U.S. patent number 3,882,833 [Application Number 05/378,668] was granted by the patent office on 1975-05-13 for internal combustion engines.
This patent grant is currently assigned to British Leyland (Austin-Morris) Limited. Invention is credited to Stanley Holmes, Kenneth Longstaff.
United States Patent |
3,882,833 |
Longstaff , et al. |
May 13, 1975 |
Internal combustion engines
Abstract
An internal combustion engine has inlet and/or exhaust valves
which are held in open or closed positions by magnetic field
generated by a solenoid. Resilient means are provided to bias the
valve against the action of the magnetic field. The magnetic field
is generated periodically, as a function of engine speed, by
activation of a scanning means activated by light or other
radiation periodically being allowed to pass to the scanning means
by way of an aperture in a mask.
Inventors: |
Longstaff; Kenneth (Alcester,
EN), Holmes; Stanley (Flyford Flavel, EN) |
Assignee: |
British Leyland (Austin-Morris)
Limited (Longbridge, Birmingham, EN)
|
Family
ID: |
10339229 |
Appl.
No.: |
05/378,668 |
Filed: |
July 12, 1973 |
Foreign Application Priority Data
|
|
|
|
|
Jul 12, 1972 [GB] |
|
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32480/72 |
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Current U.S.
Class: |
123/90.11;
123/90.15; 123/90.67; 123/90.65 |
Current CPC
Class: |
F01L
9/20 (20210101); F01L 2810/01 (20130101) |
Current International
Class: |
F01L
9/04 (20060101); F01l 009/04 () |
Field of
Search: |
;123/90.11,90.15,90.65,90.66,90.67 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Antonakas; Manuel A.
Assistant Examiner: O'Connor; Daniel J.
Attorney, Agent or Firm: Brisebois & Kruger
Claims
We claim:
1. An internal combustion engine having:
a. a block including at least one cylinder;
b. the block defining a duct providing access to the cylinder;
c. a tappet valve having a stem and a valve head, the stem being
disposed in, and slidable relative to, the block for movement
between a closed position in which the valve head isolates the duct
from the cylinder and an open position in which the valve head
allows the passage of fluid between the duct and cylinder;
d. magnetic means linked to the valve stem;
e. a magnetic field generator mounted on the block and adapted to
generate a magnetic field to retain the valve, by way of the
magnetic means, in the open or the closed position; and
f. resilient means disposed on the block, and adapted to act
between valve and block to bias the valve against the action of the
magnetic field of the generator, said resilient means comprising
first and second belleville spring washers so disposed between
valve and block that, in the open position, the first belleville
spring washer is fully compressed while the second belleville
spring washer is uncompressed and, in the closed position, the
second belleville spring washer is fully compressed while the first
belleville washer is uncompressed.
2. An internal combustion engine as claimed in claim 1 wherein the
generator incorporates means whereby it is periodically energised
by way of a scanning means activated by the passage of a beam of
light or other radiation to the scanning means from a source of the
radiation through a mask member defining an aperture periodically
interposed between scanning means and source.
3. An internal combustion engine as claimed in claim 2 wherein the
mask member is displaceable from a datum position, by an amount
dependent on the engine speed, to vary that part of the aperture
through which the radiation passes to the scanning means.
4. An internal combustion engine as claimed in claim 3 wherein the
mask member is a cylinder rotating about its longitudinal axis, the
aperture being provided in the cylinder wall, the datum position
lying on the axis and the cylinder being displaceable axially
therefrom by the amount.
5. An internal combustion engine as claimed in claim 1 comprising a
spark ignition device connected to a second scanning means and a
second aperture in the mask member to allow the periodic passage of
light or other radiation from a source to the second scanning means
to initiate spark ignition by the device.
Description
This invention relates to internal combustion (i.e.) engines. It is
concerned with i.c. engines having at least one cylinder having a
fuel inlet and/or an exhaust outlet valve and is particularly
applicable to atmospheric pollution control.
According to one aspect of the present invention there is provided
an internal combustion engine having at least one cylinder with a
poppet valve displaceable between an open and a closed position by
means of a magnetic field generator which acts on the valve against
a biassing action provided by resilient loading means.
According to a second aspect of the invention the generator of the
first aspect is periodically energised by way of an activated
scanning means; the scanning means being activated by the passage
of a beam of light or other radiation to the scanning means from a
source of the radiation through an aperture periodically interposed
between scanning means and source. Typically the aperture is
provided in a drum rotatable about an axis at a speed which is a
function of the engine speed.
A vehicle exhaust valve and ignition system will now be described
with reference to the accompanying drawings of which:
FIG. 1 shows a cross-sectional view of a magnetically operated
valve;
FIG. 2 is a force diagram of solenoids and springs described in
connection with FIG. 1;
FIG. 3 shows diagrammatically a multichannel signal transmitting
and scanning means for the control of an internal combustion engine
equipped with valves similar to that shown in FIG. 1;
FIG. 4 is a developed view of part of FIG. 3; and
FIG. 5 shows a block diagram of a control circuit incorporating a
number of valves similar to that shown in FIG. 1 and the
transmitting and scanning means of FIG. 3 and 4.
FIG. 1 shows a solenoid operated valve which enables typical
working loads to be provided for an exhaust valve in an internal
combustion engine. The valve is also suitable for use as an inlet
valve but this function is not further detailed since the exhaust
valve duty is more onerous than that of the inlet valve.
Part of a cylinder head 11 is shown in which a combustion chamber
12 is isolated from an exhaust duct 13 by an exhaust poppet valve
14. Head 15 of valve 14 seats on a valve seating 16 to isolate the
chamber 12 from duct 13. The head 15 is formed integrally with a
stem 17 which slidably locates the valve in a sleeve guide 18. End
19 of stem 17 incorporates a groove 20 in which seats a split
collar 20a. The collar serves to retain a flanged washer 21 on
which one end of a closing control spring 22 seats. The other end
of spring 22 is seated against the cylinder head 11 by way of an
end stop 23. The flanged washer 21 retains the inner periphery of a
closing belleville washer 24. The end 19 of stem 17 has mounted on
it a spacer 25 whereby the stem 17 can be displaced by spindle 26
which is of non-magnetic material.
Spindle 26 has rigidly secured to it a closing plunger 27 and an
opening plunger 28. The spindle 26 and plungers 27, 28, are
slidably disposed in solenoid body 29 which is rigidly mounted in
valve body 30. Mounting is by way of an externally threaded ring 31
by means of which flange 32 of solenoid body 29 is axially retained
on seat 33 in the valve body 30. Radial location of the solenoid
body 29 in the valve body is by way of ring seals 34, 35 mounted on
integral internal flanges in the valve body.
Opening plunger 28 has seated on it an opening belleville washer 36
(shown compressed) and is resiliently biassed away from an end
support 37 by way of an opening control spring 38. Solenoid end
check 39 limits movement of opening plunger 28 away from end
support 37. In a similar manner end check 40 limits movement of
closing plunger 27 away from end stop 23.
The solenoid body 29 has mounted within it an opening coil 41 and a
closing coil 42. Leads, not shown, enable the coils to be
energised, as will be hereinafter described, to open or close valve
14.
Solenoid body 29 and valve body 30 define between them an annular
volume 43 into which cooling water is fed by supply pipe 44 and
from which water is withdrawn by outlet pipe 45. In this way the
coils 41, 42 are maintained at an optimum temperature despite their
relative proximity to combustion chamber 12.
Before operation of the valve of FIG. 1 is described attention is
drawn to FIG. 2 which shows graphically forces arising from
operation of the valve of FIG. 1. The abscissa shows axially valve
displacement (in inches) from the fully closed position at the
origin to the fully open position at the right hand extremity of
the axis. The ordinate shows the force exerted by:
i. opening control spring 38 as curve 38A;
ii. opening belleville washer 36 as curve 36A;
iii. closing control spring 22 as curve 22A;
iv. closing belleville washer 24 as curve 24A;
v. net spring force arising from items (i) to (iv) above as curve
S;
vi. opening coil 41 as curve 41A;
vii. closing coil 42 as curve 42A.
(a) Valve closed
Assuming engine operating conditions with the relative positions of
the system as shown in FIG. 1 current passes through closing coil
42 to hold plunger 27 within coil 42 so retaining the valve head 15
on its seat 16.
__________________________________________________________________________
The coil 42 force on closing plunger 27 = 160 lbs. The composite
spring force trying to open the valve = - 130 lbs. Thus, the
resultant force on the valve holding it shut = + 30 lbs. The
composite spring force is made up of the following components: The
force exerted by the belleville washer 36 = - 90 lbs. The force
exerted by the control spring 38 = - 110 lbs. The force exerted by
the control spring 22 = + 70 lbs. Resultant spring force = - 130
lbs. When the valve is closed the maximum force which can be
exerted on the valve seat is that of control spring 22 = 70 lbs.
The valve will stay closed until the current through coil 42 stops.
The resultant force on the valve is then The coil 42 force on
closing plunger 27 = 0 lbs. The coil 41 force on opening plunger 28
= 0 lbs. The composite spring force trying to open the valve = 130
lbs. Thus, the resultant force on the valve accelerating it open =
+ 130 lbs. (b) Valve on 0.030" Lift This stage occurs at a point in
the force diagram when the force exerted by the belleville washer
36 reduces to zero The coil 41 force on opening plunger 28 now
depends on the rise time of the coil 41 = + 5 lbs. The composite
spring force accelerating the valve open = + 30 lbs. Thus, the
resultant force on the valve accelerating it open = + 35 lbs. (c)
Valve on Half Lift 0.13" The coil 41 force on opening plunger 28,
determined by the rise time of the coil 41 = 12 lbs. The composite
spring force = 0 lbs. Thus, the resultant force on the valve
accelerating the valve open = 12 lbs. (d) Valve 0.03" from Full
Lift This stage occurs at a point in the force diagram when the
belleville washer 24 is on the point of being compressed. The coil
41 force on opening plunger 28, determined by the rise time of coil
41 = + 50 lbs. The composite spring force trying to prevent the
valve from opening = - 30 lbs. The resultant force on the valve
pulling it towards full lift = + 20 lbs.
__________________________________________________________________________
A critical period thus exists between steps (a) and (d) when the
force exerted on the valve is small. Thus, if the surface area of
the valve in question is large and the pressure in the cylinder,
even with the valve half-open, is greater than say 10 p.s.i., the
valve may not open in the opening period when coil 42 is
energised.
The situation can be improved by increased rate control springs
changing from 30 lbs. to 130 lbs., giving a resultant composite
spring changing from 100 lbs. to 0 to 100 lbs. over the full valve
lift. An equivalent reduction in belleville poundage would also be
required.
__________________________________________________________________________
(e) Valve on Full Lift 0.26" The coil 41 force on opening plunger
28 now rises to a peak from say = + 80 lbs. to + 160 lbs. The
composite spring force trying to prevent the valve from opening = -
130 lbs. Thus, the resultant force on the valve pulling it to full
lift = - 50 lbs. to + 30 lbs.
__________________________________________________________________________
For valve closure, the reverse of the above steps occurs.
The seating of the plungers 27, 28 is relatively slow and when the
valve is closing, the valve also seats slowly onto its seat over
the last 0.030 inch of travel. On valve opening, the springs 36, 37
push the plunger 28 which opens the valve; on valve closing, the
springs 22, 24 push the washer 21 which pushes the plunger 27
because of the valve stem 17 and spindle 26 are separate
entities.
FIGS. 3 and 4 show features of a multichannel signal transmitter
and scanning means used to generate signals which are utilised, to
operate ignition system and valves of a four cylinder i.c.
engine.
FIG. 3 shows a hollow timing drum 50 of transparent plastic mounted
on a splined shaft 51 which rotates at half engine speed. The drum
50 is mounted within a housing 52. Projecting into the open end of
the drum 50 is an inner carrier 53 on which are mounted nine
gallium arsenide light emitters. The inner carrier 53 is disposed
parallel to the axis of rotation of drum 50. Parallel to the inner
carrier 53 but outside the drum 50 is an outer carrier 54 of nine
light activatable switches. Secured to the housing 52 is an
advance/retard mechanism in the form of a cover 55 from which
projects a displaceable piston 56. Carriers 53, 54 are fixed to the
piston 56 which is displaceable in direction A by suitable electric
or hydraulic means to vary the axial position of carriers 53, 54
relative to the drum 50 in dependence upon engine speed or any
other required parameter. The drum carries a photographic negative
57 which is generally opaque except for timing lines 58 which allow
light from an emitter on inner carrier 53 to pass through the drum
wall to activate a corresponding switch on outer carrier 54.
A developed view of the negative 57 and outer carrier 54 is shown
in FIG. 4. The drum is divided axially into nine channels 60-68
which rotate in the direction of arrow 69. Each of channels 60-68
has a slot in it, typically slot 70 in channel 65, exposing light
from one of the emitters on the inner carrier. Each channel 60-68
of the drum is scanned by one of the light activated switches 60A
to 68A on the outer carrier 54. The inner and outer carriers can be
displaced from the rest position shown in the direction of arrow 71
by an amount in direct proportion to engine speed and also to
engine load or any other required variable. This displacement
causes the part of each slot in a given channel that is "seen" by
the appropriate switch to differ in its relative position on each
rotation of the drum. Thus in the case of slot 70 in channel 65 at
low engine speeds the switch 65A "sees" the lower end (as shown in
FIG. 4) of illuminated slot 70 on each rotation of the drum 50.
With increasing engine speed the switch 65A is driven upwardly in
the direction of arrow 71 so traversing the channel 65 and scanning
the upper end of slot 70 so effectively advancing the transit time
of slot 70 past switch 72 for each revolution of drum 50.
Conversely with decreasing engine speed the switch 65A moves in the
opposite direction to arrow 71 and returns towards scanning the
lower end of slot 70. The passage of any part of a slot in any
given channel past its corresponding reading switch causes the head
to generate an appropriate pulse. In this way the nine switches on
outer carrier 54 cause pulses A to I to be generated and
transmitted from separate outputs. The pulses A to I are used to
provide control of a four cylinder i.c. engine, with the cylinders
firing in the order 1-3-4-2 and having inlet valves I to I.sub.4
and exhaust valves E.sub.1 to E.sub.4, as follows:
Advance Range Available by Pulse Open Close Head Displacement
______________________________________ A I.sub.1 E.sub.1 0 -
17.degree. B E.sub.3 I.sub.1 0 - 57.degree. C I.sub.3 E.sub.3 0 -
17.degree. D E.sub.4 I.sub.1 0 - 57.degree. E I.sub.4 E.sub.4 0 -
17.degree. F E.sub.2 I.sub.3 0 - 57.degree. G I.sub.2 E.sub.2 0 -
17.degree. H E.sub.1 I.sub.4 0 - 57.degree.
______________________________________
I provides set/reset, ignition and engine speed pulses.
The slots in each channel can be straight or curved so that for a
linear movement of the carriers variable rates of advance and
retard can be achieved for each output pulse. The width of the
lines will be as small as possible for accuracy of timing but wide
enough to let sufficient light through to activate the switch at
high speed. To achieve this end a slot of varying width along its
length can be used.
FIG. 5 shows circuitry utilising the pulses A, D, H and I generated
for use with an i.c. engine as described in connection with FIG. 4.
To avoid duplication the circuitry shows only components concerned
with ignition and the opening and closing of the inlet (I.sub.1)
and exhaust (E.sub.1) valves of the first cylinder of the four
cylinder engine. For the other three cylinders most of the
components shown would be repeated for each cylinder and the
remaining pulses B, C, E, F and G are utilised. Pulses fed to
inputs on the left hand side of the circuitry shown in FIG. 5 are
utilised to operate coils 81, 82, 83, 84 on the right hand side.
Inlet valve coils 81, 82 are similar to, and operate in the same
way as, coils 41, 42 described in connection with FIG. 1. Thus
energising coil 81 will cause inlet valve I.sub.1 to be opened and
energising coil 82 will cause inlet valve I.sub.1 to be closed.
Exhaust valve coils 83, 84 likewise are similar to, and operate in
the same way as, coils 41, 42. Energising coil 83 will cause
exhaust valve E.sub.1 to be opened and energising coil 84 will
cause exhaust valve E.sub.1 to be closed.
To allow selection of the inlet valves coil 81 or 82 a bistable 85
is used having "open" output 86 and "close" output 87. To obtain an
output from bistable 85:
i. a "set" pulse needs to be fed to the bistable by way of input 88
from set/reset gate 89 which is adapted to receive I pulses at
input 90; and
ii. either an open or close pulse needs to be fed to the bistable
85 by way of inputs 92, 93.
The set/reset gate 89 is used for setting up the electronics in the
correct order when starting and stopping the engine. The set/reset
gate is rendered inoperative when the engine is running at a speed
greater than 100 rpm.
Input 92 is adapted to receive A pulses as open signals and input
93 is adapted to receive D pulses as close signals by way of
monostable 94. The monostable is variable in proportion to engine
load as sensed by way of sensor 91 incorporated in a torque
converter forming part of a transmission system driven by the
engine.
Output 86 feeds coil 81 by way of a synchronising arrangement made
up of a paralleled multivibrator 96 and a monostable 97. Amplifier
98 is used to provide a current of sufficient amplitude to hold
open coil 81. The monostable 97 provides a pulse wide enough to
open the valve. Thereafter the multivibrator 96 supplies current to
hold the valve open.
Output 87 feeds solenoid 82 by way of an amplifier 99. In this case
a synchronising arrangement comparable to that provided by
multivibrator 96 and monostable 97 can be used to speed up valve
closure. It has not been included here in order to limit complexity
of the circuitry.
To allow selection of the exhaust valve coil 83 or 84 a bistable
101 is used having open output 116 and close output 117. To obtain
an output from bistable 101:
i. a set pulse needs to be fed to bistable 101 by way of input 102
from set/reset gate 89; and
ii. either an open or close pulse needs to be fed to the bistable
by way of inputs 103, 104.
Input 103 is adapted to receive H pulses as open signals and input
104 is adapted to receive A pulses as close signals by way of
monostable 105. The monostable 105 is controllable by way of an
input 106. The monostable is variable in proportion to engine load
as sensed by sensor 91.
Output 102 feeds coil 83 by way of a synchronising arrangement made
up of a paralleled multivibrator 109 and a monostable 110 which
feeds an amplifier 111 so as to provide a voltage of sufficient
amplitude to operate coil 83.
Output 103 feeds coil 84 by way of an amplifier 112.
I pulses fed to input 90 of set/reset gate 89 are also fed by way
of line 113 to a spark generator and by way of monostable 114,
serving as a tachometer drive, to a tachometer display 115.
Operation of the four cylinder vehicle engine equipped with inlet
and outlet valves according to FIG. 1, multichannel signal
transmitter and scanning means according to FIGS. 3 and 4 and the
control circuit of FIG. 5 is as follows.
With the engine running drum 50 (FIG. 2) rotates at half engine
speed with ignition occurring in the cylinder order 1-3-4-2. The
various switches 60A to 68A (FIG. 4) pass over and so scan each of
channels 60 to 68 respectively. Any resulting output pulses A, D, H
or I are fed to the control circuit of FIG. 5 which relates to the
first engine cylinder and three similar circuits, not shown, which
control the second, third and fourth cylinders. An A pulse arrives
at input 92 to bistable 85 once every drum revolution, that is to
say once every 2 engine revolutions. At the same time an I pulse is
fed to input 88 of the bistable 85 by way of set/reset gate 89. On
bistable 85 being switched by the A and I pulses open output 86
feeds the paralleled monostable 97 and multivibrator 96. As a
result open coil 81 is fed current by way of amplifier 98 so
causing the inlet valve governed by coil 81 to open in the manner
described in connection with FIG. 1. The valve will remain open
until bistable 85 is switched by the application of a D pulse fed
to input 93 by way of monostable 94. The necessary D pulse arises
from the passage past switch 63A (FIG. 4) of the slot contained in
channel 63. The arrival of the D pulse at the bistable 85 will
switch the bistable from open output 86 to close output 87. As a
result the close coil 82 is energised by way of amplifier 99
resulting in the valve governed by the coil being closed in the
manner described in connection with FIG. 1.
Arrival of an A pulse at input 92 causing the inlet valve to be
opened is matched by the arrival of a similar pulse at close input
104 of bistable 101. The simultaneous arrival of an I pulse fed to
input 102 of bistable 101 by way of set/reset switch 89 results in
the bistable being switched to give an output on close output 117
resulting in close coil 84 being energised to close so causing the
exhaust valve governed by coil 84 to be closed. The exhaust valve
will remain closed until bistable 101 is switched by the
application of an H pulse fed to input 103. The necessary H pulse
arises from the passage past switch 67A (FIG. 4) of the slot
contained in channel 67. The arrival of the H pulse at the bistable
101 switches the bistable from close output 117 to open output 116.
Output 116 feeds the paralleled monostable 109 and multivibrator
110. As a result the open solenoid 83 is fed current by way of
amplifier 111 causing the exhaust valve governed by solenoid 83 to
open in the manner described in connection with FIG. 1.
The necessary ignition pulses for a spark plug mounted in the
cylinder are derived from the I pulses arriving on line 113.
In the event that engine speed, or the engine loading detected by
sensor 91 are increased then the outer carrier 54 (FIGS. 3 and 4)
is driven in the direction of arrow 71. This provides for
advancing, or retarding, of valve opening or closing by provision
of a suitably angled slot in the appropriate channel of channels
60-68. Conversely with a reduction of engine speed, or loading, the
outer carrier 54 is returned, in the opposite direction to arrow 71
to the position shown in FIG. 4.
Among a number of advantages conferred by the specific embodiment
it will be apparent that an engine of the type described can be
readily modified, for research and development purposes, to
determine the effect of varying individual valve and ignition pulse
timing and of varying valve overlap.
* * * * *