North American Philips Corporation

Magnavox Government and Industrial Electronics Company

The Magnavox Company

Cequent Performance Products, Inc.

Tekonsha Engineering Company

William E Richeson

Frederick L Erickson

Fredrick L Erickson

Gerald L Kray

A powdered metal electromagnetic is provided that has much less variance between units, increased frictional drag, reduced wear of itself and the brake drum disk during use and an increased resistance to moisture due to the use of a donor material that increases performance and reliability. In addition it can withstand much higher surface speeds while producing higher frictional drag.

Magnetic brake assembly

A position sensing apparatus is provided for magnetically sensing the angular positon of a shaft about an axis. The apparatus includes first and second magnetic assemblies which are rotatable relative to each other. Each of these assemblies has spaced-apart magnetic members which are magnetically coupled to each other. The members in one of the assemblies are coupled through a Hall cell.

Position sensor with variably coupled magnetic field conducting means

A method of and apparatus for starting and accelerating a vehicle through a range of vehicle speeds during which the vehicle internal combustion engine is operated in a plurality of different operating modes is disclosed. Different operating modes are available during normal operation. Under high demand conditions, the engine may be run as a conventional inefficient but effective throttled engine or converted to operation in a fourth mode as a two-stroke cycle engine. The vehicle management system includes a first read only memory for storing a fixed table of engine operating parameters corresponding to various engine conditions, and a random access second storage means for storing a table of engine operating parameters corresponding to various engine conditions with the second table being initially the same as the first table. The system responds to sensed engine conditions to modify the parameters in the second table and controls the vehicle in accordance with the parameters stored in the second table. Both short term modification to accommodate dynamic changes in the sensed engine conditions and long term modification to compensate for relatively slow changes in the engine and the management system are made to the information in the random access memory. The modifications may be on an overall engine basis or an individual cylinder basis.

Vehicle management computer

An axially reciprocable working piston has opposed working surfaces facing opposed working chambers which are intermittently connected to respective cavities pressurized with compressed air. The working piston is connected to opposed seating pistons which cut off the connection between the cavity and working chamber behind the advancing piston and establish the connection in front of the piston, thereby conserving compressed air and storing potential energy for return movement of the piston. In either of two stable positions the working piston is hydraulically latched by fluid admitted to a respective chamber from another chamber through a two-way check valve. The check valve is electronically switched on commend to reverse the flow direction of the hydraulic fluid, thereby initiating movement between opposed stable positions.

Pneumatically powered actuator with hydraulic latching

A hydraulic actuator includes a pneumatic piston, a hydraulic piston, and an engine valve on a common shaft. The pneumatic piston is urged between first and second stable positions primarily by a double acting pneumatic spring, with high pressure hydraulic fluid connected to a first hydraulic chamber being used to cock the hydraulic piston in a first stable position (engine valve closed). Hydraulic fluid isolated in a second hydraulic chamber is used to latch the hydraulic piston in a second stable position (engine valve open). Transfer of hydraulic fluid between first and second chambers is effected by a carrier for two check valves, which carrier in a first position disables the second check valve to permit fluid to flow from the second chamber to the first chamber, whereupon the first check valve closes (cocking). In a second position the carrier disables the first check valve to permit fluid to flow from the first chamber to the second chamber, whereupon the second check valve closes (latching). The carrier may be controlled directly by an EM actuator, or by hydraulic fluid channeled from a pilot valve which is EM actuated.

Hydraulically powered actuator with pneumatic spring and hydraulic

A housing has a pilot bore with an electrically controlled pilot valve therein, an intermediate bore with an intermediate valve therein, and an engine bore with a main valve therein, each valve being reciprocable between first and second stable positions. When said pilot valve is switched to its first stable position, high pressure hydraulic fluid drives said intermediate valve to its first stable position and releases said engine valve from its second stable position, whereupon a double acting spring drives the engine valve toward its first stable position. High pressure hydraulic fluid completes this movement then holds the main valve in its first stable position against the force of the double acting spring. Switching the pilot valve to its second stable position effects movement of the other valves back to their second stable positions.

Pilot operated hydraulic valve actuator

Movement of a main valve between first and second stable positions is dependent upon hydraulic pressure controlled by an electrically controlled pilot valve reciprocable between first and second stable positions. When the pilot valve is in its first stable position, high pressure hydraulic fluid is admitted to a primary accumulator, while the working piston of the main valve is exposed only to low pressure, thereby maintaining the main valve in its first stable position. When the pilot valve is in its second stable position, the primary accumulator communicates with the working piston so that expanding hydraulic fluid acts ont he working piston to drive the main valve to its second stable position. A secondary accumulator communicating with the bores of said main valve and pilot valve, together with pistons or the valve stems, provide hydraulic springs urging the pilot valve and main valve toward their first stable positions.

Hydraulic actuator with hydraulic springs

A highly efficient all hydraulic poppet valve actuator utilizes fluid spring chambers at each end of travel to store energy. Fluid in a first spring chamber is compressed and the chamber cocked by supplemental hydraulic pressure which also seats a poppet valve. A first activation device cancels this pressure to allow transit of the poppet valve and re-cocking of the second spring chamber. Return activation is caused by cancelling a fluid latch to allow transit back to an initial position which recloses the poppet valve.

Resilient hydraulic actuator

Valve assembly includes a stem having a first section toward the cam and a second section toward the valve face, the first section having a larger diameter than the second section. A housing defines a closed chamber having a first bore which closely receives said first section and a coaxial second bore which closely receives the second section. As the cam rotates to lift the valve face from the valve seat, the first section acts as a piston which increases pressure of hydraulic fluid in the chamber to provide a spring force to return the valve.

Cam actuated valve assembly with hydraulic spring

A two-stroke-cycle spark ignited internal combustion engine operates with an exhaust valve that is controlled independently of crankshaft position and optimally for high power and low pollutant output in combination with a scavenging pump and fuel injector. The volume of combustible mixture is established at the point in the cycle when the exhaust valve is selectably closed with the piston traveling upwardly and decreasing the volume of the cylinder. Throttling losses are eliminated since the piston forces the scavenging air out of the cyclinder through the wide-open exhaust valve rather than the air being drawn into the cylinder against the reduced pressure caused by a conventional partially closed throttle plate. The volume of combustible air in the cylinder is determined by the point in the cycle at which the exhaust valve is closed and a correspondingly appropriate charge of fuel is thereafter injected into the cylinder.

Two-stroke-cycle engine with variable valve timing

A high efficient actuator used to operate an engine's poppet valves is disclosed. Pneumatic pressure is applied to an actuator piston which is locked in either a first or a second position by an interconnected fluid latch. Upon a timed command, the piston latch is released allowing the pre-pressurized piston to rapidly transit from whichever of its two positions it happens to be in to the other. The actuator is configured to compress the air on the advancing side of the piston as the energy of the expanding air is propelling the piston to its other position. The fluid latch is configured to prevent the main piston from reversing direction at the end of its travel, thus trapping all the compressed air to be used to help propel the actuator piston back to its original position. The actuator has a feature for supplying make up air on the opening portion of the cycle in order to compensate for blow down as well as other losses. The actuator also has a feature for increasing the pressure in the latching chamber during the return stroke to assure positive seating of the interconnected poppet valve.

Highly efficient pneumatically powered hydraulically latched actuator

Method for operating an engine having a piston reciprocable in a cylinder, an intake port for admitting air, an exhaust valve controlled by a valve actuator independently of crankshaft position, spark ignition, and fuel injection. During a first stroke the piston moves from BDC to TDC, the intake port is closed, the exhaust valve is closed, and fuel is injected. During a second stroke (TDC to BDC) the exhaust valve remains closed, lowering the pressure and causing some evaporation of the fuel-air mixture. During a third stroke (BDC to TDC), the fuel air mixture is again increased and finally ignited. During a fourth stroke (TDC to BDC) the ignited mixture expands, followed by opening the exhaust valve and the intake port. The second and third strokes enhance evaporation thus permit ignition of low vapor pressure fuel in a cold engine. Once the engine is hot, the valve actuators permit transition to a two-stroke-cycle.

Method of operating a two-stroke-cycle engine with variable valve timing

An actuator which uses a double-ended hydraulic spring to propel an internal combustion engine poppet valve back and forth between a closed and an open positions. Timed delivery of supplemental pressure to a separate latching piston provides a means to fully 're-cock' the rebounding springs in each position. Activation is accomplished by releasing the supplemental pressure to allow the compressed fluid spring to propel the poppet valve in either one of two directions. A valve arrangement is also provided to allow a timed bypass of fluid around the latching piston during most of its transitioning to minimize the quantity of high pressure fluid consumption to that which is required to overcome friction losses.

Spring driven hydraulic actuator

A method of and apparatus for starting and accelerating a vehicle through a range of vehicle speeds during which the vehicle internal combustion engine is operated in a plurality of different operating modes is disclosed. Different operating modes are available during normal operation. Under high demand conditions, the engine may be run as a conventional inefficient but effective throttled engine or converted to operation in a fourth mode as a two-stroke cycle engine. The vehicle management system includes a first read only memory for storing a fixed table of engine operating parameters corresponding to various engine conditions, and A method of and apparatus for starting and accelerating a vehicle through a range of vehicle speeds during which the vehicle internal combustion engine is operated in a plurality of different operating modes is disclosed. Different operating modes are available during normal operation. Under high demand conditions, the engine may be run as a conventional inefficient but effective throttled engine or converted to operation in a fourth mode as a two-stroke cycle engine. The vehicle management system includes a first read only memory for storing a fixed table of engine operating parameters corresponding to various engine conditions, and a random access second storage means for storing a table of engine operating parameters corresponding to various engine conditions with the second table being initially the same as the first table. The system responds to sensed engine conditions to modify the parameters in the second table and controls the vehicle in accordance with the parameters stored in the second table. Both short term modification to accommodate dynamic changes in the sensed engine conditions and long term modification to compensate for relatively slow changes in the engine and the management system are made to the information in the random access memory. The modifications may be on an overall engine basis or an individual cylinder basis.

Growing community of inventors

Fort Wayne, IN, United States of America

William E Richeson