EP3137743A1 - Valve timing system - Google Patents

Valve timing system

Info

Publication number
EP3137743A1
EP3137743A1 EP15736065.2A EP15736065A EP3137743A1 EP 3137743 A1 EP3137743 A1 EP 3137743A1 EP 15736065 A EP15736065 A EP 15736065A EP 3137743 A1 EP3137743 A1 EP 3137743A1
Authority
EP
European Patent Office
Prior art keywords
channel
valve
piston
timing system
cam
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15736065.2A
Other languages
German (de)
French (fr)
Other versions
EP3137743B1 (en
Inventor
Goktan KURNAZ
Arif Caglar Pinar
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Otomotiv Sanayi AS
Original Assignee
Ford Otomotiv Sanayi AS
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 AS filed Critical Ford Otomotiv Sanayi AS
Publication of EP3137743A1 publication Critical patent/EP3137743A1/en
Application granted granted Critical
Publication of EP3137743B1 publication Critical patent/EP3137743B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
    • F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem

Definitions

  • the present invention relates to adjustable engine valves operated by a hydraulic system.
  • the second cam profile does not deactivate the main cam profile when it is activated. Since this makes a two-stroke engine braking impossible, the braking power obtained in this patent will be lower than the method of the present application. In other words, since the exhaust valve is opened in the main exhaust event with the cam 172, it will not be able to allow compression of the gas in the cylinder and therefore braking power will be lower.
  • the international patent document no. WO200400567 an application in the state of the art, discloses a system controlling cylinder inlet and outlet valves. The system enables actuation of the valve by using a cam mechanism. A control mechanism (21 -25, 26) controls movement of the inlet and outlet valves.
  • openings of the valves are adjusted independent from the cam profile.
  • closing times of the valves can be delayed by a counteracting force provided by the hydraulic system by pre-adj listing this control mechanism.
  • the system disclosed in the patent document no. WO200400567 is not a fully variable valve actuation system. It only slows down the closing of the valve or enables to fix it at a certain extent of opening when desired. This system also cannot enable the valve to be opened earlier or at a longer duration.
  • the system presented in this application provides solutions for both problems. Since the suggested system is a fully variable valve actuation system, a new profile completely independent from the current valve opening profile can be activated.
  • variable valve timing systems used in the above mentioned applications reach very high costs either by increasing the number of valve train components that are currently used (for example, power density engine brake system of Jacobs Vehicle Systems company requires 2 times more components) or by using high speed electrical actuators (as in the Multi Air system developed by Fiat Power Train company).
  • An objective of the present invention is to provide a valve timing system which does not require lost motion.
  • Another objective of the present invention is to make multiple independent cam designs for intake valves and similarly for exhaust valves, thereby providing a valve timing system that enables cams to be activated alternately.
  • a further objective of the present invention is to provide a variable valve timing system which is low cost and lightweight.
  • Another objective of the present invention is to provide a variable valve timing system which eliminates the requirement of valve lash adjustment.
  • Another objective of the present invention is to provide a variable valve timing system which eliminates use of valve train components which are subjective wear in time.
  • Figure 1 is the schematic view of the active state of the second cam in the valve timing system (engine brake on).
  • Figure 2 is the schematic view of the active state of the first cam in the valve timing system (normal cycle).
  • Figure 3 is the schematic view of the hydraulic line of the first cam when the second cam is being activated in the valve timing system.
  • Figure 4 is the schematic view of the hydraulic line of the second cam when the second cam is being activated in the valve timing system.
  • valve timing system (1) of the present in vention used in compression brakes in internal combustion engines basically comprises
  • At least one first spring (8) which is located within the inlet channel (6) and to which the first piston (5) exerts pressure
  • At least one safety valve (9) which is located at the end of the inlet channel (6),
  • At least one first cam (18) which operates in connection with the first main piston (17),
  • At least one second cam (21) which operates in connection with the second main piston (20),
  • At least one check valve (24) which is located on the sixth channel (23), at least one valve mechanism (25) which is located after the check valve (24) and to which the sixth channel (23) opens out,
  • valve springs (31) which enable opening and closing of the valves (30).
  • the solenoid valve (2) enables the oil flow coming from the main oil line (3) to open out to the inlet channel (6) and push the first piston (7) located in the inlet channel (6) against the first spring (8). !This allows flow of oil from the safety valve (9) to the second channel (10). The oil pressure in the second channel (10) pushes the second piston ( 1 1) against the second spring (12). At this position, the second piston (1 1 ) cannot move in the second channel (10), since flow is prohibited by the safety valve (9) and the first piston (7). In this case, the valves (30) are opened against high in-cylinder (30) pressure, thereby realizing compression release braking.
  • the resulting hydraulic lock will prevent movement of the second piston (1 1) regardless of how high the pressure in the chamber is.
  • the second cam (21) is activated, and by pushing the second main piston (20), pumps the oil from the cylinder (26) to the fifth channel (22) and pushes the pushing piston (27) thereby moving the valves (30).
  • a valve spring (31) is provided to maintain the continuous contact between the second main piston (20) and the second cam (21) and to enable closing of the valves (30). Therefore the valve (30) opening action provided by the second cam (21 ) takes place against the valve spring (31 ).
  • the second cam (21 ) is configured to perform engine brake cycle, therefore it works under higher pressures compared to the main cycle.
  • the first cam (18) will not be activated unless the third channel (16) is completely filled with oil.
  • the movement of the first cam (18) is disabled thanks to the alignment of the cavity (14) with the opening (15) located on the second piston (11) and to the clearance between the third channel (16) and the cavity (14), which opens to the crankcase.
  • the solenoid valve (22) is deactivated lowering the pressure in the inlet channel (6).
  • the first piston (7) moves downwards under the action of the first spring (8) thereby discharging the pressurized oil in the second channel (10) by aligning the upper channel (5) with the outlet channel (4).
  • the second piston (11) starts to move upwards as the compressed spring force of the second spring (12) starts to overcome the oil pressure in the second channel (10).
  • the third channel ( 16) and the fifth channel (22) are connected to each other; and the second piston (1 1) starts to pump the oil into the cylinder (26) with the movement it receives from the first cam (18). This way, the first cam (18) is activated.
  • the first cam (18) performs the main cycle, and as it is also described above, valves require much lower valve opening pressures during the main cycle compared to the engine brake cycle.
  • the oil pressure which is created by the hydraulic lock that enables the valves (30) to open upon being combined from the third channel (16) and the fifth channel (22), exerts an equal pressure at the channels and clearances within the first piston (7) and this way there is no net force in the first piston (7) and the first piston (7) is enabled to keep its position by means of the force exerted by the first spring (8).
  • the sizes of the second piston (11) and the body (13), on which the second piston (1 1 ) is located are adjusted such that the third channel (16) will start to open when the cavity (14) starts to be closed by the second piston (1 1) and the third channel (36) will be in interaction with the cavity (14) in order to prevent hydraulic lock within the fourth channel (19) when switching from the second cam (21) to the first cam (18) (seen in Figure 3).
  • the size of the cavity (14) located on the surface of the body (13) is such that it will provide interaction with the opening (15) before being closed by the second piston (1 1) (seen in Figure 4).
  • the valve mechanism (25) is utilized so as to enable renewing of the decreasing oil when the valves (30) are in closed position.
  • the check valve (24) prevents backflow of oil in the cylinder (26) to the main oil line.
  • the pin (29) pushes the valve in the valve mechanism (25) and thus the oil within the engine main line is enabled to supply the oil within the valve timing system (1).
  • the valve timing system (1 ) of the present invention can be integrated in exactly the same way to the intake valve system side. This way, two-stroke engine braking can be achieved and an engine brake power which is much higher than those of the current engine brake systems can be achieved.
  • the solenoid valve (2) and the valve mechanism (25) are added to the valve timing system (1 ) exactly the same way for the intake valve (30) systems side.
  • two second pistons (1 1) provided for the intake and exhaust sides can be actuated at the same time.
  • valve timing system (1) Since a completely new r cam profile which is independent from the other profile can be activated in the valve timing system (1), it is possible both to increase the valve (30) opening more than it is provided by the first cam (18) profile and to open it earlier.
  • valve timing system (1) of the present invention lost motion is not rec ⁇ uired, preferably two independent cam designs separate for each intake and exhaust valve which are independent from each other can be made and arranged in the current design area, variable valve (30) timing actuators can be provided as much more inexpensive and lightweight, and the requirement of valve (30) lash adjustment is eliminated. Use of valve train components which are critical in terms of wear is eliminated. Thus the excessive wear problem in the valve (30) system is significantly reduced.
  • opening closing height and timing of the valves (30) can be changed by means of the cams (first cam (18) and second cam (21 )) which are designed to be two or more according to need for each cylinder (26).
  • first cam (18) and second cam (21) has the standard opening closing profile of the valve (30) while the other cam (or cams) (first cam (18) and second cam (21)) has/have the profile necessary for the engine braking system. If the system is developed separately for the intake and exhaust valves, high engine brake powers can be attained by means of the two- stroke compression release engine brake (shown in Figure 1).

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

The present invention relates to a valve timing system (1) in internal combustion engines providing certain advantages such as; not requiring any lost motion, allowing multiple independent cam profiles design for intake and similarly for exhaust valves, allowing more packaging space in current design area, providing opportunity to use variable valve timing actuators which are of low cost and weight, eliminating the need of valve lash adjustment and eliminating the use of valve train components which are subjected to wear in time.

Description

DESCRIPTION
VALVE TIMING SYSTEM
Field of the Invention
The present invention relates to adjustable engine valves operated by a hydraulic system.
Background of the Invention
In conventional valve timing systems the rocker arm pivots around a fixed rocker shaft. These systems enable opening and closing of only one valve controlled by a profile on a cam. Recently, various systems which enable different valve actuation by varying the timing and/or the valve lift have been developed. One example of these systems is the "Multi Air' system developed by Fiat. Detailed description of the said system is given in the International patent document no. WO9834014A1. Jacobs Manufacturing Company also has hydraulically actuated variable valve actuation and engine brake systems. Furthermore, Ostfalia University also has a similar variable valve actuation system. This system employs a piezo actuator and a stroke ratio. These systems are very expensive due to the massive, numerous and complex components they have.
International patent document no. WO9706355, an application in the state of the art, discloses an engine valve structure actuated by a hydraulic system. The engine cylinder valve (30) and the engine cam (40) are connected to each other via an electrically controlled hydraulic system. Lost motion is permitted by deactivating the hydraulic fluid. The electrical control system optimizes engine performance by changing the amount of fluid in the hydraulic channels which helps to adjust duration and extent of valve openings. The method disclosed in the patent document no. WO9706355 is a system which determines the portion of the cam profile which is desired to be eliminated. Therefore, it is in fact a "variable lost motion" system. Its major advantage is that the amount of lost motion can be increased as much as desired. With this method, it is not possible to open the valve to an extent more than the amount determined by the cam profile or to open the valve before the time determined by the cam profile. Thus it is not a fully variable valve actuation system.
International patent document no. WO2007142724, an application known in the art, discloses an exhaust valve actuated by a hydraulic system. This system also includes a braking control valve. This invention adjusts operation of the valve actuator according to the extent of the valve opening. There are two cam mechanisms in this invention. While one of these cam mechanisms ( 172) adjusts the valve opening, the other cam mechanism (126) adjusts the timing of fuel supply to the engine cylinder. By means of the patent document no. WO2007142724, in addition to a cam profile which is always active, another cam profile (126), which is already present for adjusting the injection timing in the engine, is enabled to be actuated when desired. In this method, the cam 172 is always in interaction with the valve. Thus, the main difference of this system from the mentioned system present in this invention application is that 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. When the valves are coming to the closed position (when passing from the cam lobe nose to base circle), openings of the valves are adjusted independent from the cam profile. In certain cases, 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. The 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).
When the power density engine brake system of Jacobs Vehicle Systems is examined, since the cam designed for braking requires 2 times more valve train components, it is significantly restricted with the geometry and layout of the current system. In such systems, large design areas are required on the engine. Additionally, another disadvantage thereof is that the alternative cam profile can only drive one of the intake or exhaust valves. On the other hand, it is known that this system makes loud noise during operation. The system developed by Ostfalia University is excessively complex since it requires a closed loop control system and special piezo actuators for every 2 valves. Moreover, when the engine is stopped and oil leaks from the clearances, the valves will fall over the piston since no valve spring is being used. Therefore, it is understood that this system is developed only for research purposes. Summary of the Invention
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. Detailed Description of the Invention
"A valve timing system" developed to fulfill the objective of the present invention is illustrated in the accompanying figures, in which: 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.
The components given in the figures are assigned reference numbers as follows:
1. Valve timing system
2. Solenoid valve
3. Main oil line
4. Outlet channel
5. Upper channel
6. Inlet channel
7. First piston
8. First spring
9. Safety valve
10. Second channel
11. Second piston
12. Second spring
13. Body
14. Cavity
15. Opening
16. Third channel
17. First main piston
38. First cam
19. Fourth channel
20. Second main piston
21. Second cam
22. Fifth channel
23. Sixth channel
24. Check valve
25. Valve mechanism
26. Cylinder 27. Pushing piston
28. Valve assembly
29. Pin
30. Valve
31. Valve spring
The valve timing system (1) of the present in vention used in compression brakes in internal combustion engines basically comprises
at least one solenoid valve (2),
- at least one main oil line (3) through which oil is pumped,
- at least one outlet channel (4),
- at least one upper channel (5),
- at least one inlet channel (6) to which the solenoid valve (2) is mounted and to which oil is delivered from the main oil line (3),
- at least one first piston (7) located within the inlet channel (6),
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 second channel (10) to which the open end of the safely valve
(9) is connected,
at least one second piston (1 1) which moves within the second channel
(10) ,
- at least one second spring (12) to which the second piston (1 1) exerts pressure,
- at least one body (13) into which the second channel (10) fits and in which the second piston (11) and the second spring (12) are located,
at least one cavity (14) located on the body (13) surfaces,
an opening (15) in the structure of the second piston (1 1),
- at least one third channel (16), by which the cavity (14) located on the body (13) surface opens outwards from the body (13), at least one first main piston (17) to which the end of the third channel ( 16) that does not fit into the cavity ( 14) opens out
at least one first cam (18) which operates in connection with the first main piston (17),
- at least one fourth channel ( 19), by which the other cavity (14) located on the body (13) surface opens outwards from the body (13).
- at least one second main piston (20) to which the end of the fourth channel (19) that does not fit into the cavity (14) opens out,
at least one second cam (21) which operates in connection with the second main piston (20),
- at least one fifth channel (22) which opens outwards from the surface of the body (13),
- at least one sixth channel (23) which branches out from the fifth channel (22),
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,
- at least one cylinder (26) which is located at the end of the fifth channel (22) that is not connected to the body (13),
- at least one pushing piston (27) which is located in the cylinder (26),
- at least one valve assembly (28) to which the end of the pushing piston (27) opens out,
at least one pin (29) which is located between the valve assembly (28) and the valve mechanism (25),
- valves constituting the valve assembly (28),
valve springs (31) which enable opening and closing of the valves (30).
In the valve timing system (1) of the present invention, upon being activated, 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. In this (stationary) position of the first piston (1 1), 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. At this position of the second piston (I I ), 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.
In order to activate the first cam (18), 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). At this position, 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). Likewise, 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. When the valves (30) are in open position, the check valve (24) prevents backflow of oil in the cylinder (26) to the main oil line. When the valves (30) are close to the closed position, 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. In this case, 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. Likewise, by actuating a single solenoid valve (2), two second pistons (1 1) provided for the intake and exhaust sides can be actuated at the same time.
Since a completely newr 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.
Thanks to the 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. With the developed valve timing system (1), 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). One of the designed cams (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).

Claims

1. A valve timing system (1 ), which is used in compression release brakes in internal combustion engines, basically comprising
- at least one solenoid valve
(2),
- at least one main oil line
(3) through which oil is pumped,
- at least one outlet channel
(4),
at least one upper channel
(5),
at least one inlet channel
(6) to which the solenoid valve (2) is mounted and to which oil is delivered from the main oil line (3),
- at least one first piston
(7) located within the inlet channel (6),
- 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); and characterized by
at least one second channel (10) to which the open end of the safety valve
(9) is connected,
- at least one second piston (1 1) which moves within the second channel
(10) ,
- at least one second spring (12) to which the second piston (11) exerts pressure,
- at least one body (13) into which the second channel (10) fits and in which the second piston (1 1) and the second spring (12) are located,
- at least one cavity (14) located on the body (13) surfaces,
- an opening (15) in the structure of the second piston (11),
- at least one third channel (16), by which the cavity (14) located on the body (13) surface opens outwards from the body (13),
at least one first main piston (17) to which the end of the third channel (16) that does not fit into the cavity (14) opens out,
- at least one first cani (18) which operates in connection with the first main piston (17), - at least one fourth channel (19), by which the other cavity (14) located on the body (13) surface opens outwards from the body (13),
at least one second main piston (20) to which the end of the fourth channel (19) that does not fit into the cavity ( 14) opens out,
at least one second cam (21) which operates in connection with the second main piston (20).
at least one fifth channel (22) which opens outwards from the surface of the body (13),
at least one sixth channel (23) which branches out from the fifth channel (22),
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,
- at least one cylinder (26) which is located at the end of the fifth channel (22) that is not connected to the body (13),
- at least one pushing piston (27) which is located in the cylinder (26),
at least one valve assembly (28) to which the end of the pushing piston (27) opens out,
at least one pin (29) which is located between the valve assembly (28) and the valve mechanism (25),
- valves constituting the valve assembly (28),
valve springs (31) which enable opening and closing of the valves (30).
2. The valve timing system (1) according to Claim 1, characterized by the solenoid valve (2), which, upon being activated, 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).
3. The valve timing system (1) according to Claim 1 or Claim 2, characterized by the second channel (10), the oil pressure in which pushes the second piston (1 1 ) against the second spring (12). 4. The valve timing system (1 ) according to any one of the preceding claims, characterized by the valve spring (31) which 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). 5. The valve timing system (1) according to any one of the preceding claims, characterized by the valves (30) which enable compression release brake by being opened against high in-cylinder (30) pressure.
The valve timing system (1 ) according to any one of the preceding claims, characterized by the second channel (10) in which the second piston (11) cannot move since flow is prohibited by the safety valve (9) and the first piston (7).
7. The valve timing system (1) according to any one of the preceding claims, characterized by the second cam (21), which, when activated, pushes the second main piston (20) and thus pumps the oil from the cylinder (26) to the fifth channel (22) and pushes the pushing piston (27) thereby starting to move the valves (30). 8. The valve timing system (1) according to any one of the preceding claims, characterized by the first cam (18), for which, in order to be activated, the pressure in the inlet channel (6) is lowered by deactivating the solenoid valve (2). 9. The valve timing system (1) according to any one of the preceding claims, characterized by the first piston (7) which 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). 10. The valve timing system (1) according to any one of the preceding claims, characterized by the second piston (1 1) which 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).
11. The valve timing system (1) according to any one of the preceding claims, characterized by the second piston (1 1), which, when the third channel (16) and the fifth channel (22) are connected to each other, starts to pump the oil into the cylinder (26) with the movement it receives from the first cam (18) and thus enables to activate the first cam ( 18).
12. The valve timing system (1) according to any one of the precedmg claims, characterized by the valve mechanism (25) which is utilized so as to enable renewing of the decreasing oil when the valves (30) are in closed position.
13. The valve timing system (1 ) according to any one of the preceding claims, characterized by the check valve (24), which, when the valves (30) are in open position, prevents backfiow of oil in the cylinder (26) to the main oil line.
14. The valve timing system (1) according to any one of the preceding claims, characterized by the pin (29), which, when the valves (30) are close to the closed position, pushes the valve in the valve mechanism (25) and thus enables the oil within the engine main line to supply the oil within the valve timing system (1).
15. The valve timing system ( 1 ) according to any one of the preceding claims, characterized by the cams (first cam (18) and second cam (21)) which enable opening closing height and timing of the valves (30) to be changed and which are designed to be two or more for each cylinder (26) according to need.
16. The valve timing system (1) according to any one of the preceding claims, characterized by the second piston (1 1) and the body (13), on which the second piston (1 1) is located, whose sizes are adjusted such that the third channel (16) will start to be opened when the cavity (14) starts to be closed by the second piston (1 1 ) and the third channel. (16) will be in communication 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).
17. The valve timing system (1) according to any one of the preceding claims, characterized by the cavity (14), whose size is such that it will provide communication with the opening (15) before being closed by the second piston (11), and which is located on the surface of the body (13).
EP15736065.2A 2014-04-29 2015-04-24 Valve timing system Active EP3137743B1 (en)

Applications Claiming Priority (2)

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TR201404844 2014-04-29
PCT/TR2015/000179 WO2015167412A1 (en) 2014-04-29 2015-04-24 Valve timing system

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EP3137743A1 true EP3137743A1 (en) 2017-03-08
EP3137743B1 EP3137743B1 (en) 2018-05-09

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CN (1) CN106661973B (en)
RU (1) RU2016146472A (en)
TR (1) TR201615225T1 (en)
WO (1) WO2015167412A1 (en)

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EP3184761B1 (en) * 2015-12-24 2018-04-18 C.R.F. Società Consortile per Azioni System for variable actuation of a valve of an internal-combustion engine
EP3184778B1 (en) 2015-12-24 2020-02-05 C.R.F. Società Consortile per Azioni System for variable actuation of a valve of an internal-combustion engine
CN106870055B (en) * 2016-12-26 2019-07-30 潍柴动力股份有限公司 Variable valve control apparatus, control method and the engine comprising the device
GB2568044A (en) * 2017-11-01 2019-05-08 Eaton Srl Valve train assembly
TR201720332A2 (en) * 2017-12-14 2019-07-22 Ford Otomotiv Sanayi As A CULTIVATOR MECHANISM
CN110500156A (en) * 2019-08-29 2019-11-26 上海联芊电子科技有限公司 A kind of valve actuator, internal combustion engine, engine and the vehicles

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DE4227927C2 (en) * 1992-08-22 1995-02-23 Man Nutzfahrzeuge Ag Mechanism for switching an internal combustion engine from one operating mode to another operating mode
DE69611916T2 (en) * 1995-08-08 2001-06-21 Diesel Engine Retarders,Inc. A ENGINE BRAKE SYSTEM THROUGH DECOMPRESSION FOR AN INTERNAL COMBUSTION ENGINE
IT1291490B1 (en) 1997-02-04 1999-01-11 C R F Societa Consotile Per Az DIESEL CYCLE MULTI-CYLINDER ENGINE WITH VARIABLE ACTING VALVES
ATE346752T1 (en) 2002-06-20 2006-12-15 Obducat Ab MOLDING TOOL, METHOD FOR PRODUCING A MOLDING TOOL AND STORAGE MEDIUM FORMED BY USE OF THE MOLDING TOOL
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DE102008049181A1 (en) * 2008-09-26 2010-04-01 Schaeffler Kg Electrohydraulic valve control
JP2013100763A (en) * 2011-11-08 2013-05-23 Suzuki Motor Corp Four-cycle engine

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RU2016146472A3 (en) 2018-05-29
CN106661973B (en) 2019-04-12
WO2015167412A1 (en) 2015-11-05
EP3137743B1 (en) 2018-05-09
RU2016146472A (en) 2018-05-29
CN106661973A (en) 2017-05-10
TR201615225T1 (en) 2017-08-21

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