Description:VALVE-TRAIN SYSTEM FOR AN AUTOMOBILE ENGINE
FIELD OF THE DISCLOSURE
[0001] This invention generally relates to a field of valve combustion based automobile engine, in particular relates to a valve-train system and a method for 5 optimizing the valve-train system for an automobile engine adapted with a valve-train.
BACKGROUND
[0002] The subject matter discussed in the background section should not be assumed to be prior art merely as a result of its mention in the background section. Similarly, a problem mentioned in the background section or associated with the subject matter of the 10 background section should not be assumed to have been previously recognized in the prior art. The subject matter in the background section merely represents different approaches, which in and of themselves may also correspond to implementations of the claimed technology.
[0003] In an automobile engine, a camshaft and fuel injection pump (FIP) are critical 15 components of valve-train system that work in tandem to ensure efficient engine operation. The camshaft, driven by the crankshaft through a timing belt or chain, controls the opening and closing of the engine's intake and exhaust valves to regulate the airflow into and out of the combustion chamber. Simultaneously, the fuel injection pump is synchronized with the camshaft may precisely delivers the required amount of fuel at high 20 pressure into the combustion chamber at the optimal moment. Further, the synchronization ensures that fuel is injected at the correct point in the engine's cycle for efficient combustion, enhancing engine performance, fuel efficiency, and emissions control. Further, the camshaft's precise timing and the fuel injection pump's accuracy are crucial for the smooth and effective functioning of the internal combustion engine. 25
[0004] Further, conventionally known valve-train systems may use a chain drive system that have several drawbacks. Firstly, they are prone to wear and elongation over time, which may lead to timing inaccuracies and reduced engine performance and fuel efficiency. Further, the increased friction and weight of the chain drive system also contribute to higher energy losses. Additionally, the chain drive system is tending to be 30
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noisier, generating more operational noise, which may be undesirable in modern, quieter engines. The complexity and need for frequent maintenance of chain drive systems further add to the overall cost and inconvenience for vehicle owners.
[0005] According to a patent application “EP0384361A2” titled “Valve train for automotive engine” discloses the Valve train for automotive engine. In a valve train for 5 an I.C. engine, a cam shaft (1) has cams (2, 3) formed with profile curvatures which allow the valve timing to be altered while the engine is operating, to suit the engine driving conditions by rotating the cam shaft (1) along its axis. To reduce the force necessary to shift the cam shaft along its axis the valve closure springs are replaced by closure cams (3). In some embodiments pivoting arrangements comprising a pair of ball (11) and socket 10 joints (7) are provided to eliminate lateral sway of the rocker arms allowing precise adjustment of the valve timing when the cam shaft is shifted along its axis. In other embodiments the rocker arms are attached to a rocker shaft provided with stops for preventing lateral sway. In some embodiments the closure rocker arms (15) have cupped ends in which either the valve stem retainer (17) or the valve stem seal is received. 15
[0006] According to another patent application “KR950005827B1” titled “valve train system of car engine” discloses a valve train system of car engine. The apparatus performs optimally a valve lift operation, prevents the valve from bouncing or jumping, and reduces a wear resistance in the low or middle speed range so that it can improve the engine efficiency. It comprises a cam shaft (10) connected to an acceleration cam (11) and a 20 deceleration cam (12); a swing arm (20) opening the valve while interconnected to the cam shaft (10); a plate type spring (30) connected to the rear part of the swing arm (20) and driving the swing arm according to the surface shape of the deceleration cam (12).
[0007] The conventionally known camshaft of an automobile engine are widely used and relatively simple in design, however, the conventional designs may have several 25 drawbacks as they offer limited flexibility in valve timing that may compromise engine efficiency and performance across different speeds and loads.
OBJECTIVES OF THE INVENTION
[0008] The objective of invention is to provide a valve-train system for an automobile engine. 30
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[0009] The objective of invention is to provide a method for optimizing the valve-train system for an automobile engine.
[0010] Furthermore, the objective of present invention is to provide the valve-train system for an automobile engine that is capable of lightening the weight with reduced number of child parts. 5
[0011] Furthermore, the objective of present invention is to provide the valve-train system for an automobile engine that is capable of reducing Bill of materials (BOM) resulting in weight savings, cost and inventory handling.
[0012] Furthermore, the objective of present invention is to provide the valve-train system for an automobile engine that is capable compacting the arrangement and 10 configurations of components of the valve-train system with good aesthetics.
SUMMARY
[0013] According to an aspect, the present invention discloses a valve-train system for an automobile engine, the system comprises at least one fuel injection pump (FIP) configured to deliver a pre-defined amount of fuel to one or more cylinders. Further, at 15 least one shaft comprising a first end and a second end. Further, the first end of the at least one shaft is integrated with plurality of FIP lobes operationally coupled with the at least one FIP fuel delivery. Further, at least one belt driver coupled with the second end of the at least one shaft, wherein the at least one belt driver is configured to reduce FIP loads. Further, a monitoring device configured to monitor one or more related parameters 20 associated with the at least one belt driver based on one or more scenarios.
[0014] In one embodiment, a method for operating the valve-train system for an automobile engine adapted with a valve-train comprises supplying, via at least one fuel injection pump (FIP), a pre-defined amount of fuel to one or more cylinders results in optimized fuel flow. Further, the first end is integrated with the plurality of FIP lobes and 25 operationally coupled with the at least one FIP. Further, reducing, via at least one belt driver coupled with the second end of the at least one shaft, the FIP loads. Further, monitoring, via a monitoring device, one or more related parameters associated with the at least one belt driver based on one or more scenarios.
BRIEF DESCRIPTION OF THE DRAWINGS 30
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[0015] The accompanying drawings illustrate various embodiments of systems, methods, and embodiments of various other aspects of the disclosure. Any person with ordinary skills in the art will appreciate that the illustrated element boundaries (e.g., boxes, groups of boxes, or other shapes) in the figures represent one example of the boundaries. It may be that in some examples one element may be designed as multiple 5 elements or that multiple elements may be designed as one element. In some examples, an element shown as an internal component of one element may be implemented as an external component in another, and vice versa. Furthermore, elements may not be drawn to scale. Non-limiting and non-exhaustive descriptions are described with reference to the following drawings. The components in the figures are not necessarily to scale, emphasis 10 instead being placed upon illustrating principles.
[0016] FIG. 1 illustrates a perspective view of a camshaft of a valve-train system for an automobile engine, according to an embodiment of the present invention;
[0017] FIG. 2A illustrates a graph of the camshaft torque output of the valve-train system with no loads for different engine speeds, according to an embodiment of the 15 present invention;
[0018] FIG. 2B illustrates a graph of the camshaft torque output of the valve-train system with gas loads for different engine speeds, according to an embodiment of the present invention;
[0019] FIG. 2C illustrates a graph of the camshaft torque output of the valve-train 20 system with crankshaft excitation loads for different engine speeds, according to an embodiment of the present invention;
[0020] FIG. 2D illustrates a graph of the camshaft torque output of the valve-train system with gas loads along with crankshaft excitation loads for different engine speeds, according to an embodiment of the present invention; 25
[0021] FIG. 3 illustrates a table of a dataset having the camshaft torque output of the valve-train system based on one or more scenarios for different engine speeds, according to an embodiment of the present invention;
[0022] FIG. 4A illustrates a set of graphs of the camshaft torque output of the valve-train system with FIP loads for different engine speeds, according to an embodiment of 30 the present invention;
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[0023] FIG. 4B illustrates a set of graphs of the camshaft torque output of the valve-train system with gas loads along with FIP loads for different engine speeds, according to an embodiment of the present invention;
[0024] FIG.4C illustrates a set of graphs of the camshaft torque output of the valve-train system with gas loads, crankshaft excitations loads and FIP loads for different engine 5 speeds, according to an embodiment of the present invention;
[0025] FIG. 5 illustrates a table of the dataset having the camshaft torque output of the valve-train system based on other one or more scenarios for different engine speeds, according to an embodiment of the present invention;
[0026] FIG. 6 illustrates a graph of a three Lobe FIP data phasing with camshaft 10 excitations of the valve-train system, according to an example embodiment of the present invention;
[0027] FIG. 7 illustrates a graph of torque output of a two lobe FIP profile, according to an example embodiment of the present invention;
[0028] FIG. 8 illustrates a set of graphs of output of at least one belt driver, according 15 to an example embodiment of the present invention; and
[0029] FIG. 9 illustrates a flowchart of a method, according to an embodiment of the present invention.
DETAILED DESCRIPTION
[0030] Some embodiments of this disclosure, illustrating all its features, will now be 20 discussed in detail. The words “comprising,” “having,” “containing,” and “including,” and other forms thereof, are intended to be equivalent in meaning and be open ended in that an item or items following any one of these words is not meant to be an exhaustive listing of such item or items or meant to be limited to only the listed item or items. It must also be noted that as used herein and in the appended claims, the singular forms “a,” “an,” 25 and “the” include plural references unless the context clearly dictates otherwise.
[0031] Although any systems and methods similar or equivalent to those described herein can be used in the practice or testing of embodiments of the present disclosure, the preferred, systems and methods are now described. Embodiments of the present disclosure will be described more fully hereinafter with reference to the accompanying 30 drawings in which like numerals represent like elements throughout the several figures,
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and in which example embodiments are shown. Embodiments of the claims may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. The examples set forth herein are non-limiting examples and are merely examples among other possible examples.
[0032] The present invention discloses about various embodiments of a valve-train 5 system for an automobile engine adapted with a valve-train. The embodiments may comprise at least one FIP (Fuel Injection Pump) to deliver fuel and the FIP further comprise a plurality of FIP lobes. The embodiments may be configured to integrate at least one shaft with the plurality of FIP lobes that operationally coupled the at least one shaft with the FIP. Further, the embodiments may comprise at least one belt driver 10 coupled to the at least one shaft to reduce FIP loads on the valve-train. The embodiments may further comprise a monitoring device to monitor one or more related parameters associated with the belt driver based on one or more scenarios.
[0033] FIG. 1 illustrates a perspective view of a camshaft of a valve-train system (100) for an automobile engine, according to an embodiment of the present invention. 15
[0034] In one embodiment, the valve-train system (100) for an automobile engine may comprise at least one fuel injection pump (FIP) (102). Further, the at least one FIP (102) may comprise a plurality of FIP lobes (104). Further, the at least one shaft (106) may comprise a first end (108) and a second end (110). Further, at least one belt driver (112) may be coupled with the second end (110) of the at least one shaft (106). Further, the at 20 least one belt driver (112) may comprise at least one gear (114) wrapped with a belt (116). Further, the at least one shaft (106) may comprise a plurality of cam profiles (118).
[0035] Further, the at least one FIP (102) in the automobile engine may be positioned on the side of an engine block. Further, the at least one FIP (102) may be driven by the at least one shaft (106) and the at least one belt driver (112). Further, the position of the at 25 least one FIP (102) in the automobile engine may facilitate easy access to both the fuel supply and an engine's timing mechanisms. In an example embodiment, the at least one FIP (102) may be positioned near the top or front of the engine to facilitate the high-pressure fuel delivery to the injectors, in the diesel engines.
[0036] Further, the at least one FIP (102) may be configured to supply pre-defined 30 amount of fuel to one or more cylinders of the automobile engine. Further, the optimal
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fuel delivery may ensure precise fuel delivery for an optimal engine performance. Further, the at least one FIP (102) may be operated to generate a high-pressure fuel and deliver the high-pressure fuel through fuel lines to injectors. Further, the fuel may be sprayed into the combustion chambers. Further, the amount of fuel injected is controlled by the FIP's internal mechanisms, which are synchronized with the engine's operation to match the 5 required fuel quantity for varying speeds and loads.
[0037] Further, the at least one FIP (102) may comprise a plurality of FIP lobes (104). Further, the plurality of FIP lobes (104) may be configured to drive the at least one FIP (102) by converting the rotational motion of the at least one shaft (106) into the reciprocating motion needed to pump fuel. Further, the plurality of FIP lobes (104) may 10 comprise a cam-like structure. Further, the cam-like structure of the plurality of FIP lobes (104) may actuate the at least one FIP (102).
[0038] Further, the at least one shaft (106) may comprise a first end (108) and a second end (110). In an example, the first end (108) may correspond to a rear end and the second end (110) may correspond to a front end. Further, the first end (108) of the at least one 15 shaft (106) may be operationally coupled with the at least one FIP (102), via at least one FIP lobe of the plurality of FIP lobes (104). Further, the at least one shaft (106) having a plurality of cam profiles (118). Further, the at least one shaft (106) may be positioned above the one or more cylinders. Further, the at least one shaft (106) may be configured to operate valves of a valve-train directly or via a short linkage, to provide precise control 20 and higher engine speeds.
[0039] In some embodiments, the at least one shaft (106) may be rotated on the operation of the engine. Further, the rotation of the at least on shaft (104) may be transferred to the plurality of FIP lobes (104). Further, the plurality of FIP lobes (104) may be rotated or oscillated. Further, the rotation and oscillation of the plurality of FIP 25 lobes (104) may directly control the operation of the at least one FIP (102) to regulate the time and amount of the fuel injected into engine’s combustion chamber.
[0040] In an example, the at least one shaft (106) may be located within the engine block. Further, at least one shaft (106) may correspond to a camshaft. Further, the camshaft may utilize pushrods and rocker arms. Further, the pushrods and rocker arms 30 may be configured to actuate the valves. Further, the plurality of cam profiles (118) that
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are configured to open and close the intake and exhaust valves at specific intervals may ensure proper air-fuel mixture intake and exhaust gas expulsion for efficient engine operation.
[0041] Further, the at least one belt driver (112) may be coupled with the second end (110) of the at least one shaft (106). Further, the at least one belt driver (112) may 5 comprise at least one gear (114) wrapped with a belt (116). Further, the belt (116) may be driven by the at least one shaft (106), via the at least one gear (114). Further, the at least one gear (114) may be configured to transfer the rotational motion of the at least one shaft (106) to the belt of the at least one belt driver (112).
[0042] In an example embodiment, the at least one shaft (106) may be rotated as the 10 engine operates. Further, the rotation of the at least one shaft (106) may be configured to drive the at least one gear (114) in the at least one belt driver (112). Further, the at least one shaft (106) may be rotated to move the belt (116) in synchronization with the at least one gear (114). Further, the at least one belt driver (112) may be configured to reduce the mechanical load exerted by the plurality of FIP lobes (104) on the valve-train. Further, 15 the at least one belt driver (112) may act as an intermediary mechanism to absorb and smoothen out the rotational forces from the at least one shaft (106) before the rotational forces are transferred to the at least one FIP (102).
[0043] In some embodiments, the reduction in the conventional number of pulley associated with the at least belt driver (112) may reduce the FIP loads on the valve-train 20 and the at least one belt driver (112). Further, the reduction of the number of pulley in the at least one belt driver (112) may decrease the mechanical load transmitted from the at least one FIP (102) to the valve-train due to the alteration of the gear ratio. Further, the reduction in the number of pulley may be reduce torque transferred through the belt (116), which reduces the FIP loads on the valve-train. Further, the reduction in FIP loads may 25 lead to less stress and wear on the valve-train components to ensure smooth operation.
[0044] In some embodiments, the system may comprise at least one crankshaft having a sprocket or a pulley to engage with the at least one belt driver (112). Further, at least one crankshaft is attached with pistons to move up and down within the cylinders. Further, the system (100) may comprise a valve-train having multiple valves that may open and 30 close at precise intervals to allow the intake of air/or fuel. Further, the at least one belt
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driver (112) may be configured to connect with the sprocket of the at least one crankshaft. Further, the at least one crankshaft may convert linear motion of a plurality of pistons into a rotational motion. Further, the at least one belt driver (112) may rotate, which further rotates the at least one shaft (106) at half speed of the at least one crankshaft. Further, the rotation of the at least one shaft (106) may control the operation of the plurality of cam 5 profiles (118) to control timing of opening and closing of intake and exhaust valves in synchronization with the piston movement.
[0045] In some embodiments, the camshaft torque output with respect to crank angle varies with engine speed that may reflect the changes in engine dynamics. Further, at lower engine speeds, the camshaft may generate lower torque due to reduced engine load 10 and slower combustion rates that may result in smooth but less forceful camshaft movement. As engine speed increases, the camshaft torque output values may also increase due to higher combustion pressures and increased engine load. Further, the peak camshaft torque typically occurs at specific crank angles where the combustion is most efficient to provide maximum power. Further, at very high engine speeds, the camshaft 15 torque may be stabilized or even drop due to factors such as increased friction and reduced time for fuel-air mixture combustion to alter camshaft’s efficiency and effectiveness.
[0046] Further, the one or more related parameters may comprise the camshaft torque, tension of belt, or etc. Further, the one or case scenarios may comprise no external loads, gas loads alone, excitation loads alone, gas loads plus excitation loads, FIP loads alone, 20 gas loads plus FIP loads, and gas loads plus excitation loads plus FIP loads.
[0047] Further, the monitoring device may comprise sensors that are positioned along the at least one belt driver (112) to gather real-time data under various operating scenarios. Further, the different scenarios may comprise different engine speeds, loads, and environmental conditions. Further, the one or more related parameters may be analysed 25 by the monitoring device to detect anomalies.
[0048] Further, at least one processor may be operationally coupled with the monitoring device. Further, the at least one processor may be selected from but not limited to from a group of Arduino Uno, raspberry pi. In one embodiment, the at least one processor may be communicatively coupled to the memory. The at least one processor 30 may include suitable logic, input/ output circuitry, and communication circuitry that are
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operable to execute one or more instructions stored in the memory to perform predetermined operations. In one embodiment, the at least one processor may be configured to decode and execute any instructions received from one or more other electronic devices or server(s). The at least one processor may be configured to execute one or more computer-readable program instructions, such as program instructions to 5 carry out any of the functions described in this description. Further, the at least one processor may be implemented using one or more processor technologies known in the art. Examples of the at least one processor include, but are not limited to, one or more general purpose processors and/or one or more special purpose processors.
[0049] In one embodiment, the memory may be configured to store a set of 10 instructions and data executed by the at least one processor. Further, the memory may include the one or more instructions that are executable by the control unit to perform specific operations.
[0050] Further, the at least one processor may be configured to receive one or more outputs from the monitoring device. Further, the at least one processor may be configured 15 to analyse the one or more outputs based on the one or more scenarios. Further, the at least one processor may be configured to continuously collect real-time data related to one or more parameters monitored by the monitoring device, such as belt tension, alignment, camshaft torque and vibration. Further, the at least one processor may be configured to analyse the data to detect any anomalies, predict potential failures, and 20 make necessary adjustments to optimize the performance and longevity of the at least one belt driver (112).
[0051] In some embodiments, a preliminary analysis is performed via the monitoring device in view of the different external loads influencing the camshaft torque, to understand the baseline performance and load characteristics. Further, the preliminary 25 analysis may indicate evaluation of the contributing factors that affect the camshaft’s torque output and overall engine performance.
[0052] FIG. 2A illustrates a graph (200) of the camshaft torque output of the valve-train system with no loads for different engine speeds, according to an embodiment of the present invention. FIG. 2B illustrates a graph (202) of the camshaft torque output of the 30 valve-train system with gas loads for different engine speeds, according to an embodiment
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of the present invention. FIG. 2C illustrates a graph (204) of the camshaft torque output of the valve-train system with crankshaft excitation loads for different engine speeds, according to an embodiment of the present invention. FIG. 2D illustrates a graph (206) of the camshaft torque output of the valve-train system with gas loads along with crankshaft excitation loads for different engine speeds, according to an embodiment of 5 the present invention.
[0053] In some embodiments, as shown in case set 01 (valve-train system with no loads) illustrated in graph (200) of FIG. 2A, a valve-train system (100) with no external loads may be evaluated through simulations. In an example, the valve-train system (100) operates under the internal forces generated by the engine's components without 10 additional external influences. Further, the additional external influences may comprise an accessory drives or external mechanical loads. Further, the intrinsic dynamics of the valve-train system (100), such as the effects of the camshaft rotation (Torque), valve spring force, and inertia of the moving parts are observed.
[0054] In some embodiments, in case set 02 (valve-train system with gas loads) as 15 illustrated in graph (202) of FIG. 2B, the valve-train system (100) may be analysed with gas loads alone. Further, as seen in dynamic peaks of the maximum camshaft torque, the gas loads may impact the force required to open and close the valves, affecting the rotational dynamics of the at least one shaft (106) and the tension of the at least one belt driver (112). 20
[0055] In some embodiments, in case set 03 (valve-train system with crankshaft excitation loads) as illustrated in graph (204) of FIG. 2C, the valve-train system (100) may be analysed with excitation loads alone. Further, the external forces or vibrations may affect the valve dynamics, as evident from the dynamic peaks of the maximum camshaft torque. Further, the excitation loads may be originated from various sources 25 such as the engine's reciprocating and rotating components, accessory drives, or road-induced vibrations.
[0056] In some embodiments, in case set 04 (valve-train system with gas loads along with crankshaft excitation loads) as illustrated in graph (206) of FIG. 2D, the valve-train system (100) may be analysed with both gas loads and excitation loads considered 30 simultaneously. Further, the valve dynamics of the valve-train system (100) may be
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affected by both the pressures exerted by the combustion gases and external forces or the vibrations, as depicted through dynamic peaks of the maximum camshaft torque. In comparison to the graph 300, the graph 302, the graph 304 and the graph 306, the camshaft torque is maximum. Thus, the interaction between gas loads and excitation loads may affect the valve timing, dynamic response, and overall system performance. 5
[0057] Further, it was observed that at lower engine speeds (800-1500 rpm), the camshaft torque output values are relatively stable across the different case sets with slight variations. Further, no significant abnormalities may be observed. Further, the camshaft torque output values and magnitude are consistent with consideration of gas loads and crankshaft excitation loads. 10
[0058] Further, it was observed that at mid-engine speeds (2450-3300rpm), the camshaft torque output values may be increased in case set 03 (Valve-Train system with Crankshaft Excitation loads) and in case set 04 (Valve-Train system with Gas loads + Crankshaft Excitation loads). Further, it may be observed that there is a potential issues related to crankshaft excitation loads. 15
[0059] Further, it was observed that at high engine speeds (3500-4800rpm), the camshaft torque output values may be stabilized and vary slightly across the case sets. Further, there may be significant abnormalities seen in the Camshaft torque values with consideration of valve-train loads itself. However, there is no abrupt increase in the values of camshaft torque with consideration of other loads. 20
[0060] Further, it was observed that the maximum torque load reached a peak value of 45 N-m. Further, it indicates the highest amount of torque experienced by the at least one camshaft during the engine's operation under the specified conditions. Further, the specified conditions may correspond to an inertia of valve-train components, gas loads that may be acted on the valve-train system, excitation load from the crank train system 25 and loads from the at least one FIP (102). Further, the valve-train system may be subjected to various loads that may impact the performance and durability.
[0061] Further, the evaluation of the at least one shaft (106) may efficient enough to withstand with the loads without experiencing excessive wear or failure. Further, the optimization of the engine's timing system and aid in the selection of suitable materials 30 and manufacturing processes for the camshaft may enhance the durability and longevity.
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[0062] FIG. 3 illustrates a table (300) of a dataset having the camshaft torque output of the valve-train system based on one or more scenarios for different engine speeds, according to an embodiment of the present invention.
[0063] In some embodiments, the table (300) represents the maximum camshaft torque (in Newton-meters) across various engine speeds (in revolutions per minute, rpm) 5 for four different case sets (01, 02, 03 and 04). In an example, the case set 01 corresponds to valve train-system with no loads. Further, the case set 02 corresponds to valve-train system with gas loads. Further, the case set 03 corresponds to valve-train system with crankshaft excitation loads. Further, the case set 04 corresponds to valve train system with gas loads along with crankshaft excitation loads. Further, the engine speeds ranges from 10 800 rpm to 4800 rpm. For each engine speed, the table (200) provides the maximum torque values for four different case sets (01, 02, 03, and 04). Further, the maximum torque values may increase with the engine speed, peaking around 3200-3300 rpm for case sets 03 (valve-train system with crankshaft excitation loads) and 04 (valve-train system with gas loads along with crankshaft excitation loads) which show the highest 15 torques of 42.0837 and 42.6074 N-m, respectively. Further, at lower engine speeds, the torque values are relatively consistent across the case sets, with minor variations.
[0064] FIG. 4A illustrates a set of graphs (400) of the camshaft torque output of the valve-train system with FIP loads for different engine speeds, according to an embodiment of the present invention. FIG. 4B illustrates a set of graphs (402) of the 20 camshaft torque output of the valve-train system with gas loads along with FIP loads for different engine speeds, according to an embodiment of the present invention. FIG. 4C illustrates a set of graphs (404) of the camshaft torque output of the valve train system with gas loads and crankshaft excitations loads along with FIP loads for different engine speeds, according to an embodiment of the present invention. 25
[0065] In some embodiments, in case set 05 (valve-train system with FIP loads) as illustrated in a set of graphs (400) of FIG. 4A, the valve-train system (100) may be simulated with the FIP loads. Further, it was observed that there may be a steady increase in the camshaft torque output values on increment of the engine speed from 800-1500 rpm due to the effect of the FIP loads. Further, the camshaft torque values may be 30 increased due to the FIP loads on increment of the engine speeds from 2450 to 3000 rpm.
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Further, the camshaft torque values may decrease slightly but remain at high, indicates the considerable effect of the FIP loads. Further, the camshaft torque values may drop at 3500 rpm, followed by a slight increase towards 4800 rpm.
[0066] In some embodiments, in case set 06 (valve train system with gas loads, along with FIP loads) as illustrated in set of graphs (402) of FIG. 4B, the valve-train system 5 may be analysed with combination of gas loads and the FIP loads. Further, the maximum camshaft torque values in the valve-train system (100) with combined gas loads and Fuel Injection Pump (FIP) loads may show a progression across various engine speeds, i.e., 49.2428 N-m at 800 rpm, 48.5089 N-m at 1000 rpm, 61.8699 N-m at 1250 rpm, 72.0358 N-m at 1500 rpm, 91.0204 N-m at 2450 rpm, peaking at 109.1 N-m at 3000 rpm. Further, 10 the camshaft torque values may decrease to 96.5697 N-m at 3200 rpm. Further, the camshaft torque values may drop to 42.7168 N-m at 3500 rpm. Further, the camshaft torque values may increase to 47.7087 N-m at 3840 rpm and reaches 58.8355 N-m at 4800 rpm. It was observed that combined gas and FIP loads may impact camshaft torque around the mid-range engine speeds, and show variability at higher speeds. 15
[0067] In some embodiments, in case set 07 (valve-train system with gas loads and crankshaft loads, along with FIP loads) as illustrated in sets of graphs (404) of FIG. 4C, the valve-train system (100) may be analysed with a combination of gas loads, excitation loads, and the FIP loads. Further, the maximum camshaft torque values in the valve-train system (100) with combined gas loads, crankshaft excitation loads, and FIP loads may 20 show significant variation across different engine speeds. Further, at 800 rpm, the camshaft torque value is 50.1724 N-m. Further, the camshaft torque value may increase to 50.3025 N-m at 1000 rpm, 63.9009 N-m at 1250 rpm, and 75.3533 N-m at 1500 rpm. Further, the camshaft torque value may increase to 101.707 N-m at 2450 rpm and peaks at 125.114 N-m at 3000 rpm. Further, the camshaft torque value may decrease to 103.13 25 N-m at 3200 rpm and drops significantly to 49.4834 N-m at 3500 rpm. Further, the camshaft torque value may reduce to 44.9974 N-m at 3840 rpm, and then rises again to 63.6857 N-m at 4800 rpm. It was observed that the combined effects of gas loads, crankshaft excitation loads, and FIP loads may lead to substantial increases in camshaft torque, particularly at mid-range engine speeds. Further, it was observed that the that 30
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crankshaft excitation loads contribute significantly to the torque at mid-range speeds that may lead to peaks and variations.
[0068] Further, the scenario aims to replicate real-world operating conditions where the valve-train system (100) is subjected to the pressures from combustion gases, external vibrations and forces, and the mechanical loads from the FIP. Further, the simulation is 5 configured to understand the collective impact on valve timing, camshaft torque, dynamic response, and overall engine performance.
[0069] FIG. 5 illustrates a table (500) of the dataset having the camshaft torque output of the valve-train system based on other one or more scenarios for different engine speeds, according to an embodiment of the present invention. 10
[0070] In some embodiments, the table (500) may represent the maximum camshaft torque (in Newton-meters) for various engine speeds (in revolutions per minute, rpm) across three different case sets (05, 06, and 07). Further, the case set 05 corresponds to valve-train system with FIP loads. Further, the case set 06 corresponds to valve-train system with gas loads, along with FIP loads. Further, the case set 07 corresponds to valve-15 train system with gas loads and crankshaft loads, along with FIP loads. Further, the engine speeds range from 800 rpm to 4800 rpm. Further, at each specified engine speed, the table provides the corresponding maximum torque values for the three case sets (05, 06 and 07). The data shows that as the engine speed increases, the maximum torque also generally increases, with notable peaks at 3000 rpm for case set 07 (valve-train system 20 with gas loads + crankshaft loads + FIP loads) (125.114 N-m) and at 2450 rpm for case set 07 (valve train system with gas loads + crankshaft loads + FIP loads) (101.707 N-m). Further, at lower engine speeds, the torque values are relatively high but more consistent across the case sets.
[0071] FIG. 6 illustrates a graph (600) of a three Lobe FIP data phasing with camshaft 25 excitations, according to an embodiment of the present invention.
[0072] In an example, the FIG. 6 indicates the complete elimination of resonance between the at least one FIP and the camshaft is not achievable under the current configuration. In some embodiments, the three-lobe FIP with camshaft excitations may be configured to avoid resonance to reduce the load on the at least one belt driver (112). 30 Further, the FIP lobes (104) may be aligned with the camshaft's rotational positions.
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Further, the torque peaks may be smoothed out to minimize the chances of resonance that may amplify mechanical stresses. Further, the synchronization may distribute the torque forces and inertial forces more evenly to reduce abrupt torque variations and vibrations. Further, the three-lobe FIP with camshaft excitations may be configured improve the overall efficiency of the fuel delivery system but also prolongs the life of the at least belt 5 driver system (112) by preventing excessive wear and tear to ensure smoother operation and reduce maintenance needs.
[0073] FIG. 7 illustrates a graph (700) of torque output of a two lobe FIP profile, according to an embodiment of the present invention.
[0074] In one embodiment, the X- axis may represent cam angle in degrees ranging 10 from 0 to 360 degrees. Further, the Y- axis may represent the torque in Newton-metres (Nm). Further, the plurality of FIP lobes (104) in the form of the two-lobe FIP profile may be feasible to manufacture and acceptable to the FIP supplier. Further, the FIP profile is configured to provide an advantage by reducing the torque demand required to achieve the necessary FIP rail pressure. Simulations performed with the two-lobe FIP 15 configuration may be configured to provide results. Further, phase optimization may be applied to mitigate peak load overlaps with the at least one shaft (106). Further, the two-lobe FIP configuration may be incorporated to the at least one belt driver (112) for final evaluation and determination of the appropriate belt specifications. Further, the camshaft torque increases at certain cam angles that may corresponds to power stroke of the engine. 20 Further, the camshaft torque drops at other cam angles. Further, the graph indicates the cyclic operation of the engine when the torque may vary during the rotation of the at least one camshaft.
[0075] FIG. 8 illustrates a set of graphs (800) of output of the at least one belt driver (112), according to an embodiment of the present invention. 25
[0076] In some embodiments, the set of graphs (800) may comprise at least two axes. Further, in one of the graphs (800) the one axis (Y-axis) may correspond to belt tension (N) and another axis may correspond to speed step (rpm). In other of the graphs (800), the Y-axis corresponds to Hub load. The X-axis corresponds to speed step. Further, the graphical representation may comprise plurality of trends. Further, the plurality of trends 30 may comprise belt tension, hub loads.
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[0077] In some embodiments, a tensioner and crankshaft gear span may not have ON condition. Further, the ON condition may indicate for minimum belt tension and hub load. Further, the nominal belt tension is increases from 600 N to 620 N. Further, it may indicate that under maximum stress, the design may meet the minimum required tension of 10N. 5
[0078] In some embodiments, the graphical analysis (800) may be performed to monitor the tension and hub loads individually on each element of the belt assembly (i.e. Crankshaft gear, Water Pump gear, Idler gear, Camshaft Gear, Tensioner). Further, the minimum belt tension was observed at 2800 RPM. Further, the lowest observed belt tension is still above the 10 N threshold. This indicates that even at a lower engine speed, 10 the belt tension might drop. Further, the minimum values for hub loads for same are also found to cleared the passing limits of 10 N with quite higher margins, making the system safe for operation.
[0079] Further, the output of the at least one belt driver (112) may indicate the minimum belt tension and hub load values that may be evaluated for both the camshaft 15 span and the tensioner span when the engine speed is of 2800 RPM. Further, for the camshaft span, the minimum belt tension may be recorded at 148 N, with a minimum hub load of 758 N. Further, for the tensioner span, the minimum belt tension may be recorded at 73 N, with a minimum hub load of 124 N. Further, the value may meet minimum design criteria of 10 N for both belt tension and hub load to ensure the at least one driver (112) 20 performance under the specified conditions.
[0080] In one embodiment, the results from the at least one belt driver (112) may indicate that the tensioner and crank span are not able to meet the minimum operational requirements. However, the belt tension and minimum hub load may meet the minimum design criteria of 10N under maximum belt tension conditions. Further, the at least one 25 belt driver (112) nominal tension may be optimized from 600N to 620N to ensure the compliance with the 10N design criteria. Further, the adjustment is necessary to maintain the required performance and reliability of the at least one belt driver (112) under the specified load conditions.
[0081] FIG. 9 illustrates a flow chart of a method (900), according to an embodiment 30 of the present invention.
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[0082] At operation 902, supplying, via the at least one FIP (102), a pre-defined amount of fuel to one or more cylinders. Further, the at least one FIP (102) comprises the plurality of FIP lobes (104). Further, the plurality of FIP lobes (104) may be configured to drive the at least one FIP (102) due to the conversion of the rotational motion of the at least one shaft (106) into the reciprocating motion. Further, the plurality of FIP lobes 5 (104) may comprise a cam-like structure. Further, the cam-like structure of the FIP lobes may rotate and actuate the at least one FIP (102).
[0083] Further, the at least one FIP (102) may be configured to supply pre-defined amount of fuel to one or more cylinders. Further, the at least one FIP (102) may be configured to supply pre-defined amount of fuel to one or more cylinders of the 10 automobile engine. Further, the optimal fuel delivery may ensure the fuel delivery for an optimal engine performance. Further, the at least one FIP (102) may be operated to generate the high-pressure fuel and delivering it through fuel lines to the injectors. Further, the fuel is sprayed into the combustion chambers. The amount of fuel injected is meticulously controlled by the FIP's internal mechanisms, which are synchronized with 15 the engine's operation to match the required fuel quantity for varying speeds and loads.
[0084] At operation 904, optimizing timing and efficiency, via the first end (108) of the at least one shaft (106) operationally coupled with the at least one FIP (102). Further, the at least one shaft (106) may comprise the first end (108) and the second end (110). Further, the first end (108) may correspond to a rear end. Further, the second end (110) 20 may correspond to a front end. Further, the first end (108) of the at least one shaft (106) may be operationally coupled with the at least one FIP (102), via the at least one FIP (102) lobe. Further, the at least one FIP (102) may be configured to supply pre-defined amount of fuel to one or more cylinders of the automobile engine. Further, the optimal fuel delivery may ensure precise fuel delivery for an optimal engine performance. 25
[0085] Further, the at least one shaft (106) may be rotated on the operation of the engine. Further, the rotation of the at least on shaft (104) may be transferred to the plurality of FIP lobes (104). Further, the plurality of FIP lobes (104) may be rotated or oscillated. Further, the rotation and oscillation of the plurality of FIP lobes (104) may directly control the operation of the at least one FIP (102) to regulate the timing and 30 amount of the fuel injected into engine’s combustion chamber.
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[0086] At operation 906, reducing, via the at least one belt driver (112) coupled with the second end (110) of the at least one shaft (106), the FIP loads on valve-train and the at least one belt driver (112). Further, the at least one belt driver (112) may comprise at least one gear (114) wrapped with a belt (116). Further, the belt (116) may be driven by the at least one shaft (106), via the at least one gear (114). Further, the at least one gear 5 (114) may be configured to transfer the rotational motion of the at least one shaft (106) to the belt (116) of the at least one belt driver (112). Further, the at least one driver (112) may be configured to reduce the mechanical load exerted by the at least one FIP (102) on the valve-train. Further, the at least one belt driver (112) may act as an intermediary mechanism to absorb and smooth out the rotational forces from the at least one shaft (106) 10 before they are transferred to the at least one FIP (102).
[0087] At operation 908, a monitoring device configured to monitor one or more related parameters associated with the at least one belt driver (112) based on one or more scenarios. Further, the monitoring device may comprise sensors that are positioned along the at least one belt driver (112) to gather real-time data under various operating scenarios, 15 such as different engine speeds, loads, and environmental conditions. By analysing the one or more parameters, the monitoring device may detect anomalies or signs of wear and tear, enabling predictive maintenance and timely adjustments.
[0088] It has thus been seen that the valve-train system (100) for an automobile engine and the method (900) for operating the valve-train system (100) for an automobile engine, 20 as described. The valve-train system (100) for an automobile engine and the method (900) for operating the valve-train system (100) for an automobile engine in any case could undergo numerous modifications and variants, all of which are covered by the same innovative concept; moreover, all of the details can be replaced by technically equivalent elements. In practice, the components used, as well as the numbers, shapes, and sizes of 25 the components can be whatever according to the technical requirements. The scope of protection of the invention is therefore defined by the attached claims.
Dated this 27th Day of August, 2024 Ishita Rustagi (IN-PA/4097) 30 Agent for Applicant , Claims:CLAIMS We Claim:
1. A valve-train system (100) for an automobile engine adapted with a valve-train, the system (100) comprises:
at least one fuel injection pump (FIP) (102) configured to deliver a pre-defined 5 amount of fuel to one or more cylinders, wherein the at least one FIP (102) comprises a plurality of FIP lobes (104);
at least one shaft (106) comprising a first end (108) and a second end (110), wherein the first end (108) of the at least one shaft (106) is integrated with the plurality of FIP lobes (104) and operationally coupled with the at least one FIP (102) to optimize fuel 10 delivery;
at least one belt driver (112) coupled with the second end (110) of the at least one shaft (106), wherein the at least one belt driver (112) is configured to reduce FIP loads on the valve-train and the at least one belt driver (112); and
a monitoring device configured to monitor one or more related parameters 15 associated with the at least one belt driver (112) based on one or more scenarios.
2. The system (100) as claimed in claim 1, wherein the at least one shaft (106) corresponds to a camshaft.
3. The system (100) as claimed in claim 1, wherein the at least one shaft (106) may comprise a plurality of cam profiles (118). 20
4. The system (100) as claimed in claim 1, wherein the first end (108) may correspond to a rear end and the second end (110) may correspond to a front end.
5. The system (100) as claimed in claim 1, wherein the at least one belt driver (112) comprises at least one gear (114) wrapped with a belt (116), wherein the belt (116) is driven by the at least one shaft (106), via the at least one gear (114) to reduce the FIP 25 loads on the valve-train and the at least one belt driver (112).
6. The system (100) as claimed in claim 1, wherein at least one processor is operationally coupled with the monitoring device, wherein the at least one processor is configured to train the valve system (100).
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7. The system (100) as claimed in claim 1, wherein the at least one processor is communicatively coupled with an external device to receive one or more outputs from the monitoring device.
8. The system (100) as claimed in claim 1, wherein the one or more scenarios comprise no external loads, gas loads alone, excitation loads alone, gas loads along with excitation 5 loads, FIP loads alone, gas loads along with FIP loads, and gas loads along with excitation loads and FIP loads.
9. The system (100) as claimed in claim 2, wherein the one or more related parameters comprise torque of the camshaft, tension of the belt, etc.
10. A method comprises: 10
supplying, via at least one fuel injection pump (FIP) (102), a pre-defined amount of fuel to one or more cylinders, wherein the at least one FIP (102) comprises a plurality of FIP lobes (104), at step 902;
optimizing fuel delivery, via at least one shaft (106) having a first end and a second end, wherein the first end is integrated with the plurality of FIP lobes (104) and 15 operationally coupled with the at least one FIP (102), at step 904;
reducing, via at least one belt driver (112) coupled with the second end (110) of the at least one shaft (106), FIP loads on the valve-train and the at least one belt driver (112), at step 906; and
monitoring, via a monitoring device, one or more related parameters associated with 20 the at least one belt driver (112) based on one or more scenarios, at step 908.
Dated this 27th Day of August, 2024 Ishita Rustagi (IN-PA/4097) Agent for Applicant 25