• 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:
    The invention relates to engine-building and allows to increase the efficiency of a two-stroke internal combustion engine with a continuous valve-slot blowdown when operating with different loads. It contains an exhaust valve 1 with a pneumatic spring 19 and a hydraulic drive that includes a pump 20 and a hydraulic cylinder 2 connected by a pipe 21. The plunger 4 of the hydraulic cylinder 2 is connected with 2J (LSPJO
    公开号:SU1715211A3
    申请号:SU884356922
    申请日:1988-11-04
    公开日:1992-02-23
    发明作者:Квордруп Енсен Финн；Кьемтруп Нильс；Сунн Педерсен Петер
    申请人:Ман Б Энд В Дизель А/С (Фирма)；
    IPC主号:
    专利说明:

    It has an adjustable throttle device, due to which there is a delay in seating the valve in the seat. By adjusting the degree of this delay, the filling of the engine cylinders with the working fluid is changed. Due to this, for each engine operation mode, the optimum value of the actual compression ratio is set, and, consequently, the value of the highest engine efficiency. 3 il.
    The invention relates to mechanical engineering, and in particular, is intended for use in a two-stroke internal combustion engine with a straight valve-slit blow.
    The purpose of the invention is to increase the efficiency of the engine.
    Fig, 1 shows the exhaust valve, equipped with a hydraulic actuator, a general view; in fig. 2 - top of the valve; in fig. 3 — A characteristic of a valve that determines the dependence of its movement on time.
    The exhaust valve 1 (Fig. 1 and 2) contains a hydraulic actuator with hydrocy indrom 2, an overflow orifice 3 for the working fluid and a driving plunger 4 interchanging with the valve stem 5, and a throttle control device with elements that form with the hydraulic cylinder 2 working chambers 6-8 for liquid. The throttle control device contains two axially spaced throttle edges 9 and 10. placed on the hydraulic cylinder 2, and a finger 11 of a diameter of variable lengthwise, placed on the drive plunger 4 and equipped with three axially spaced throttling sections 12-14. The latter are designed to interact with the primary throttling section 12, located far away from the actuator plunger 4, with the primary throttle edge 9 of the hydraulic cylinder 2 while the plunger 4 is in the position corresponding to the full opening of the exhaust valve, and the possibility of interaction between the secondary throttling section 14 located near the plunger 4, c the secondary throttle edge 10 of the hydraulic cylinder 2 when the plunger 4 is in the position corresponding to the closed position of the exhaust valve. The working chamber 6 separated from the plunger 4, which is enclosed between the primary throttling section 12 and the primary throttle edge 9, is directly connected to the bypass hole 3 for the working fluid, and the working chamber 7 located between the primary 9 and secondary 10 throttle edges
    the cylinder is connected to the bypass hole 3 for the working fluid through the channel 15, equipped with an adjustable throttle valve 16,
    The exhaust valve 1 together with the hydraulic cylinder 2, the housing 17 and the valve seat 18 is located in the cylinder head and pressed against the saddle by means of a pneumatic spring 19. Hydraulic actuator
    The valve is made according to the traditional scheme containing a plunger pump 20 driven by a camshaft, which is connected to the hydraulic cylinder 2 by means of a pipeline 21.
    A hollow actuating plunger 4 surrounds the upper part of the valve stem 5 and fits tightly into the bore 22 of the hydraulic cylinder 2-. At the top of the hydraulic cylinder 2, an insert 23 is installed, which enters a certain distance in
    hole 22. The insert forms an internal chamber 6, which through two holes 24 and 3, made in the insert and the hydraulic cylinder, respectively, communicates with the plunger pump 20 (Fig. 1). At the end,
    facing the plunger 4, the insert 23 carries two choke edges — the primary secondary 10. In the channel 25 leading to the end surface of the insert 23 facing the valve stem 5 and connecting the chamber 6 with the chamber 8, a reverse is installed between the plunger 4 and the insert 23 a valve 26 closing the said passage toward the chamber 6.
    When the pump 20, controlled by the cam, begins to supply oil under pressure through the pipe 21 to the inlet 3 of the hydraulic cylinder 2, the oil pressure in the chamber 6 rises. This pressure acts on the plunger 4 in the axial direction and further on the valve stem 5. The oil acts directly on the upper end surface 27 of the finger 11 and the narrow annular portion 28, which forms the transition between the secondary throttling section 14 and the intermediate section 13 of the finger 11. Since the gap between the secondary throttling section 14 and the secondary throttle edge 10 is small when the valve is shown closed, that butter
    only to a small extent acts on the annular shoulder 29 of the drive plunger. But a strong increase in pressure causes the opening of the check valve 26 to open, as a result of which the oil through the channel 25 comes into contact with the specified shoulder on the plunger. After a short movement (corresponding to some opening of the exhaust valve) of the plunger 4 in the downward direction, the secondary throttling section 14 and the secondary throttle edge 10 are diluted, resulting in the oil flowing mainly along the intermediate section 13 past the throttle edges 9 and 10 and pressing on the shoulder 29. However, some throttling effect still remains, and therefore a certain amount of oil continuously flows through the check valve 26 and channel 25. This especially concerns the moment at the end of the movement, when the primary throttling section 12 enters the primary throttle edge 9.
    During this cycle, the valve element follows, for example, the uplink schedule 30 (FIG. 3) corresponding to the exhaust cam profile. When the valve is fully open at time t2, the opening value is h2 hi, which corresponds to the situation when the primary throttling section 12 of the finger 11 on the plunger 4 is opposite the primary throttle edge 9 of the insert 23.
    When the valve starts to close at the moment, it will either follow schedule 30, shown as solid lines and the corresponding flank side of the cam profile, or another downward schedule, such as a ZOa or ZOO, passing almost parallel to the schedule 30.
    If the valve 16 is fully open (which corresponds to the minimum throttling), the oil squeezed out of the chamber 8 as a result of the upward pressure of the pneumatic spring on the valve stem 5 flows freely through the channel 15 past the valve 16 and out through the oil inlet and outlet the bypass hole 3 in the hydraulic cylinder 2. There is no significant throttling and the valve closes according to schedule 30. As the camshaft roller of the pump 20 follows the downstream side of the cam profile, spechivaets actually the optimal use of capacity. Immediately before the valve is completely closed, the secondary throttling section t4 enters the secondary throttle edge 10. This softens the blow to some extent.
    since the remaining oil in chamber 8 can now get into hole 3, it can only pass through a narrow gap between the indicated throttling channels. This reduces the 5 speed of the valve. This effect is not associated with the throttle valve 16 and, therefore, always takes place regardless of the adjustment of this valve. This is shown in FIG. 3 through short sections 31 a,
    0 31 in and 31 with the schedule.
    If the throttle valve 16 is completely closed (which corresponds to maximum throttling), then the oil in chamber 8 and channel 15 can reach orifice 3 only through the gap between the primary throttling section 12 and the primary throttle edge 9. The specified throttling prevents the valve from closing according to the downstream side of the cam profile and the valve, the cam is released, with the result that the valve closes only synchronously with the reverse flow of oil through the indicated gap. The delay of the valve closing movement itself is obtained by
    5 this corresponds (Fig. 3) to the time period t5-14. When the primary throttles are diluted, the valve closes according to the schedule of the CCP (Fig. 3). Closing speed is determined by the gap between
    0 intermediate section 13 of the finger 11 and two throttle edges 9 and 10. As before, the blow eventually softens.
    Thus, depending on the adjustment of the throttle valve 16
    5, a greater or lesser delay in the closing of the exhaust valve shall be ensured and thereby ensured control of the actual degree of engine compression and, consequently, preservation of high values
    0 Engine efficiency in various modes of its operation.
    The throttle valve is adjusted depending on the current engine load, which can be carried out in any passing manner, for example, by connecting the adjusting levers of the individual throttle valves by means of a common connecting rod, which is then electrically or
    权利要求:
    Claims (1)
    [1]
    0 is pneumatically moved depending on the pressure in the charge air tank, as determined by the readings of a conventional pressure sensor. Invention Formula
    5 The exhaust valve of an internal combustion engine, in particular a two-stroke marine diesel engine with a continuous purge, containing a hydraulic drive with a hydraulic cylinder, an overflow port for the working fluid and a driving plunger.
    interacting with the valve stem, and a throttle control device with elements forming working fluid chambers with the hydraulic cylinder, characterized in that. In order to increase engine efficiency, the throttle control device contains two axially spaced throttle edges located on the hydraulic cylinder, and a finger of variable diameter in the longitudinal direction, placed on the drive plunger and equipped with three axially spaced throttling sections designed to interact with the primary throttle body located far from the drive plunger, with the primary throttle edge of the hydraulic cylinder when the plunger is in the position of the full opening of the exhaust valve and the possibility of the secondary throttling area located near the plunger interacting with the secondary throttle edge of the hydraulic cylinder while the plunger is in the position corresponding to the closed position of the exhaust valve, and the working chamber removed from the plunger is enclosed
    between the primary throttling area and the primary throttle edge, is directly connected to the bypass hole for the working fluid, and the working chamber, located between the primary and secondary throttle edges of the hydraulic cylinder, is connected to the bypass hole for the working fluid through a channel equipped with an adjustable throttle valve.
    k ---- 3S
    / g
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    同族专利:
    公开号 | 公开日
    CN1033091A|1989-05-24|
    DK157145C|1990-05-14|
    ES2011392A6|1990-01-01|
    DK157145B|1989-11-13|
    DK581687D0|1987-11-05|
    JP2780793B2|1998-07-30|
    JPH01244111A|1989-09-28|
    DK581687A|1989-05-06|
    KR960007965B1|1996-06-17|
    CN1015124B|1991-12-18|
    KR890008430A|1989-07-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2448032B1|1979-02-05|1984-08-10|Semt|DK176152B1|2000-07-10|2006-10-16|Man B & W Diesel As|Method of activating an exhaust valve for an internal combustion engine and such an exhaust valve|
    GB2410060A|2004-01-14|2005-07-20|Lotus Car|A two-stroke compression-ignition internal combustion engine|
    KR100852546B1|2007-01-29|2008-08-18|대우조선해양 주식회사|Automatic control structure for exhaust valve in the diesel engine of submarine using oil pressure|
    DE102008054014A1|2008-10-30|2010-05-06|Man Nutzfahrzeuge Aktiengesellschaft|Gas exchange valve for internal combustion engines|
    CN103372757B|2012-04-24|2015-12-16|昆山江锦机械有限公司|The manufacture method of diesel exhaust valve upper seat|
    JP6092090B2|2013-12-25|2017-03-08|三菱重工業株式会社|Exhaust valve driving device and internal combustion engine provided with the same|
    法律状态:
    2010-07-20| REG| Reference to a code of a succession state|Ref country code: RU Ref legal event code: MM4A Effective date: 20071105 |
    优先权:
    申请号 | 申请日 | 专利标题
    DK581687A|DK157145C|1987-11-05|1987-11-05|PROCEDURE FOR CONTROLING THE CLUTCH MOVEMENT OF A HYDRAULIC ACTIVATED EXHAUST VALVE IN A MARINE DIESEL ENGINE AND EXHAUST VALVE FOR USE IN EXERCISING THE PROCEDURE|
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