RU2045662C1 - Controllable solenoid valve - Google Patents

Abstract

FIELD: engine engineering. SUBSTANCE: solenoid valve has device for measuring gas distribution phases and allows the phases to be changed depending on the speed of rotation of the engine crank shaft. The valve is also provided with circuits for processing control signals. The circuits provide simultaneous connection and disconnection of the solenoid valve coils. The valve is made as a reciprocating kinematical pair. The members of the pair move freely with respect to each other over the part equal to the valve stroke. The valve is provided with solenoid damping unit. EFFECT: enhanced reliability. 3 cl, 11 dwg

Description

 The invention relates to engine building, in particular to gas distribution mechanisms, and can be used in valve actuators of the gas distribution mechanism.

A known design of a gas distribution mechanism with the direct action of a cam shaft on a valve disc through a cylindrical pusher consisting of a valve, a valve disc, two crackers, two valve springs, a cylindrical pusher, a cam shaft, a belt (or chain) cam drive mechanism [1]
The disadvantages of this design are the high power consumption of the drive, the inability to change the valve timing, noise operation, the need for adjustment work during operation.

A known design of a gas distribution mechanism with varying valve opening phases, comprising a cam, a valve, an interposed rocker arm between them, driven by a hydraulic cylinder. Changing the moment of opening and closing of valves and their stroke is carried out by the action of an automatic controller on the axis of rotation of the inserted rocker arms. The signal characterizing the speed comes from a pressure sensor installed at the outlet of the oil pump driven by the engine, and the signal characterizing the load mode comes from the air pressure sensor in the intake pipe [2]
The disadvantages of this technical solution are the low reliability, the complexity of the design of the valve control device, the presence of adjustment work during operation.

The closest technical solution, selected as a prototype, is the actuator actuator valve timing [3]
The disadvantages of this mechanism are the low reliability caused by large dynamic and thermal loads that occur during its operation, as well as the inability to change the valve timing depending on the engine operating mode.

 Dynamic loads are caused by the impact of one anchor against another at the time of opening the valve, the impact of the valve on the seat at the moment of its closure, the absence of damping devices, and the presence of protrusions that limit the movement of the second armature. Thermal loads are caused by a tight joint between the first electromagnet and the cylinder head of the engine, as well as the presence of a continuous valve-armature, which in turn leads to heating of the electromagnetic device. The lack of a variable valve timing device, depending on the operating mode of the engine, limits the drive's functionality and scope.

 Thus, the above disadvantages reduce the reliability of the known mechanism and impair its performance.

 The aim of the invention is to increase reliability and expand the functionality of the electromagnetic valve actuator with a control device.

 This is achieved by the fact that the proposed mechanism is designed as a solenoid electromagnet, the casing with the core of which constitutes a kinematic translational pair. In this design, braking, and eventually a complete stop of the anchors when they enter the hull, occurs through the strength of the electromagnetic field created by the coils of the electromagnet.

 To mitigate the impact of the valve on the seat during reverse movement of the core under the action of the valve spring when the traction windings are de-energized, the mechanism has an electromagnetic damping device. This device is made in the form of a spring-loaded floating anchor located on the axis of the core between the main traction anchors. The parameters of the damping device during operation practically do not change. This is achieved by the constancy of the magnetic field created by the small coil and acting on the anchor during its movement.

 In the proposed design, the thermal effect of the motor on the electromagnet is reduced by removing the electromagnet windings from the surface of the cylinder head and isolating the core from the valve with a thermally insulating gasket.

 The expansion of the functionality of the electromagnetic valve with a control device is achieved by the fact that a device that changes the valve timing is introduced into the circuit of its control device. The change in the gas distribution phase occurs due to the displacement of two disks relative to each other under the action of a centrifugal regulator. In this case, the size of the window formed by the mutual displacement of the two sectors available on the disks changes. This window corresponds to the gas distribution phase at a given engine operation mode.

 Comparative analysis with the prototype shows that in the proposed facility at the time the valve is closed, its impact on the saddle is mitigated, and the possibility of changing the valve timing expands its functionality.

 In FIG. 1 shows a functional diagram of a solenoid valve control device; figure 2 graphs of changes in the magnitude of the voltage over time in transistor amplifiers (figure 1); figure 3 shows the relative position of the parts of the electromagnetic valve in its open position; figure 4 the position of the disks of the sensor at a fixed value of the angle of the valve timing; figure 5 relative position of the parts of the electromagnetic valve at the time of its closure; figure 6 is a graph of the movement of the valve in the process of opening and closing; Fig.7 relative position of the parts of the electromagnetic valve in its closed position; on Fig and 9 the position of the sensor disks when changing the value of the angle of the valve timing at the maximum and minimum engine speeds, respectively; 10 and 11, sections CC and D-D, respectively.

 The solenoid valve control device consists of two optoelectronic sensors 1 and 2 of the variable valve timing device, a control signal processing circuit 3 and two electronic keys 4 and 5 corresponding to the main traction windings 6 and the small damping winding 7 of the electromagnetic valve.

 The electromagnetic valve (Fig. 3) contains the main traction windings 6 and a small damping winding 7, wound on the housing 8 and located in the glass 9, attached by a screw 10 through a heat-insulating gasket 11 to the cover 12 of the engine cylinder head. Two traction anchors 13 and 20 are located coaxially with the valve 25 on the non-magnetic rod 15. Between the traction anchors 13 and 20 there is a floating damping armature 16, spring-loaded with a soothing spring 14 and a damping spring 17, the latter being mostly placed in the thrust cup 18, which in turn, it is separated from the traction armature 20 by an adjusting gasket 19. The core of the electromagnet is connected to the valve 25 through a heat-insulating gasket 21 by means of a lock consisting of crackers 22, a plate 23 and a return spring 24. The quenching device inertial vibrations of the core consists of a rubber gasket 26, a steel ring 27, a soothing spring 28 and a centering ring 29.

 The variable valve timing device (FIG. 4) consists of two photodiodes 30 and LEDs 31. Between these pairs are two disks 32 and 33 with cut sectors 34 and 35, 36 and 37, respectively. These sectors form windows 40 and 41. These discs are mounted on a shaft 38 driven by a centrifugal valve timing. A pin 39 is mounted on the shaft 38, passing through the profile slots of the disks 32 and 33 and driven by centrifugal weights (not shown).

 A device for changing the valve timing works as follows.

 When the shaft 38 (Fig. 8) is rotated, the drives of the centrifugal valve timing control disc 32 and 33 rotate at a speed half that of the engine crankshaft. In this case, the valve timing is adjusted as follows. When changing the rotational speed of the shaft 38, the centrifugal weights of the regulator act on the pin 39, moving it. If the engine speed changes in the direction corresponding to the maximum value, then the pin 39, moving to the left (in the direction of the arrow in Fig. 8), disks the disks 32 and 33 relative to each other so that the sectors 34 and 36 form a window 40 corresponding to the maximum phase angle gas distribution. If the engine speed changes in the direction corresponding to the minimum value, then the pin 39, moving to the right (in the direction of the arrow in Fig. 9), disks the disks 32 and 33 relative to each other so that the sectors 34 and 36 form a window 41 corresponding to the minimum angle of the gas distribution phase .

 An electromagnetic valve with a control device operates as follows (for example, at maximum engine speed).

 The disks 32 and 33 of the optoelectronic sensor 2, rotating between pairs of elements 30 and 31 with a frequency half the speed of the crankshaft of the engine, occupy a position in which window 40 is between these elements. In this case, the sensor 2 sends a pulse to the processing circuit of the control signals 3, which by means of electronic keys 4 and 5 simultaneously supplies voltage to the coils 6 and 7 of the electromagnet.

 When voltage is applied to the coils 6 and 7 of the electromagnet, the main traction anchors 13 and 20 together with the damping armature 16 are pulled into the housing 8. In this case, the spring 24 is compressed, and the valve 25 opens. The inertial vibrations of the core that occur when the valve is opened are quenched when the plate 23 (Fig. 3) comes in contact with the rubber gasket 26 of the steel ring 27 and the spring 28.

 An electromagnet holds the valve 25 in the open position by the force of the magnetic field created by the coils 6 and 7, for a period of time equal to the angle of rotation of the disks 32 and 33 (Fig. 4), by an angle φ corresponding to the angle of the engine timing.

 When the disks 32 and 33 are rotated by an angle exceeding the angle φ, the singal from the sensor 2 does not arrive. In this case, the electronic key 4 is locked, and the coil 6 is de-energized. However, by virtue of the known design solution incorporated in the control circuit 3, the electronic key 5 remains open, and the coil 7 is energized (U 12 V, figure 2).

 Under the action of the compressed spring 24, the valve with the core returns to its original position. In this case, the armature 16 is held by the magnetic field of the coil 7. Holding the armature 16 occurs until it touches the end of the cup 18. In this case, the spring 17 is compressed. Since the spring 24 continues to expand, and the magnetic field of the coil 7 tries to hold the armature 16 in a magnetic field, there is a damping of a hard blow of the valve 25 on the seat (Fig.6).

 When the disks 32 and 33 are rotated by an angle φ + α, the window 41 is aligned with the optoelectronic pair 30 and 31. In this case, the sensor 1 (Fig. 1) sends an impulse to the control signal processing circuit 3. The electronic key 5 is locked and the coil 7 is disconnected. Anchor 16 under the action of the springs 14 and 17 returns to its original position, while the valve 25 is pressed firmly against the seat. Having made a complete revolution, the disks 32 and 33 (Fig. 4) occupy the initial position. The cycle resumes.

 When changing the engine speed, the variable valve timing device will automatically set the phase angle value corresponding to the given engine speed. The operation of the solenoid valve is repeated.

 Thus, the use in engines of an electromagnetic valve with a control device allows to minimize the presence of adjustment work in the gas distribution system; to exclude the occurrence of hard hitting collisions of valve actuator parts, as well as mitigate its impact on the seat; change the valve timing depending on the engine speed.

 All this leads to an improvement in the traction-dynamic and fuel-economic characteristics of internal combustion engines.

Claims (3)

 1. ELECTROMAGNETIC VALVE WITH CONTROL DEVICE, comprising a return spring, a housing, windings placed on it, a movable core consisting of two pull anchors, damping device anchors, damping and soothing springs, a non-magnetic rod and adjusting gaskets, characterized in that the movable heart the casing is constituted by an elementary translational pair, traction is sequentially placed on the casing, and between them damping windings, the core is made of sequentially typed traction and damping anchors and is separated from the valve by a heat-insulating gasket.  2. The valve according to claim 1, characterized in that the electromagnetic damping device is made in the form of a spring-loaded anchor of an electromagnet located on the axis of the core between the main traction anchors.  3. The valve according to claim 1, characterized in that a device is introduced into its design that allows changing the value of the gas distribution phase depending on the engine speed.