• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Summary According to a first aspect, the present invention relates to an internal combustion engine comprising, a first controllable engine valve (8) arranged to selectively open / close an internal combustion chamber (7) entering the internal combustion engine (1), and a gas handling drive system is provided. engine valve (8), which gas handling system comprises a closed, pneumatic pressure fluid circuit, the closed pressure fluid circuit comprising, connected in series with each other, a compressor (31) and a valve actuator (10) operatively connected to said first engine valve (8). The combustion engine is characterized in that the gas handling system further comprises a gas accumulator (38) which is connected to the closed pressure fluid circuit via at least one gas accumulator line (39), which comprises a controllable valve (40). In a second aspect, the present invention relates to a gas handling system for pneumatically controlling a valve actuator.
    公开号:SE1351231A1
    申请号:SE1351231
    申请日:2013-10-16
    公开日:2015-04-17
    发明作者:Anders Höglund；Urban Carlson；Christian V Koenigsegg
    申请人:Freevalve Ab；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION TECHNICAL FIELD OF THE INVENTION The present invention relates generally to an internal combustion engine lit for driving a vehicle, such as a car or truck, a vehicle or a vehicle, etc. . The internal combustion engines which are affected Or camshaft-free piston engines, which Oven Or kanda under the term "engine with free valves". In particular, the present invention relates to a combustion engine comprising a controllable first engine valve adapted to selectively open / close a combustion chamber entering the combustion engine, and a gas handling system adapted to drive said first engine valve, the gas handling system comprising a closed, pneumatic, pneumatic wherein the closed pressure fluid circuit comprises, connected in series with each other, a compressor and a valve actuator operatively connected to said first motor valve.
    In a second aspect, the present invention relates to a gas handling system for pneumatic drive of a valve actuator.
    Background of the invention and the state of the art In such a camshaft-free internal combustion engine, a pressure fluid, such as a liquid or gas, is used to effect a displacement / opening of one or more motor valves. This means that the camshafts, and associated equipment, which conventional combustion engines use to open the engine valves to let in air and to release exhaust gases from the combustion chambers have been replaced with a less space-consuming and more controllable system.
    In an engine designed for large torque outlets, the pressure in the combustion chambers increases proportionally with increasing torque outlets and the force acting on the 2 valve actuator to open the engine valve opening in relation to the combustion chamber increases accordingly. At high speeds, such as 6-8000 rpm, very quick opening of the engine valves is required so that filling of air or evacuation of exhaust gases from the engine cylinder is not limited. These conditions, ie. need for extremely fast High-frequency opening in a hag performance engine that has high back pressure in the engine combustion chamber 10 when opening the exhaust valves, which requires that the pressure has the pressure fluid upstream of the valve actuator here high, in the order of 8-30 bar. Downstream of the valve actuator, the pressure fluid has a lower pressure, in the order of 3-4 bar.
    At high speeds and high engine loads, the pressure difference between the low pressure side and the high pressure side should be in the order of 15-20 bar to obtain proper operation of the valve actuators, and ie the engine crosses at idle speed, or at 16 high speeds and low loads, the pressure difference between low pressure side and the high pressure side only be in the order of 2-5 bar. The lower pressure difference at 16 rpm is undesirable because the pressure has the pressure fluid increased by means of a compressor from the low pressure side to the high pressure side and during the pressure increase there is an energy consumption which increases in step with increasing pressure on the high pressure side.
    In situations that require rapid acceleration and / or very rapid conversion from low speed and low load to high speed and high load, for example when exiting a heavily trafficked national road or in the event of a sudden overtaking of a slow-moving vehicle, the pressure difference between the low-pressure side and the high pressure side is immediately raised to provide the acceleration required by the driver. A conventional compressor is dimensioned to be able to generate pressure differences of widely varying magnitude, however, they are not dimensioned to meet the desire to immediately immediately shift between strongly separated pressure difference levels and the pressure fluid flow.
    Furthermore, there is a sluggishness in today's system from giving a large pressure difference to a small pressure difference, ie. When the vehicle is driven again at the specified speed after the short / temporary increase in speed / engine load, it takes a while before the pressure difference and thus the high energy consumption is reduced to the desired level.
    Brief Description of the Objects of the Invention The present invention aims to obviate the above-mentioned disadvantages and shortcomings of prior art internal combustion engines and to provide an improved internal combustion engine. A basic object of the invention is to provide an improved internal combustion engine of the initially defined type, which is arranged to be able to immediately increase the pressure difference between the low pressure side and the high pressure side by increasing the pressure on the high pressure side of the pressure fluid circuit.
    A further object of the present invention is to provide an internal combustion engine which can quickly go from a large pressure difference to a small pressure difference between the low pressure side and the high pressure side.
    It is another object of the present invention to provide an internal combustion engine which, after each sudden increase in pressure difference, provides a seven-dip detector for the immediate need for a sudden increase in pressure difference.
    Brief description of the features of the invention According to the invention, at least the basic object is achieved by means of the initially defined combustion engine and of the gas handling system for pneumatic drive of a valve actuator, which has the features defined in the 4 independent claims. Preferred embodiments of the present invention are further defined in the dependent claims.
    According to a first aspect of the present invention, there is provided an internal combustion engine of the initially defined type, which is characterized in that the gas handling system further comprises a gas accumulator connected to the closed pressure fluid circuit via at least one gas accumulator line, which comprises a controllable valve.
    According to a second aspect of the present invention, there is provided a gas handling system for pneumatically operating a valve actuator, comprising a closed, pneumatic pressure fluid circuit, the closed pressure fluid circuit comprising, connected in series with each other, a compressor and a valve actuator. The gas handling system is characterized in that it comprises a gas accumulator which is connected to the closed pressure fluid circuit via at least one gas accumulator line, which comprises a controllable valve.
    Thus, the present invention is based on the insight that a gas accumulator is arranged to store previous pressure peaks in order to be able to rapidly supply a large volume of pressure fluid under high pressure to the closed pressure fluid circuit in order to obtain an immediate pressure increase on the high pressure side of the pressure fluid circuit.
    According to a preferred embodiment of the present invention, the closed pressure fluid circuit comprises a primary pressure fluid channel extending from the compressor to an inlet opening of the valve actuator, the gas accumulator Or being connected to the primary pressure fluid channel via a first gas accumulator line, which comprises a controllable valve.
    According to a preferred embodiment of the present invention, the gas accumulator is connected to said primary pressure fluid channel via a second gas accumulator line, which comprises a non-return valve arranged to allow flow in the direction of the gas accumulator. In this way, it is ensured that when the controllable valve in the first gas accumulator line is closed, the pressure in the gas accumulator is always equal to the highest pressure peak in the high pressure side of the closed pressure fluid circuit.
    According to a preferred embodiment, the compressor has variable displacement. This means that the pressure rise has the high pressure side of the pressure fluid circuit can be accelerated further by driving the displacement of the compressor in connection with rapidly increasing speed and increasing load. The size of the displacement is controlled by the pressure differences between the top and bottom of the compressor pistons, i.e. the pressure ratio aver the compressor.
    According to a preferred embodiment, the closed pressure fluid circuit comprises a secondary pressure fluid channel extending from a cylinder head chamber having the closed pressure fluid circuit to the compressor, the gas accumulator being connected to said secondary pressure fluid channel via a third gas accumulator line which comprises a controllable valve. In addition, it is preferred that a non-return valve is arranged in the second secondary pressure fluid channel upstream of the position where the third gas accumulator line opens into the secondary pressure fluid channel, the non-return valve Or being arranged to allow flow in the direction of the compressor. This means that the average pressure on the upper side of the compressor pistons increases, which gives a rapid increase in the displacement of the compressor.
    Further advantages and features of the invention will be apparent from the other independent claims and from the following detailed description of the preferred embodiments.
    Brief Description of the Drawings A more complete understanding of the above and other features and advantages of the present invention will become apparent from the following detailed description of preferred embodiments when taken in conjunction with the accompanying drawings, in which: Fig. 1 is a schematic sectional view. side view of a part of an internal combustion engine, Fig. 2 is a schematic sectional side view of a valve actuator, Fig. 3 is a partially sectioned schematic perspective view of a cylinder head and cylinder head cabinets, and Figs. 4-9 are schematic circuit diagrams showing examples of alternative the design of a gas handling system for pneumatic control of a valve actuator.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS References are initially made to Figure 1 as a schematic representation of a part of an internal combustion engine according to the invention, generally designated 1. The internal combustion engine 1 comprises a cylinder block 2 with at least one cylinder 3. Usually said cylinder block 2 comprises three or four cylinders . In the embodiment shown, reference is made only to one cylinder 3, however, it should be understood that the equipment described below in connection with the cylinder 3 shown is applied to all cylinders of the internal combustion engine 1 in cases where the internal combustion engine comprises several cylinders.
    Furthermore, the internal combustion engine 1 comprises a piston 4 which is axially displaceable in the said cylinder 3. The piston 4's, axial displacement back and forth, is transferred conventionally to a connecting rod 5 connected to the piston 4 which in turn is connected to and drives a crankshaft (not shown) in rotation.
    The combustion engine 1 also comprises a cylinder head 6 which, together with the said cylinder 3 and the said piston 4, delimits a combustion chamber 7. In the combustion chamber 7 ignition of a mixture of fuel and air takes place in a conventional manner and is not described herein. The cylinder head 6 comprises at least one first controllable motor valve 8, in addition to 35 gas as a gas exchange valve, in the embodiment shown the cylinder head also comprises a second controllable motor valve 9. In the embodiment shown, one motor valve 8 constitutes a supply air valve which is arranged to selectably open / rod for supplying air to the combustion chamber 7, and the second engine valve 9 in the embodiment shown is an exhaust air valve, or exhaust valve, which is arranged to optionally open / close for evacuation of exhaust gases from the combustion chamber 7.
    The internal combustion engine 1 further comprises a valve actuator, generally designated 10, which is operatively connected to said motor valve 8 and which is arranged in a closed pressure fluid circuit has the internal combustion engine 1. The valve actuator 10 comprises a pneumatic pressure fluid circuit having at least one inlet opening and at least one pressure fluid 11. outlet port 12 for pressure fluid. The pressure fluid Or a gas or gas mixture, preferably air or gas. Air has the advantage that it is easy to replace pressure fluid or supply more pressure fluid in the closed pressure fluid circuit lacquer, and nitrogen gas has the advantage that it lacks oxygen, which prevents oxidation of other elements.
    In the case where the internal combustion engine 1 comprises several valve actuators Or these are arranged parallel to each other in said closed pressure fluid circuit. Each valve actuator may be operatively connected to one or more engine valves, for example the combustion engine may comprise two supply air valves 8 which are co-operated by one and the same valve actuator 10, however, it is preferred that each valve actuator drive one engine valve each to obtain maximum oral control of the internal combustion engine. Operation.
    The description below of the internal combustion engine 1 will include only one engine valve 8 and one valve actuator 10, but it will be appreciated that the corresponding (Jailer for all engine valves and valve actuators am not otherwise stated).
    The internal combustion engine 1 also comprises a cylinder 35 chamber 13 which encloses said closed pressure fluid circuit and which is delimited by said cylinder head 6 and a cylinder head housing 14. In the embodiment shown, the cylinder head housing 14 is divided into two parts, which parts are individually connectable to and detachable from the cylinder head 6. by means of screws 15. The cylinder head chamber 13 preferably has a volume in the order of 3-10 liters, typically in the order of 5-6 liters. In an alternative embodiment, there is only one cylinder head housing 14 which, together with the cylinder head 6, alone defines the cylinder head chamber 13.
    The at least one outlet opening 12 of the valve actuator 10 in fluid communication with the cylinder head chamber 13, i.e. the pressure fluid which discharges the valve actuator 10 via the said at least one outlet opening 12 flows out into the cylinder head chamber 13. In cases where the combustion engine 1 comprises several valve actuators, the outlet openings for pressure fluid of all valve actuators preferably end in one and the same cylinder head chamber.
    Preferably, the entire valve actuator 10 is arranged in said cylinder head chamber 13, and it is also preferred that the valve actuator 10 be releasably connected to said cylinder head housing 14, for example by means of a bolt 16, or similar fasteners. Thus, in this embodiment, the valve actuator 10 "hangs" in the cylinder head housing 14 without being in contact with the cylinder head 6. If the valve actuator 10 were to be in contact with the cylinder head housing 14 and the cylinder head 6, a design-disadvantageous tolerance chain is obtained.
    Reference is now made to Figure 2, which shows a schematic representation of the valve actuator 10.
    The valve actuator 10 comprises an actuator piston disc 17 and an actuator cylinder 18 which defines a downwardly open cylinder volume. The actuator piston disc 17 divides said cylinder volume into a first, upper part 19 and a second, lower part 20 and is axially displaceable in said actuator cylinder 18. The actuator piston disc 17 forms part of an actuator piston, generally designated 21, which Or is arranged to abut and 35 motor valve 8. Furthermore, the actuator piston 21 comprises means 22 for axial elimination play in relation to said motor valve 8. The play elimination means 22 is preferably hydraulic, and ensures that when the actuator piston 21 is in its upper water layer, the actuator piston 21 remains in contact with the first motor valve 8. the same is closed, in order to correct for mounting tolerances, thermal expansions, etc. Thus, the axial length of the actuator piston 21 is automatically adjusted by means of the clearance eliminating means 22.
    The second part 20 of the cylinder volume of the valve actuator 10 is in fluid communication with the said cylinder head chamber 13. In this case it is ensured that the same pressure acts on the actuator piston disc 17 from the first part 19 of the cylinder volume and from the second part 20 of the cylinder volume. Upper water layer. Thus, the seal between the actuator piston disc 17 and the actuator cylinder 18 is not critical, but some lacquering can be allowed in order to minimize the resistance to displacement of the actuator piston disc 17, and at rest the actuator piston disc is not affected by changes in the legal pressure level.
    The valve actuator 10 comprises a controllable inlet valve 20 which is arranged to open / close the inlet opening 11, a controllable outlet valve 24 which is arranged to open / close the outlet opening 12, a hydraulic circuit, generally designated 25, which in turn comprises a non-return valve 26 arranged to filling of the hydraulic circuit 25 and a controllable emptying valve 27 arranged to control emptying of the hydraulic circuit 25. It should be noted that the valves in the valve actuator 10 are schematically represented and can for instance consist of slide valves, seat valves, etc. Furthermore, several of the above-mentioned controllable valves can be even 30 body. Each valve can furthermore be directly or indirectly electrically controlled. By directly electrically controlled is meant that the position of the valve is directly controlled by, for example, an electromagnetic device, and by indirect electrically controlled is meant that the position of the valve is controlled by a pressure fluid 35 which in turn is controlled by, for example, an electromagnetic device.
    In order to obtain a displacement of the actuator piston plate 17 downwards, in order to open the motor valve 8, the inlet valve 23 is opened to allow the filling of pressure fluid with high pressure into the upper part 19 of the cylinder volume. As the actuator piston 21 is displaced downwards, the non-return valve 26 of the hydraulic circuit 25 opens, the warp hydraulic fluid is sucked in and replaces the volume which the actuator piston 21 leaves. Then the inlet valve 23 is closed and the pressure fluid which has entered the 6v-re part 19 of the cylinder volume is allowed to expand warp the actuator piston disc 17 continues its movement downwards. DA the pressure fluid in the upper part 19 of the cylinder volume does not have the strength to displace the actuator piston disc 17 further, i.e. If the pressure on the underside of the actuator piston plate 17 and the return spring 28 of the first motor valve 8 is as high as the pressure on the top of the actuator piston plate 17, the actuator piston plate 17 remains (read) in this lower position of the hydraulic valve 27. closed at the same time as the non-return valve 26 of the hydraulic circuit 25 is closed 20 automatically. To effect a return movement, the outlet valve 24 is opened to allow evacuation of pressure fluid from the upper part 19 of the cylinder volume, and to that end the emptying valve 27 of the hydraulic circuit 25 is opened, the actuator piston plate 17 is displaced upwards and the hydraulic fluid 25 is evacuated from the hydraulic circuit 25. 17 of the cylinder volume to the pick-up chamber 13.
    Male reference is now made primarily to Figure 3, which shows a partially sectioned schematic perspective view of, among other things, a cylinder head and cylinder head cabinets.
    The cylinder head housing 14 comprises a pressure fluid manifold 29 which is connected to the valve actuator 10 at least one inlet opening 11. The pressure fluid manifold 29 extends along the axial length of the cylinder head housing 14. Said pressure fluid manifolds 29 form part of a primary pressure fluid channel 30 which extends from a compressor 31 to the valve actuator 10 at least one inlet opening 11. The compressor 31 is arranged to supply pressure fluid under high pressure to the valve actuators. Furthermore, a secondary pressure fluid channel 32 (see Figure 1 above) extends from the cylinder head chamber 13 to the compressor 31.
    The volume of the primary pressure fluid channel 30, the high pressure side, should be kept as small as possible so that the temperature of the pressure fluid will drop as little as possible from the compressor 31 to the valve actuator 10. The volume of the cylinder head chamber 13 and the secondary pressure fluid channel 32, the low pressure side, the other side is maximized so that the pressure ratio between the low pressure side and the high pressure side is affected as little as possible when the compressor 31 draws air from the low pressure side. Preferably, the volume of the cylinder head chamber 13 and the secondary pressure fluid passage 32 is at least ten times greater than the volume of the primary pressure fluid passage 30, most preferably at least fifteen times greater.
    The compressor 31 preferably has variable compressor volume / displacement or otherwise controllable output, and usually the compressor 31 is driven via the crankshaft of the internal combustion engine 1. At high speeds and high torque outputs higher pressure of the pressure fluid in the primary pressure fluid channel 30 is required and at low speeds and added torque output lower pressure of pressure fluid in the primary pressure fluid channel 30 is required. and high engine load / torque output and in the order of 2-5 bar at low speeds and low engine loads. PREFERREDLY, the compressor 31 of the axial piston pump type, English term "swashplate", which provides variable displacement by means of a plurality of pistons of variable stroke through all the pistons Or arranged in the inboard ditch layers in their respective cycles. The stroke is determined by the inclination of a sliding plate, which acts against and by rotation drives the pistons to perform an axial movement, and the center axis of which undergoes a nutating movement. For each vary the slide plate is rotated, all pistons will have performed one cycle. The inclination of the sliding plate is suedes variable / adjustable.
    The pressure level of the high pressure side Or is in the order of 8-5 30 bar to open an inwardly opening engine valve with sufficient speed when a high back pressure rides in the combustion chamber, and the pressure level has the low pressure side is in the order of 4-8 bar.
    Furthermore, the cylinder head cover 14 comprises a hydraulic fluid manifold 33 connected to an inlet opening 34 of said hydraulic circuit 25 having the valve actuator 10. The hydraulic fluid manifold 33 extends along the axial length of the cylinder head 14, parallel to the pressure fluid manifold 29. A pump 35, or the like, arranged to supply pressurized hydraulic fluid to the hydraulic fluid manifold 33 via a conduit 36. Furthermore, the cylinder head housing 14 includes all necessary electrical infrastructure (not shown) to control, among other things, the valve actuator 10, for various sensors, etc.
    Reference is now made primarily to Figures 4-9, which schematically show alternative embodiments of a gas handling system according to the invention for pneumatic control of a valve actuator 10, which gas handling system comprises a pneumatic, closed pressure fluid circuit.
    Figures 4-9 show the compressor 31 on the right, the primary pressure fluid channel 30 (high pressure side) at the top, the valve actuator 10 on the left, and the secondary pressure fluid channel 32 (the low pressure side) at the bottom. The pressure fluid thus flows counterclockwise in the figures, which is illustrated by means of an arrow 37 in figure 4.
    It is essential to the present invention that the gas handling system comprises a gas accumulator 38 which is connected to the closed pressure fluid circuit via at least one gas accumulator line, which comprises a controllable valve.
    Manual reference is now made to Figure 4, which shows a first embodiment drawn in front. In this embodiment, the gas accumulator 38 is connected to said primary pressure fluid channel 30 via 13 a first gas accumulator line 39, which comprises a controllable valve 40.
    If there is a need for rapid pressure rise on the high-pressure side from a low pressure level to a high pressure level, for example in response to the accelerator pedal in the vehicle being depressed rapidly and / or the speed rising rapidly, the control valve 40 in the first gas accumulator line 39 is opened. , which has a better pressure level than the current pressure level on the high pressure side, flows into the primary pressure fluid channel 30 and provides immediate pressure increase on the high pressure side. The pressure level in the gas accumulator 38 decreased slightly. The volume of the gas accumulator 38 is preferably at least four times larger than the volume of the primary pressure fluid passage 30. Preferably, the compressor 31 has variable displacement controlled by the pressure conditions above the compressor 31 and the pressure on the underside of the compressor pistons. automatic Increase of the displacement of the compressor 31, which leads to further pressure increase.
    Preferably, a first pressure sensor 41 is connected to the gas accumulator 38, and a second pressure sensor 42 is connected to the primary pressure fluid passage 30, to ensure that the pressure level in the gas accumulator 38 is higher than the pressure level in the primary pressure fluid passage 30 before the controllable valve 40 in the first gas accumulator line 39 is obtained. In the embodiment shown, a third pressure sensor 43 is also connected to the secondary pressure fluid channel 32, in order to be able to determine the pressure conditions between the low-pressure side and the high-pressure side.
    As the pressure in the gas accumulator 38 is used to briefly raise the pressure level in the primary pressure fluid passage 30, the controllable valve 40 in the first gas accumulator line 39 is closed. As the pressure level on the high pressure side Ater is to be lowered, the control valve 40 in the first gas accumulator line 39 is refilled. 38.
    Preferably, the compressor 31 is active to refill the gas accumulator 38 to a predetermined level, regardless of whether the need for high pressure pressure fluid to the valve actuator 10 remains or not.
    Reference is now made to Figure 5, which shows a second embodiment. Only differences in relation to the embodiment according to Figure 4 will be described.
    In addition to the first embodiment according to Figure 4, the internal combustion engine 1 comprises a second gas accumulator line 44 which extends between the primary pressure fluid channel 30 and the gas accumulator 38 and which comprises a non-return valve 44, which is arranged to allow surface in the direction of the gas accumulator 38. controllable valve 40 in the first gas accumulator line 39 can be shut off as soon as the desired pressure boiling is provided in the primary pressure fluid passage 30. Then the non-return valve 45 in the second gas accumulator line 44 ensures that the last modified highest pressure peak in the primary pressure fluid passage 30 is forwarded to and stored in the gas accumulator 38. A simpler and automatic fitting of the gas accumulator 38 is provided. Furthermore, the second gas accumulator line 44 also comprises a flow restricting means 44 ', which is realized, for example, by a throttling. The function of the flow restrictor 44 'is to delay / limit so that the elevated pressure delivered by the compressor 31 is not primarily used to refill the gas accumulator 38.
    Reference is now made to Figure 6, which shows a third embodiment. Only differences in relation to the embodiment according to Figures 4 and 5 will be described.
    In this embodiment, and in subsequent embodiments, the cylinder head chamber 13 arranged between the secondary pressure fluid channel 32 and the valve actuator 10 is also shown. However, it should be noted that the cylinder head chamber 13 can be dispensed with in the third and subsequent embodiments, and may be included in the first and second embodiments. .
    In the third embodiment of Figure 6, the gas handling system includes a third gas accumulator conduit 47 extending between the gas accumulator 38 and the secondary pressure fluid passage 32 and comprising a controllable valve 48. The first gas accumulator conduit 39 shown in the first and second embodiments is not found in the third embodiment. .
    In the event of a rapid pressure rise on the high pressure side from a low pressure level to a high pressure level, the controllable valve 48 in the third gas accumulator line 47 is opened, whereby the trapped volume of pressure fluid flows into the secondary pressure fluid passage 32. Thus the compressor 31 is fed with a thicker pressure fluid. provides faster increase of the compressor 31 displacement and thus provides faster pressure increase on the high pressure side. Preferably, the third gas accumulator line 47 is connected to the secondary pressure fluid channel 32 near or directly adjacent to the compressor 31, in other words, the third gas accumulator line 47 is most heist connected to the secondary pressure fluid channel 32 in the interface between the compressor 31 and the secondary pressure fluid channel 32.
    Preferably, the compressor 31 has variable displacement which is controlled by the pressure conditions. Over the compressor 31 and the pressure on the underside of the compressor pistons, the compressor 31 is arranged so that when the pressure increases at the inlet of the compressor 31, the displacement of the compressor 31 occurs automatically.
    Reference is now made to Figure 7, which shows a fourth procedure. Only differences in relation to the embodiment 30 according to Figure 6 will be described.
    In the fourth embodiment according to Figure 7, the second gas accumulator line 44, in addition to the non-return valve 45, comprises a controllable valve 45 ', in order to prevent refilling of the gas accumulator 38 as the need for pressure hopping in the high pressure side remains. It is further preferred that a non-return valve 49 is arranged in the secondary pressure fluid passage 32 upstream of the position where the third gas accumulator line 47 opens into the secondary pressure fluid passage 32, which non-return valve 49 is arranged to allow flow in the direction of the compressor 31 and thus prevents it the supplied pressure fluid flows into the cylinder head chamber 13.
    In an alternative (not shown) embodiment, the third gas accumulator line 47 is connected directly to the compressor 31 and the non-return valve 49 is also preferably arranged in the compressor 31.
    Furthermore, the controllable valve 45 'in the second gas accumulator line 44 means that the gas accumulator 38 is not refilled / accommodated until the said controllable valve 45' is opened. This means that the volume at which the pressure increase is to take place is kept to a minimum, whereupon a faster pressure increase is obtained. When the need for high pressure in the primary pressure fluid channel 30 decreases / ceases, the controllable valve 45 'is opened in the second gas accumulator line 44, whereupon pressure fluid flows into the gas accumulator 38. In addition, the displacement of the compressor 31 is automatically reduced, giving further faster pressure drop on the high pressure side.
    Reference is now made to Figure 8, which shows a fifth embodiment. Only differences in relation to previous embodiments will be described.
    This fifth embodiment is a combination of the first embodiment according to Figure 4 and the fourth embodiment according to Figure 7, however, this embodiment does not include a second gas accumulator line. The fifth embodiment provides the possibility to open and release the pressure fluid from the gas accumulator 38 either in the primary pressure fluid channel 30, via the first gas accumulator line 39, or in the second pressure fluid channel 32, via the third gas accumulator line 47. Reference is now made to Figure 9, which shows a seventh execution. Only differences in relation to previous issues will be described.
    This sixth embodiment combines the second embodiment of Figure 5 and the fourth embodiment of Figure 7, however, this embodiment does not include a controllable valve in the second gas accumulator line 44.
    Like the fifth embodiment of Figure 8, the sixth embodiment provides the ability to open and release the pressure fluid from the gas accumulator 38 either in the primary pressure fluid passage 30, via the first gas accumulator conduit 39, or in the secondary pressure fluid passage 32, via the third gas accumulator conduit 47. the sixth embodiment the automatic refill function has the second embodiment according to figure 5.
    Possible modifications of the invention The invention is not limited only to the embodiments described above and shown in the drawings, which are for illustrative and exemplary purposes only. This patent application is intended to cover all adaptations and variants of the preferred embodiments described herein, and accordingly, the present invention is defined by the wording of the appended claims, and thus the equipment may be modified by any conceivable means within the scope of the appended claims.
    It should also be noted that all information about / concerning terms as above, below, byre, lower, etc., shall be interpreted / loaded with the equipment oriented in accordance with the figures, with the drawings oriented in such a way that the reference designations can be loaded in a correct way . Thus, such terms only indicate embedded conditions in the illustrated embodiments, which conditions may be altered if the inventive equipment is provided with a different construction / design. 18 It should be noted that although it is not explicitly stated that features from a specific design can be combined with features from another design, this should be considered as obvious as possible. 19
    权利要求:
    Claims (13)
    [1]
    An internal combustion engine comprising, a first controllable engine valve (8) arranged to selectively open / close a combustion chamber (7) enclosing the internal combustion engine (1), and a gas handling system arranged to drive said first engine valve (8), the gas handling system comprising a gas handling system pressure fluid circuit, the closed pressure fluid circuit comprising, connected in series with each other, a compressor (31) and a valve actuator (10) operatively connected to said first motor valve (8), characterized in that the gas handling system further comprises a gas accumulator (38) which connected to the closed pressure fluid circuit via at least one gas accumulator line (39,47), which includes a controllable valve (40,48).
    [2]
    An internal combustion engine according to claim 1, used in the closed pressure fluid circuit comprises a primary pressure fluid channel (30) extending from the compressor (31) to an inlet opening (11) having the valve actuator (10).
    [3]
    An internal combustion engine according to claim 2, used in the gas accumulator (38) is connected to the primary pressure fluid passage (30) via a first gas accumulator line (39), which comprises a controllable valve (40).
    [4]
    An internal combustion engine according to claim 2 or 3, used in the gas accumulator (38) is connected to said primary pressure fluid channel (30) via a second gas accumulator line (44), which comprises a non-return valve (45) arranged to allow flow in the direction of the gas accumulator (38). .
    [5]
    An internal combustion engine according to claim 4, used in the second gas accumulator line (44) comprises a flow restrictor (44 ').
    [6]
    Internal combustion engine according to any one of claims 1 to 5, wherein the closed pressure fluid circuit comprises a cylinder head chamber (13), connected in series with the compressor (31) and the valve actuator (10), an outlet opening (12) of the valve actuator (10) being connected. in fluid communication with said cylinder chamber (13).
    [7]
    The combustion engine of claim 6, wherein the closed pressure fluid circuit comprises a secondary pressure fluid passage (32) extending from the cylinder head chamber (13) to the compressor (31), the gas accumulator (38) being connected to said secondary pressure fluid passage (32) via a third gas accumulator line (47), which includes a controllable valve (48).
    [8]
    An internal combustion engine according to claim 7, used in a non-return valve (49) arranged in said second pressure fluid passage (32) tightens to the position where the third gas accumulator line (47) opens into the secondary pressure fluid passage (32), the non-return valve (49) being arranged to allow flow in the direction of the compressor (31).
    [9]
    Combustion engine according to claim 7 or 8, used in the third gas accumulator line (47) connected to the second pressure fluid channel (32) in the interface between the compressor (31) and said second pressure fluid channel (32).
    [10]
    A combustion engine according to claim 6, used in the gas accumulator (38) connected to the compressor (31) via a third gas accumulator line (47), which comprises a controllable valve (48).
    [11]
    Internal combustion engine according to claim 10, used in the closed pressure fluid circuit comprising a second pressure fluid channel (32) extending from the cylinder head chamber (13) to the compressor (31), used in a non-return valve arranged in the compressor (31) upstream of the position in the third The gas accumulator line (47) opens into the compressor (31), the non-return valve being arranged to allow flow in the direction of the secondary pressure fluid channel (32).
    [12]
    Internal combustion engine according to one of the preceding claims, the van in the compressor (31) has variable displacement.
    [13]
    A gas handling system for pneumatically operating a valve actuator (10), comprising a closed, pneumatic pressure fluid circuit, the closed pressure fluid circuit comprising, connected in series with each other, a compressor (31) and a valve actuator (10), characterized in that the gas handling system further comprises a gas accumulator (38) which is connected to the closed pressure fluid circuit via at least one gas accumulator line (39,47), which comprises a controllable valve (40,48). 1/6 1 2/6 12 24 23 19 26 3 274 11 2221 S 18
    类似技术:
    公开号 | 公开日 | 专利标题
    RU2674854C2|2018-12-13|Method | and system for oil supply into internal combustion engine
    CN102549241B|2014-06-11|Device for variably adjusting the control times of gas exchange valves of an internal combustion engine
    US9316161B2|2016-04-19|High pressure fuel pumps with mechanical pressure regulation
    US8931273B2|2015-01-13|Stored compressed air management for improved engine performance
    SE1351231A1|2015-04-17|Combustion engine and gas management system for pneumatic operation of a valve actuator
    US20100313834A1|2010-12-16|Apparatus for variably adjusting the control times of gas exchange valves in an internal combustion engine
    FI121512B|2010-12-15|Control arrangement for a suction valve in a piston engine
    US20100326383A1|2010-12-30|Apparatus for variably adjusting the control times of gas exchange valves in an internal combustion engine
    CN104822911B|2017-07-21|Gas exchanges valve gear
    US9016044B2|2015-04-28|IC engine and method for operating an IC engine
    EP3207236B1|2021-04-28|Combustion engine as well as method for engine braking using such a combustion engine
    SE1450470A1|2015-10-18|Internal combustion engine
    CN105829667B|2019-05-31|Internal combustion engine and its covering component
    CN104863696A|2015-08-26|Supercharging Apparatus For Engine
    SE540733C2|2018-10-23|Internal combustion engine and vehicle comprising a hydraulic phase displacement device
    SE1351229A1|2015-04-17|Internal combustion engine
    CN113508232A|2021-10-15|Pressure fluid treatment system
    CN106368759A|2017-02-01|System for varying cylinder valve timing in an internal combustion engine
    CN105683546A|2016-06-15|Method of optimising idling of an internal combustion engine
    JP2002213283A|2002-07-31|Intake controller of internal combustion engine
    同族专利:
    公开号 | 公开日
    CN107178399B|2019-10-01|
    EP3058235B1|2020-04-08|
    CN105814320A|2016-07-27|
    KR20160070138A|2016-06-17|
    CN105814320B|2017-09-26|
    RU2664601C2|2018-08-21|
    US20160237866A1|2016-08-18|
    WO2015057131A1|2015-04-23|
    CN107178399A|2017-09-19|
    RU2016118533A|2017-11-21|
    EP3058235A4|2017-05-31|
    EP3058235A1|2016-08-24|
    JP2016533451A|2016-10-27|
    SE537454C2|2015-05-05|
    US10077689B2|2018-09-18|
    RU2016118533A3|2018-06-22|
    JP6467411B2|2019-02-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB190800449A|1908-01-08|1909-01-07|Harold Fletcher Massey|Improvements in and relating to Hammers and other Machines and Air-compressors for Driving them.|
    DE1159690B|1959-04-04|1963-12-19|Maschf Augsburg Nuernberg Ag|Device for controllable hydraulic or pneumatic valve actuation of an internal combustion engine|
    US4878464A|1988-02-08|1989-11-07|Magnavox Government And Industrial Electronics Company|Pneumatic bistable electronic valve actuator|
    DE4411934C1|1994-04-07|1995-03-02|Daimler Benz Ag|Device for switching an internal combustion engine over into an air compressor mode|
    DE59507966D1|1995-10-03|2000-04-13|Waertsilae Nsd Schweiz Ag Wint|Hydraulic valve drive|
    DK173421B1|1997-05-16|2000-10-02|Man B & W Diesel As|Hydraulic system for a two-stroke cross-head motor and with single-strand high-pressure feeder|
    DK172961B1|1997-05-27|1999-10-18|Man B & W Dielsel As|Hydraulic central unit for a cylinder in an internal combustion engine|
    US6223846B1|1998-06-15|2001-05-01|Michael M. Schechter|Vehicle operating method and system|
    DE59910639D1|1998-09-21|2004-11-04|Waertsilae Schweiz Ag Winterth|reciprocating internal combustion engine|
    CN1200435C|2001-08-08|2005-05-04|北京英纳超导技术有限公司|Preparation method of ultrafine high-temp. superconducting wire material|
    US7140332B2|2003-01-31|2006-11-28|Klein Jeffrey F|Pneumatically actuated valve for internal combustion engines|
    US7536984B2|2007-04-16|2009-05-26|Lgd Technology, Llc|Variable valve actuator with a pneumatic booster|
    ITBO20070844A1|2007-12-21|2009-06-22|Ferrari Spa|PNEUMATIC SYSTEM FOR COMMANDING THE VALVES OF AN INTERNAL COMBUSTION ENGINE|
    WO2009155915A1|2008-06-25|2009-12-30|Man Diesel Filial Af Man Diesel Se, Tyskland|Hydraulic supply system of a large two-stroke diesel engine|
    DE102009056797A1|2009-12-03|2011-06-09|Ufermann, Rüdiger|Hydraulically and/or pneumatically operated actuator for controlling gas exchange lifting valve in internal combustion engine, has valve spring moving hydraulic medium toward control area in control-conditioned manner by control piston|
    SE1050687A1|2010-06-24|2011-08-23|Cargine Engineering Ab|Combustion engine for a vehicle comprising at least one compressor cylinder connected to a compressed air tank|WO2019141360A1|2018-01-18|2019-07-25|Volvo Truck Corporation|A system for an internal combustion engine|
    FR3079984B1|2018-04-09|2021-03-05|Tekcem|PROCESS FOR AUTOMATICALLY ADJUSTING A TUNING UNIT, AND RADIO TRANSCEIVER USING THIS PROCESS|
    SE543270C2|2019-03-01|2020-11-10|Freevalve Ab|Pressure fluid handling system|
    KR20200130922A|2019-05-13|2020-11-23|현대자동차주식회사|System and method of controlling engine provided with dual continuously variable valve duration device|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1351231A|SE537454C2|2013-10-16|2013-10-16|Combustion engine and gas management system for pneumatic operation of a valve actuator|SE1351231A| SE537454C2|2013-10-16|2013-10-16|Combustion engine and gas management system for pneumatic operation of a valve actuator|
    EP14853827.5A| EP3058235B1|2013-10-16|2014-10-08|Combustion engine and gas handling system for pneumatic operation of a valve actuator|
    PCT/SE2014/051185| WO2015057131A1|2013-10-16|2014-10-08|Combustion engine and gas handling system for pneumatic operation of a valve actuator|
    RU2016118533A| RU2664601C2|2013-10-16|2014-10-08|Internal combustion engine and gas distribution system for the valve actuator pneumatic control|
    US15/025,436| US10077689B2|2013-10-16|2014-10-08|Combustion engine and gas handling system for pneumatic operation of a valve actuator|
    CN201710572517.1A| CN107178399B|2013-10-16|2014-10-08|Internal combustion engine and pneumatically-operated gas handling system for valve actuator|
    CN201480056731.6A| CN105814320B|2013-10-16|2014-10-08|Internal combustion engine and the pneumatically-operated gas handling system for valve actuator|
    KR1020167012683A| KR20160070138A|2013-10-16|2014-10-08|Combustion engine and gas handling system for pneumatic operation of a valve actuator|
    JP2016524069A| JP6467411B2|2013-10-16|2014-10-08|Combustion engine and gas handling system for pneumatic operation of valve actuators|
    [返回顶部]