem p ratnrp of the fluid tn bp minimised during a period of operation in which control valve 15 is not actuated to close position 16, ie. during a cycle in which the variable displacement capabilities of the system are utilised.
  • a pressure relief valve can be incorporated after optional port 87. to keep pressure to a pre ⁇ determined value.
  • control valve 15 When control valve 15 is actuated and closes position 16, fluid at position 85 cannot move and therefore plunger 81 is prevented from moving towards position 16 and thus piston 79 is prevented from moving. Pressure builds in fluid 22, exerting sufficient pressure on piston 18 to force it to open to a point where port 20 is uncovered and oil flows through position 20 to the return line to the reservoir 82 (or to position 30 in an alternate configuration), thus limiting further movement of piston 18.
  • control valve 15 When control valve 15 is actuated to again open position 16, movement is again allowed to control cylinder 79. Pressure from the spring (not shown), on valve stem 19, forces piston 18 to close and, prior to cam 2 reaching a position where it allows the start of the return of cam follower/piston 5, the fluid displaced by the return movement of piston 18 moves control piston 79 towards position 16.
  • a port can be incorporated in control cylinder 84, which is uncovered at the extremity of the movement of control piston 79 toward point 16, to bleed fluid back to the reservoir to aid in the cooling of the fluid and to aid the return of piston 18.
  • a port can optionally be incorporated so that it is uncovered by the movement of plunger 80 at its extreme movement towards power cylinder 3, to bleed fluid back to the reservoir at that point and aid in the cooling of fluid around point 85.
  • cam follower/piston 5 slides in a close tolerance fit in an aperture at the centre of control piston 79 and is also supported by a suitable bearing area in cylinder cap 88.
  • Control piston 79 has a circular ring
  • control piston 79 incorporated into it which slides in a close tolerance fit in ring 75 incorporated into cylinder cap 88 such that movement of control piston 79 can exert pressure on fluid at position 89.
  • cam 2 forces cam follower/piston 5 to move the resulting pressure on fluid 22 exerts pressure on control piston 79.
  • control valve 15 allows position 16 to be open, fluid 89 can flow through position 16 and the pressure exerted by control piston 79 overcomes the pressure of low pressure source 30 and control piston 79 can move and compress spring 81.
  • the area around position 81 is vented to atmosphere.
  • ring 76 can abut cam follower/piston 5 and slide 75 will abut ring 76.
  • a plunger or plungers can be incorporated into control piston 79 and move in an aperture provided in cylinder cap 88 so that the operation of the plunger is similar to that described for the plunger in the system depicted in Fig. 10.
  • FIG. 12 An alternate configuration is schematically shown in Fig. 12 which is similar in most ways to the system depicted in Fig. 11 except that the fluid that is used to control the movement of control piston 79 provides a double hydraulic or pneumatic lock and control piston 79 is positively prevented from moving in both directions under conditions of closure of position 16.
  • the same principle can be used in the system depicted in Fig. 10.
  • the system in Fig. 12 is configured so that chambers are formed at 89 and 90 so that fluid can move from chamber 89 to chamber 90 when position 16 is open and control piston 79 is forced to move by pressure in fluid 22.
  • control piston 79 When position 16 is closed then fluid cannot move from chamber 89 to chamber 90 and control piston 79 is prevented from moving in either direction so that slave piston 18 is forced to move as described in the system depicted in Fig. 11.
  • An optional one-way valve 91 can be incorporated, leading to a source of low-pressure fluid 30 so that fluid can move in the direction indicated when pressure at 30 exceeds the pressure at chamber 89.
  • the solenoid in control valve 15 can also control a second valve which can be opened when position 16 is open and closed when position 16 is closed. This valve can be used to allow fluid from chamber 89 to spill (optionally through a small orifice or pressure relief valve) to the reservoir. This arrangement would allow fluid to be continually replenished in chambers 89 and 90 to prevent heat build up.
  • control of the movement of the control piston is positive in both directions, a damping mechanism is provided to dampen the return of the slave piston and wherein a mechanism is depicted to provide variable valve lift. Also a means of venting fluid is depicted to prevent pressure build-up.
  • the Fig. 12 embodiment incorporates a system to continually vary the stroke of slave piston 1 and hence to achieve variable valve lift.
  • a slidable cylinder 92 is incorporated, adjacent tc clave piston 18, so that piston 18 moves in a close tolerance fit within cylinder 92.
  • cylinder 92 is fitted with a spill port 22 which is adjacent to an elongated spill port 94 such that fluid from spill port 22 can exit spill port 94 when cylinder 92 slides.
  • a chamber is formed at the top of cylinder 92 at 96 and fluid under pressure from fluid in control line 97 exerts a pressure in chamber 96 and forces cylinder 92 against the pressure of spring 93.
  • the pressure in control line 97 is determined by a remote controlling device not shown.
  • slave piston 18 moves until it uncovers spill port 20 and the position of spill port 20 moves as cylinder 92 moves and thus variable valve lift is achieved, depending on the pressure in control line 97.
  • There are various other means of moving cylinder 92 eg mechanical cam action.
  • the system depicted in Fig 12 also provides a means of dampening the return action of slave piston 18.
  • the slave piston 18 incorporates an extension 98 which optionally can be tapered.
  • the last portion of the return movement is damped by the provision of a porting device 99 which inhibits the movement of fluid which is being forced by pressure from slave piston 18.
  • porting device 99 can be active rather than passive with two sliding sections which can be made to move together or apart by various means such as the expansion of material which expands under increasing temperature, including bi-metallic materials or by servo-mechanisms, the action of which can be linked to and relative to the viscosity of fluid 22.
  • the objective is that the aperture provided the movement of the segments of porting device 99 is smaller at higher temperatures or decreased viscosity of fluid 22 to provide variable damping characteristics of the return of slave piston 22, relative to temperature and/or the viscosity of fluid 22.
  • the system Fig. 12 embodiment incorporates a spill port 100 which vents fluid optionally through a pressure relief valve 101 to the reservoir with the objective of preventing pressure build-up in fluid 22 and to also help in the circulation of fluid 22 to prevent heat build-up.
  • the spill port 100 can optionally vent to the source of low pressure fluid 30.
  • the spill port 100 can be incorporated elsewhere in the power cylinder by alterations to the configuration, eg a plunger of smaller diameter than the power cylinder could extend below the power cylinder to slide within a cylinder to uncover a port or the power cylinder co ild partially slide within a cylinder incorporated in the lower part of the main housing 3 to uncover a port for venting purposes.
  • the pressure relief valve 101 can optionally be made variable by a servo- mechanism or by the action of a temperature-reactive material exerting additional pressure on the spring with the objective of varying the pressure within the system to compensate for varying viscosity of the actuating fluid under varying conditions of temperature.
  • Control valve 15 in Fig. 12 can be in the form of a slidable cylinder fitted in a close tolerance fit around valve body 3 and both valve body 3 and the cylinder be fitted with suitable porting so that the action of sliding the cylinder can allow or prevent movement of fluid between chambers 89 and 90.
  • the benefit of such a system is that multiple ports can be provided to minimise the restriction to the flow of fluid between chambers 89 and 90.
  • a power cylinder such as cylinder 54 in Fig. 9 could be used to actuate slave cylinders to operate both inlet and exhaust valves for one cylinder, in a system such as that Fig.
  • a secondary solenoid valve can be incorporated into the venting system so as to momentarily block fluid flow upon return of the piston, ie closure of the poppet valve, so that the piston is momentarily prevented from returning, the objective being to eliminate or minimise valve bounce and enable weaker valve springs to be used, thereby saving on the energy required to compress the valve springs during the opening phase.
  • cam described herein can also be used to provide a source of fuel under pressure for direct injection systems.
  • Power cylinders described herein can be readily modified to provide fuel under pressure with a pib&sure lelief valve providing constant pressure and the fuel being fed tc an injector where it is fed directly into the cylinder under moderate to very high pressure.
  • Figs 10, 11 and 12 can have elements from systems depicted elsewhere herein incorporated into them, for example the cam can be open for a longer period, the mechanisms can be mounted above the cam, and one cam can operate two or more power/slave cylinder combinations, all of these elements as in the system depicted in Fig. 3.
  • the cam profile can be a different shape to that described.
  • the rise in profile can occur to maximum or close to maximum height in the period of rotation in which the valve would open in its designed maximum advance or retard position and continue at maximum height in the former case and with a slight rise in the latter case to a point where the latest designed closing point of the valve would occur, at which point it would rapidly diminish to minimum height.
  • the advantage of this profile is that the ratio of diameter of the power valve relative to the slave valve can be lessened and still achieve a rapid opening of the valve.
  • the position of the camshaft if shown as overhead to the cylinder but it can also be mounted low in the engine with the power cylinder mounted adjacent to the cam as illustrated, except inverted, and the slave cylinder operating a p ish rod in lieu of directly acting on the valve.
  • the power cylinder can be mounted adjacent to the cam with a hydra ilic or hydraulic/mechanical link connection to the slave cylinder/s.
  • An example of a hydraulic/mechanical link would be that a hydraulically actuated push rod would convey force for part of the distance to minimise shock waves that may otherwise OCCLI ⁇ in a fully hydraulic link.
  • Figs 10, 11 and 12 have a one-way valve 78 to prevent fluid escaping when pressure builds, due to action of the cam on the power cylinder.
  • An alternate method is to provide an electrically operated solenoid valve, which can be a second or third element in the control valve 15, which allows flow when control valve 15 is not activated and prevents flow when control valve 15 is activated. The flow would be to the source of low pressure 30 and the venting system 100 may be omitted if this valve is incorporated, as this system would allow the pressure in the actuating system to drop.
  • Heat build-up in the actuating and control fluids is a potential problem and can be eliminated or minimised by th spill of fluids from the spill port 20 under conditions of valve actuation.
  • a strategy can be adapted by the engine management system to sequentially shut down different cylinders so that any one cylinder does not spend long periods in a shut-down state. In this way the spill will occur regularly and will aid in the process of keeping fluids within acceptable temperature ranges.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

La présente invention concerne un système de régulation de la mise en ÷uvre de soupapes de chambres de combustion d'un moteur à combustion interne. Selon ce système, les commandes d'ouverture et de fermeture proviennent d'un système de gestion du moteur, lequel système a recours à un fonctionnement hydraulique ou pneumatique. En l'occurrence, un piston moteur (5) est conçu pour se déplacer dans un cylindre moteur (3) sous l'effet d'un dispositif moteur tel qu'un vilebrequin ou une came (2) qui monte puis redescend à chaque rotation. Un tel piston (5) est caractérisé par une course et/ou un diamètre plus important que celui du piston ou des pistons (18) d'un cylindre asservi associé (17) qui, à son tour, ouvre et ferme la soupape ou les soupapes (19) dans la culasse. En outre, la pression commandant l'ouverture de la soupape ou des soupapes (19) dans la culasse, et contrecarrant la pression exercée sur la soupape par un dispositif de ressort, reste régulée jusqu'à ce qu'un dispositif d'arrêt commandé (15) ferme un passage (16) et arrête l'écoulement du fluide pour permettre à une pression suffisante de s'accumuler pour ouvrir la soupape. Enfin, les pertes de fluide du cylindre moteur (3) ne peuvent se faire qu'à l'encontre d'une source de fluide (30) dont la pression est inférieure à la pression régnant dans le cylindre du moteur, jusqu'à ce que le dispositif d'arrêt commandé (15) ferme le passage (16), ce qui empêche de telles pertes.
PCT/AU1996/000756 1995-11-23 1996-11-25 Systeme de mise en ×uvre de soupapes WO1997019260A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU76132/96A AU714090B2 (en) 1995-11-23 1996-11-25 Valve operating system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPN6783A AUPN678395A0 (en) 1995-11-23 1995-11-23 Hydraulically or pneumatically actuated electronically controlled automotive valve system
AUPN6783 1995-11-23

Publications (1)

Publication Number Publication Date
WO1997019260A1 true WO1997019260A1 (fr) 1997-05-29

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AU (1) AUPN678395A0 (fr)
WO (1) WO1997019260A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000057035A1 (fr) * 1999-03-23 2000-09-28 Csa Performance Ltd. Moyens d'actionnement d'une soupape hydraulique
EP1232336A4 (fr) * 1999-09-17 2009-08-05 Diesel Engine Retarders Inc Accumulateur a volume captif pour systeme a perte de mouvement
US8935183B2 (en) 1995-07-07 2015-01-13 At&T Intellectual Property I, Lp Internet billing method
WO2018182492A1 (fr) * 2017-03-31 2018-10-04 Scania Cv Ab Moteur à combustion interne à quatre temps et véhicule et procédé associés
CN114423931A (zh) * 2019-10-25 2022-04-29 舍弗勒技术股份两合公司 电动液压换气阀控制系统的液压单元

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US4258672A (en) * 1978-10-20 1981-03-31 Hietikko Calvin N Variable lift camming apparatus and methods of constructing and utilizing same
DE3604233A1 (de) * 1986-02-11 1987-08-13 Bosch Gmbh Robert Ventilsteuervorrichtung fuer eine hubkolben-brennkraftmaschine
US4791895A (en) * 1985-09-26 1988-12-20 Interatom Gmbh Electro-magnetic-hydraulic valve drive for internal combustion engines
US4887562A (en) * 1988-09-28 1989-12-19 Siemens-Bendix Automotive Electronics L.P. Modular, self-contained hydraulic valve timing systems for internal combustion engines
US4930465A (en) * 1989-10-03 1990-06-05 Siemens-Bendix Automotive Electronics L.P. Solenoid control of engine valves with accumulator pressure recovery
JPH02221610A (ja) * 1989-02-22 1990-09-04 Honda Motor Co Ltd 内燃機関の動弁装置
GB2234291A (en) * 1989-07-26 1991-01-30 Fuji Heavy Ind Ltd I.c.engine valve timing control
DE3933459A1 (de) * 1989-10-06 1991-04-18 Karsten Dipl Ing Reumann Vorrichtung und verfahren zum individuellen implantataufbau aus biokompatiblen bausteinen
US5193494A (en) * 1989-09-08 1993-03-16 Honda Giken Kogyo Kabushiki Kaisha Valve operating system for internal combustion engine
US5263441A (en) * 1989-11-25 1993-11-23 Robert Bosch Gmbh Hydraulic valve control apparatus for internal combustion engines

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Publication number Priority date Publication date Assignee Title
US4258672A (en) * 1978-10-20 1981-03-31 Hietikko Calvin N Variable lift camming apparatus and methods of constructing and utilizing same
US4791895A (en) * 1985-09-26 1988-12-20 Interatom Gmbh Electro-magnetic-hydraulic valve drive for internal combustion engines
DE3604233A1 (de) * 1986-02-11 1987-08-13 Bosch Gmbh Robert Ventilsteuervorrichtung fuer eine hubkolben-brennkraftmaschine
US4887562A (en) * 1988-09-28 1989-12-19 Siemens-Bendix Automotive Electronics L.P. Modular, self-contained hydraulic valve timing systems for internal combustion engines
JPH02221610A (ja) * 1989-02-22 1990-09-04 Honda Motor Co Ltd 内燃機関の動弁装置
GB2234291A (en) * 1989-07-26 1991-01-30 Fuji Heavy Ind Ltd I.c.engine valve timing control
US5193494A (en) * 1989-09-08 1993-03-16 Honda Giken Kogyo Kabushiki Kaisha Valve operating system for internal combustion engine
US4930465A (en) * 1989-10-03 1990-06-05 Siemens-Bendix Automotive Electronics L.P. Solenoid control of engine valves with accumulator pressure recovery
DE3933459A1 (de) * 1989-10-06 1991-04-18 Karsten Dipl Ing Reumann Vorrichtung und verfahren zum individuellen implantataufbau aus biokompatiblen bausteinen
US5263441A (en) * 1989-11-25 1993-11-23 Robert Bosch Gmbh Hydraulic valve control apparatus for internal combustion engines

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8935183B2 (en) 1995-07-07 2015-01-13 At&T Intellectual Property I, Lp Internet billing method
WO2000057035A1 (fr) * 1999-03-23 2000-09-28 Csa Performance Ltd. Moyens d'actionnement d'une soupape hydraulique
EP1232336A4 (fr) * 1999-09-17 2009-08-05 Diesel Engine Retarders Inc Accumulateur a volume captif pour systeme a perte de mouvement
WO2018182492A1 (fr) * 2017-03-31 2018-10-04 Scania Cv Ab Moteur à combustion interne à quatre temps et véhicule et procédé associés
WO2018182491A1 (fr) * 2017-03-31 2018-10-04 Scania Cv Ab Moteur à combustion interne à quatre temps et véhicule et procédé associés
CN110573700A (zh) * 2017-03-31 2019-12-13 斯堪尼亚商用车有限公司 与四冲程内燃机相关的车辆和方法
US10837324B2 (en) 2017-03-31 2020-11-17 Scania Cv Ab Four-stroke internal combustion engine thereto related vehicle and method
US10837323B2 (en) 2017-03-31 2020-11-17 Scania Cv Ab Four-stroke internal combustion engine thereto related vehicle and method
EP3601750A4 (fr) * 2017-03-31 2020-12-30 Scania CV AB Moteur à combustion interne à quatre temps et véhicule et procédé associés
CN114423931A (zh) * 2019-10-25 2022-04-29 舍弗勒技术股份两合公司 电动液压换气阀控制系统的液压单元

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