CN106907206B - Variable valve timing mechanism of engine - Google Patents
Variable valve timing mechanism of engine Download PDFInfo
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- CN106907206B CN106907206B CN201710270119.4A CN201710270119A CN106907206B CN 106907206 B CN106907206 B CN 106907206B CN 201710270119 A CN201710270119 A CN 201710270119A CN 106907206 B CN106907206 B CN 106907206B
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- camshaft
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- electromagnetic clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
The invention belongs to the technical field of engines, and particularly relates to a variable valve timing mechanism of an engine, which overcomes the defect that the valve phase is fixed or the valve timing can not be flexibly changed in the prior art. The mechanism comprises a camshaft power system, a camshaft main body system and a camshaft phase control system; the electromagnetic clutch a is connected with the camshaft power system and the camshaft main body system, the camshaft phase control system is installed at the left end of the camshaft, when the electromagnetic clutch a in the camshaft power system is disconnected and separated, and the electromagnetic clutch b in the camshaft phase control system is connected in an electrified mode, the rotating speed of the camshaft can be controlled through the motor to change relative to the rotating speed of the gear shaft, and therefore valve timing is changed. The invention can realize continuous variable valve timing and flexible control; the inflation efficiency of the engine can be improved, the working process of the engine is optimized, and the dynamic property and the economical efficiency of the engine are improved; simple structure, convenient manufacture and easy popularization.
Description
Technical Field
The invention belongs to the technical field of engines, and particularly relates to a mechanical variable valve timing mechanism of a camshaft of an internal combustion engine.
Background
The valve actuating mechanism is one of the important components of the internal combustion engine, bears the important functions of realizing the opening and closing timing of the air inlet valve and the air outlet valve of each air cylinder of the engine and controlling the valve lift motion law, and is the basis for realizing the air exchange process of the engine and ensuring the work cycle of the heat-work conversion of the internal combustion engine to be carried out repeatedly and continuously. Therefore, whether the engine can work reliably or not and whether the dynamic performance and the economic performance of the engine are guaranteed or not are closely related to the selection of the valve timing phase of the valve mechanism in the process of realizing air exchange. The traditional engine has a fixed structure, the valve timing is fixed and unchangeable in the operation process of the engine, the valve timing of the traditional engine is determined by designing and selecting a compromise scheme after a large amount of experimental researches are carried out on the engine under various different working conditions, the performance of the internal combustion engine can be ensured to be optimal under a certain working condition generally, the requirements of all working conditions cannot be considered simultaneously, and the true optimal valve timing is difficult to achieve. Obviously, this disadvantage has made it impossible to meet the current general requirements for high efficiency, low fuel consumption and low emissions of engines. Therefore, in order to meet different valve timing requirements under different working conditions, improve the economy and the dynamic property of the internal combustion engine and reduce harmful substance emission, the variable valve technology is particularly important. The variable valve technology can realize continuous variable of the valve lift from zero to the maximum design lift and the valve timing according to the change of the working condition of the internal combustion engine.
Disclosure of Invention
The invention aims to overcome the defect that the valve phase of the traditional engine is fixed and unchanged or the valve timing phase of the valve cannot be flexibly changed, and provides the variable valve timing mechanism of the engine, which has a simple and reliable structure, can flexibly control the valve timing phase of the valve and realizes continuous and variable valve timing.
The invention relates to a variable valve timing mechanism of an engine, which mainly comprises a camshaft power system I, a camshaft main body system II and a camshaft phase control system III.
The camshaft power system is characterized in that a gear a1 in the camshaft power system I is connected with a crankshaft of an engine to provide power for rotation of a gear shaft 5; the axes of a gear shaft 5 in the camshaft power system I and the camshaft 7 in the camshaft main body system II are superposed; a driving disc a16 of an electromagnetic clutch a6 in the camshaft power system I is arranged on the left side of the gear shaft 5, and a driven disc a25 of the electromagnetic clutch a6 in the camshaft power system I is arranged on the right side of a camshaft 7 in the camshaft main body system II; the camshaft phase control system iii is mounted on the left side of the camshaft 7 in the camshaft main body system ii.
The camshaft power system I mainly comprises a gear a1, a limiting convex shoulder a2, an upper cover plate a3, a limiting convex shoulder b4, a gear shaft 5, an electromagnetic clutch a6, a lower cover plate b14, a flat key 15, a limiting convex shoulder e19, a clamping ring a20 and a limiting convex shoulder f 24; wherein the gear a1 is fixedly connected with the gear shaft 5 through a flat key 15; the limiting convex shoulder a2, the limiting convex shoulder b4 and the limiting convex shoulder e19 are arranged on the outer surface of the gear shaft 5; the limiting shoulder f24 is arranged on the camshaft 7 in the camshaft main body system II; the upper cover plate a3 and the lower cover plate b14 are arranged between the limiting convex shoulder a2 and the limiting convex shoulder b4 and are in clearance fit with the gear shaft 5, the lower cover plate b14 is fixedly connected to the cylinder cover of the engine, and the upper cover plate a3 is connected with the lower cover plate b14 through bolts; the electromagnetic clutch a6 comprises a driving disc a16, a coil a17, a spring a21, a friction disc group a22, a friction disc group b23, a driven disc a25 and an armature a26 component; wherein the driving disk a16 is fixedly connected with the gear shaft 5 through a common flat key; the driven disc a25 is in splined connection with the camshaft 7, the driven disc a25 and the camshaft 7 can slide relatively, and the left limit position of the driven disc a25 is limited by a limiting shoulder f 24; the coil a17 is arranged on the driving disk a 16; a ring groove a18 is arranged on the driving disc a 16; the spring a21 is arranged in the ring groove a18, and the bottom of the spring a21 is fixedly connected with the bottom of the ring groove a18; the friction disc group a22 is fixedly connected with the driving disc a16, and the friction disc group b23 is fixedly connected with the driven disc a 25; the armature a26 is provided on the driven disk a 25; the armature a26 is partially arranged in the annular groove a18 and is in contact with the spring a21, and the armature a26 can slide in the annular groove a18; the clamping ring a20 is arranged in a clamping ring groove of the central hole of the driving disc a 16; the snap ring a20 and the stopper shoulder e19 together axially position the driving disk a16 of the electromagnetic clutch a 6.
The camshaft main body system II mainly comprises a camshaft 7, a cam 8, a limiting convex shoulder c9, an upper cover plate b10, a limiting convex shoulder d11 and a lower cover plate a 13; wherein the cam 8 is fixedly connected on the camshaft 7; the limiting convex shoulder c9 and the limiting convex shoulder d11 are arranged on the outer surface of the camshaft 7; the upper cover plate b10 and the lower cover plate a13 are arranged between the limiting convex shoulder c9 and the limiting convex shoulder d11 and are in clearance fit with the camshaft 7, the lower cover plate a13 is fixedly connected to the engine cylinder cover, and the upper cover plate b10 is connected with the lower cover plate a13 through bolts.
The camshaft phase control system III mainly comprises an electromagnetic clutch b12, a gear b27, a limiting shoulder g31, a needle bearing 32, a clamping ring b36, a bolt 37, a guide flat key 38, a baffle 39, a motor shaft 42, a motor 43 and a gear c 44; wherein the electromagnetic clutch b12 comprises a driving disk b28, a coil b29, a spring b33, a friction disk group c34, a friction disk group d35, a driven disk b40 and an armature b41 component; the gear c44 is fixedly connected on the motor shaft 42, and the motor shaft 42 is driven by the motor 43; the gear b27 is fixedly connected to a driving disk b28 of the electromagnetic clutch b12, and the gear b27 is meshed with the gear c 44; the driving disc b28 is sleeved on the needle bearing 32; the driven disc b40 is connected with the camshaft 7 in the camshaft main body system II through the guide flat key 38, and the driven disc b40 can slide relative to the camshaft 7; the coil b29 is arranged on the driving disk b 28; the driving disc b28 is provided with a ring groove b30; the spring b33 is arranged in the ring groove b30, and the bottom of the spring b33 is fixedly connected with the bottom of the ring groove b30; the friction disc set c34 is fixedly connected with the driving disc b28, and the friction disc set d35 is fixedly connected with the driven disc b 40; the armature b41 is provided on the driven disk b 40; the armature b41 is partially arranged in the ring groove b30 and is contacted with the spring b33, and the armature b41 can slide in the ring groove b30; the clamping ring b36 is arranged in a clamping ring groove of the central hole of the driving disc b 28; the limiting shoulder g31 is arranged on the outer surface of the camshaft 7; the snap ring b36 and the limiting shoulder g31 jointly axially position the driving disc b28 of the electromagnetic clutch b 12; the needle bearing 32 is sleeved on the camshaft 7, the inner ring of the needle bearing is in interference fit with the camshaft 7, and the outer ring of the needle bearing is in transition fit with the central hole of the driving disc b 28; the retainer 39 is pressed against the left end face of the camshaft 7 by the bolt 37, and the bolt 34 is screwed to the camshaft 7.
The electromagnetic clutch a6 and the electromagnetic clutch b12 are multi-disc friction electromagnetic clutches, and are connected in an electrified mode and separated in a power-off mode in the working process; when the electromagnetic clutch a6 is in a power-off state, the friction disc group a22 and the friction disc group b23 are separated, and the driven disc a25 is in contact with the limiting shoulder f 24; when the electromagnetic clutch a6 is in an electrified state, the friction disc group a22 and the friction disc group b23 are tightly attached and synchronously rotate, the spring a21 is in a compressed state, the driven disc a25 is separated from the limiting shoulder f24, and a certain gap is formed; when the electromagnetic clutch b12 is in the power-off state, the friction disc set c34 and the friction disc set d35 are separated, and the driven disc b40 is in contact with the baffle 39; when the electromagnetic clutch b12 is in the energized state, the friction disc set c34 and the friction disc set d35 are tightly attached and synchronously rotate, the spring b33 is in the compressed state, and the driven disc b40 is separated from the baffle 39 with a certain gap.
The working process of the device of the invention is as follows:
the working condition of the engine is stable, and the process of constant gas distribution phase is as follows:
when the working condition of the engine is stable, the electromagnetic clutch a6 is in an electrified connection state, the coil a17 is electrified, the armature a26 is attracted, the friction disc group a22 and the friction disc group b23 are pressed, and the driven disc a25 and the driving disc a16 of the electromagnetic clutch a6 rotate synchronously; when the electromagnetic clutch b12 is in the power-off separation state, the coil b29 is not electrified, and the friction disc group c34 is separated from the friction disc group d35, that is, the driving disc b28 and the driven disc b40 of the electromagnetic clutch b12 are in the separation state; the motor 43 does not work, at this time, the gear c44 and the gear b27 do not rotate, the driving disk b28 of the electromagnetic clutch b12 is in a static state, and the driven disk b40 synchronously rotates along with the camshaft; in this operating state, the gear a1 is rotated by the crankshaft of the engine, and the power is transmitted to the gear shaft 5, the electromagnetic clutch a6, the camshaft 7, and the cam 8, thereby driving the valve motion.
The valve timing control process:
when the working condition of the engine changes, the valve timing phase needs to be correspondingly changed according to the working condition change; when the motor 43 works to drive the gear c44 to rotate, the gear b27 meshed with the gear c44 rotates along with the gear c44, the driving disc b28 of the electromagnetic clutch b12 is driven to rotate, when the rotating speed of the driving disc b28 is the same as that of the camshaft 7, the electromagnetic clutch a6 is powered off, namely the coil a17 is powered off, and the armature a26 drives the friction disc set b23 and the friction disc set a22 to separate under the action of the spring a 21; meanwhile, the electromagnetic clutch b12 is electrified, namely the coil b29 is electrified, the armature b41 is attracted, and the friction disc group d35 and the friction disc group c34 are pressed tightly, so that the driving disc b28 and the driven disc b40 of the electromagnetic clutch b12 are connected and rotate synchronously; in this operating state, the rotation of the camshaft 7 is changed from the power drive provided by the crankshaft of the engine to the power drive provided by the motor 43, and then the motor 43 controls the rotation speed change of the motor shaft 42 to drive the rotation speed change of the electromagnetic clutch b12, so that the rotation speed of the camshaft 7 relative to the gear shaft 5 is changed, and the valve timing of the cam 8 relative to the gear a1 is changed.
When the valve timing phase reaches the required time, the rotating speed of the camshaft 7 is enabled to be consistent with the rotating speed of the gear shaft 5 again, the electromagnetic clutch a6 is connected in an electrified mode, the electromagnetic clutch b12 is disconnected in a power-off mode, the camshaft 7 is driven by the power provided by the engine crankshaft again, and a valve timing process is completed.
Compared with the prior art, the invention has the beneficial effects that:
1. the variable valve timing mechanism provided by the invention can realize continuous variable of valve timing phase and flexible control;
2. the variable valve timing mechanism provided by the invention can give consideration to the performance of the engine under different working conditions, and the working process of the engine is optimized;
2. the variable valve timing mechanism provided by the invention can improve the inflation efficiency of the engine and effectively improve the dynamic property and the economical efficiency of the engine;
3. the variable valve timing mechanism provided by the invention is simple in structure, convenient to manufacture and easy to popularize.
Drawings
FIG. 1 is a schematic diagram of a variable valve timing mechanism of an engine
FIG. 2 is a schematic cross-sectional view of the electromagnetic clutch a6 in the camshaft power system I in FIG. 1, taken along the axial direction of the camshaft, and showing the position of the electromagnetic clutch a6 in the power-off state
FIG. 3 is a schematic diagram showing the position of the electromagnetic clutch a6 in the energized state
FIG. 4 is a schematic sectional view of the camshaft phase control system III in FIG. 1, taken along the axial direction of the camshaft, and showing the position of the electromagnetic clutch b12 in the power-off state
FIG. 5 is a schematic diagram showing the position of the electromagnetic clutch b12 in the energized state
FIG. 6 is an enlarged schematic view of the point IV in FIG. 2
FIG. 7 is an enlarged view of V in FIG. 4
Wherein, the first and the second end of the pipe are connected with each other, I, camshaft power system II, camshaft main body system III, camshaft phase control system 1, gear a2, limit shoulder a3, upper cover plate a 4, limit shoulder b 5, gear shaft 6, electromagnetic clutch a 7, camshaft 8, cam 9, limit shoulder c 10, upper cover plate b 11, limit shoulder d 12, electromagnetic clutch b 13, lower cover plate a 14, lower cover plate b 15, flat key 16, driving disk a17, coil a18, ring groove a 19, limit shoulder e 20, snap ring a21, spring a22, friction disk group a 23, friction disk group b 24, limit shoulder f 25, driven disk a26, armature a 27, driving disk b28, driving disk b29, coil b30, ring groove b 31, limit shoulder g 32, needle bearing 33, spring b 34, friction disk group c 35, friction disk group d 36, snap ring b 37, bolt 38, guide flat key 39, baffle 40, driven disk b41, armature 42, motor shaft 44, gear c 43, motor shaft 44, and gear c
Detailed Description
The invention is described in detail below with reference to the accompanying figures 1-7:
referring to figures 1, 2, 3, 6:
the cam shaft phase control system is composed of a cam shaft power system I, a cam shaft main body system II and a cam shaft phase control system III.
The camshaft power system I mainly comprises a gear a1, a limiting convex shoulder a2, an upper cover plate a3, a limiting convex shoulder b4, a gear shaft 5, an electromagnetic clutch a6, a lower cover plate b14, a flat key 15, a limiting convex shoulder e19, a clamping ring a20 and a limiting convex shoulder f 24;
the gear a1 is fixedly connected with the gear shaft 5 through a flat key 15; the gear a1 is connected with a crankshaft of the engine to provide power for the rotation of the gear shaft 5;
the limiting convex shoulders a2 and the limiting convex shoulders b4 are arranged on the outer surface of the gear shaft 5 and are used for limiting the axial position of the gear shaft 5 together;
the upper cover plate a3 and the lower cover plate b14 are arranged between the limiting convex shoulders a2 and b4 and are in clearance fit with the gear shaft 5, so that the gear shaft 5 can freely rotate in the gear shaft;
the lower cover plate b14 is fixedly connected to the engine cylinder cover, and the upper cover plate a3 is connected with the lower cover plate b14 through bolts;
the electromagnetic clutch a6 comprises a driving disc a16, a coil a17, a spring a21, a friction disc group a22, a friction disc group b23, a driven disc a25 and an armature a26 component;
the driving disc a16 is fixedly connected with the gear shaft 5 through a common flat key and synchronously rotates with the gear shaft 5;
the coil a17 is arranged on the driving disc a16 and generates a magnetic field to attract the armature a26 in the electrified state;
the ring groove a18 is arranged on the driving disc a16 and is used for providing a mounting position for the spring a21 and providing a guide function for the movement of the armature a26;
the limiting convex shoulder e19 is arranged on the outer surface of the gear shaft 5; the clamping ring a20 is arranged in a clamping ring groove of the central hole of the driving disc a 16; the clamping ring a20 and the limiting shoulder e19 jointly axially position the driving disc a16 of the electromagnetic clutch a 6;
the spring a21 is arranged in the ring groove a18, and the bottom of the spring a21 is fixedly connected with the bottom of the ring groove a18; the function is to provide power for the return of the driven disc a25 when the electromagnetic clutch a6 is powered off;
the friction disc group a22 is fixedly connected with the driving disc a16, and the friction disc group b23 is fixedly connected with the driven disc a 25; the friction disc group a22 and the friction disc group b23 are used for transmitting torque in a joint state, and the driven disc a25 and the driving disc a16 of the electromagnetic clutch a6 are ensured to rotate synchronously;
the driven disc a25 is in spline connection with the camshaft 7, and the driven disc a25 and the camshaft 7 can slide relatively;
a limit shoulder f24 is provided on camshaft 7, which functions to limit the left limit position of driven disc a 25;
the armature a26 is provided on the driven disk a 25; the armature a26 is partially disposed in the groove a18 and is in contact with the spring a21, and the armature a26 can slide in the groove a 18.
Referring to figure 1:
the camshaft main body system II mainly comprises a camshaft 7, a cam 8, a limiting convex shoulder c9, an upper cover plate b10, a limiting convex shoulder d11 and a lower cover plate a 13;
the cam 8 is fixedly connected to the camshaft 7 and drives the valve to move;
the limiting convex shoulder c9 and the limiting convex shoulder d11 are arranged on the outer surface of the camshaft 7 and are used for axially positioning the camshaft 7;
the upper cover plate b10 and the lower cover plate a13 are arranged between the limiting convex shoulder c9 and the limiting convex shoulder d11 and are in clearance fit with the camshaft 7, so that the camshaft 7 is ensured to freely rotate in the camshaft;
the lower cover plate a13 is fixedly connected to the engine cylinder head, and the upper cover plate b10 is connected with the lower cover plate a13 through bolts.
Referring to figures 1, 4, 5, 7:
the camshaft phase control system III mainly comprises an electromagnetic clutch b12, a gear b27, a limiting shoulder g31, a needle bearing 32, a clamping ring b36, a bolt 37, a guide flat key 38, a baffle 39, a motor shaft 42, a motor 43 and a gear c 44;
the electromagnetic clutch b12 comprises a driving disc b28, a coil b29, a spring b33, a friction disc group c34, a friction disc group d35, a driven disc b40 and an armature b41 component;
the gear b27 is fixedly connected to a driving disk b28 of the electromagnetic clutch b12, and the gear b27 is meshed with the gear c 44;
the driving disk b28 is sleeved on the needle bearing 32, and the rotation of the driving disk b28 is driven by the motor 43;
the coil b29 is arranged on the driving disc b28 and generates a magnetic field to attract the armature b41 in the electrified state;
the ring groove b30 is arranged on the driving disc b28 and is used for providing a mounting position for the spring b33 and providing a guiding function for the movement of the armature b41;
the needle bearing 32 is sleeved on the camshaft 7, the inner ring of the needle bearing is in interference fit with the camshaft 7 and rotates synchronously with the camshaft 7, and the outer ring of the needle bearing is in transition fit with the central hole of the driving disk b28 to support the driving disk b 28;
the spring b33 is arranged in the ring groove b30, the bottom of the spring b33 is fixedly connected with the bottom of the ring groove b30, and power is provided for the return of the driven disc b40 when the electromagnetic clutch b12 is powered off;
the friction disc set c34 is fixedly connected with the driving disc b28, and the friction disc set d35 is fixedly connected with the driven disc b 40; the friction disc group c34 and the friction disc group d35 are used for transmitting torque in a joint state, and ensuring that the driven disc b40 and the driving disc b28 of the electromagnetic clutch b12 rotate synchronously;
the clamping ring b36 is arranged in a clamping ring groove of the central hole of the driving disc b 28; the limiting shoulder g31 is arranged on the outer surface of the camshaft 7; the snap ring b36 and the limiting shoulder g31 jointly axially position the driving disc b28 of the electromagnetic clutch b 12;
the bolt 37 is in threaded connection with the camshaft 7;
a baffle plate 39 is pressed on the left end face of the camshaft 7 through a bolt 37, and the function of the baffle plate is to limit the left limit position of the driven plate b 40;
the driven disc b40 is connected with the camshaft 7 through a guide flat key 38, the driven disc b40 can slide relative to the camshaft 7, and the guide flat key 38 provides a guide function for the movement of the driven disc b40 along the axial direction of the camshaft 7;
the armature b41 is provided on the driven disk b 40; the armature b41 is partially arranged in the ring groove b30 and is contacted with the spring b33, and the armature b41 can slide in the ring groove b30;
the gear c44 is fixedly connected on the motor shaft 42, the motor shaft 42 is driven by the motor 43, and the motor 42 provides power for the rotation of the camshaft 7 in the process of the change of the gas distribution phase of the camshaft 7.
By combining the components of the device and the installation position relationship thereof, the technical scheme of the variable valve timing mechanism of the engine is as follows:
the specific working process of the device can be divided into the following two cases:
the working condition of the engine is stable, and the process of constant gas distribution phase is as follows:
when the working condition of the engine is stable, the electromagnetic clutch a6 is in an electrified joint state, the coil a17 is electrified, the armature a26 is attracted, the friction disc group a22 and the friction disc group b23 are pressed, and the driven disc a25 and the driving disc a16 of the electromagnetic clutch a6 rotate synchronously; the electromagnetic clutch b12 is in a power-off separation state, the coil b29 is not powered, and the friction disc set c34 is separated from the friction disc set d35, that is, the driving disc b28 and the driven disc b40 of the electromagnetic clutch b12 are in a separation state; the motor 43 does not work, at this time, the gear c44 and the gear b27 do not rotate, the driving disc b28 of the electromagnetic clutch b12 is in a static state, and the driven disc b40 synchronously rotates along with the camshaft; in this operating state, the gear a1 is rotated by the crankshaft of the engine, and the power is transmitted to the gear shaft 5, the electromagnetic clutch a6, the camshaft 7, and the cam 8, thereby driving the valve motion.
The valve timing control process:
when the working condition of the engine changes, the valve timing phase needs to be correspondingly changed according to the working condition change; when the motor 43 works to drive the gear c44 to rotate, the gear b27 meshed with the gear c44 rotates along with the gear c44, the driving disc b28 of the electromagnetic clutch b12 is driven to rotate, when the rotating speed of the driving disc b28 is the same as that of the camshaft 7, the electromagnetic clutch a6 is powered off, namely the coil a17 is powered off, and the armature a26 drives the friction disc set b23 and the friction disc set a22 to separate under the action of the spring a 21; meanwhile, the electromagnetic clutch b12 is electrified, namely the coil b29 is electrified, the armature b41 is attracted, and the friction disc group d35 and the friction disc group c34 are pressed tightly, so that the driving disc b28 and the driven disc b40 of the electromagnetic clutch b12 are connected and rotate synchronously; in this operating state, the rotation of the camshaft 7 is changed from being driven by the engine crankshaft to being driven by the motor 43, and then the motor 43 controls the rotation speed of the motor shaft 42 to change, so as to drive the rotation speed of the electromagnetic clutch b12 to change, so that the rotation speed of the camshaft 7 relative to the gear shaft 5 changes, and the valve timing of the cam 8 relative to the gear a1 is changed.
When the valve timing phase reaches the required time, the rotating speed of the camshaft 7 is enabled to be consistent with the rotating speed of the gear shaft 5 again, the electromagnetic clutch a6 is connected in an electrified mode, the electromagnetic clutch b12 is disconnected in a power-off mode, the camshaft 7 is driven by the power provided by the engine crankshaft again, and the primary valve timing process is completed.
Claims (2)
1. A variable valve timing mechanism of an engine comprises a camshaft power system I, a camshaft main body system II and a camshaft phase control system III; wherein, a gear a (1) in the camshaft power system I is connected with a crankshaft of the engine to provide power for the rotation of a gear shaft (5); the gear shaft (5) in the camshaft power system I is superposed with the axis of the camshaft (7) in the camshaft main body system II; a driving disc a (16) of an electromagnetic clutch a (6) in the camshaft power system I is arranged on the left side of a gear shaft (5), and a driven disc a (25) of the electromagnetic clutch a (6) in the camshaft power system I is arranged on the right side of a camshaft (7) in the camshaft main body system II; the camshaft phase control system III is arranged on the left side of a camshaft (7) in the camshaft main body system II;
the camshaft power system I mainly comprises a gear a (1), a limiting convex shoulder a (2), an upper cover plate a (3), a limiting convex shoulder b (4), a gear shaft (5), an electromagnetic clutch a (6), a lower cover plate b (14), a flat key (15), a limiting convex shoulder e (19), a clamping ring a (20) and a limiting convex shoulder f (24); wherein the gear a (1) is fixedly connected with the gear shaft (5) through a flat key (15); the limiting convex shoulder a (2), the limiting convex shoulder b (4) and the limiting convex shoulder e (19) are arranged on the outer surface of the gear shaft (5); the limiting convex shoulder f (24) is arranged on a camshaft (7) in the camshaft main body system II; the upper cover plate a (3) and the lower cover plate b (14) are arranged between the limiting convex shoulder a (2) and the limiting convex shoulder b (4) and are in clearance fit with the gear shaft (5), the lower cover plate b (14) is fixedly connected to the engine cylinder cover, and the upper cover plate a (3) is connected with the lower cover plate b (14) through bolts; the electromagnetic clutch a (6) comprises a driving disc a (16), a coil a (17), a spring a (21), a friction disc group a (22), a friction disc group b (23), a driven disc a (25) and an armature a (26) component; wherein the driving disc a (16) is fixedly connected with the gear shaft (5) through a common flat key; the driven disc a (25) is in spline connection with the camshaft (7), the driven disc a (25) and the camshaft (7) can slide relatively, and the left limit position of the driven disc a (25) is limited by a limit shoulder f (24); the coil a (17) is arranged on the driving disk a (16); a ring groove a (18) is arranged on the driving disc a (16); the spring a (21) is arranged in the ring groove a (18), and the bottom of the spring a (21) is fixedly connected with the bottom of the ring groove a (18); the friction disc set a (22) is fixedly connected with the driving disc a (16), and the friction disc set b (23) is fixedly connected with the driven disc a (25); the armature a (26) is arranged on the driven disc a (25); the armature a (26) is partially arranged in the ring groove a (18) and is in contact with the spring a (21), and the armature a (26) can slide in the ring groove a (18); the clamping ring a (20) is arranged in a clamping ring groove of a central hole of the driving disc a (16); the clamping ring a (20) and the limiting shoulder e (19) are used for axially positioning the driving disc a (16) of the electromagnetic clutch a (6) together;
the camshaft main body system II mainly comprises a camshaft (7), a cam (8), a limiting convex shoulder c (9), an upper cover plate b (10), a limiting convex shoulder d (11) and a lower cover plate a (13); wherein the cam (8) is fixedly connected on the cam shaft (7); the limiting convex shoulder c (9) and the limiting convex shoulder d (11) are arranged on the outer surface of the camshaft (7); the upper cover plate b (10) and the lower cover plate a (13) are arranged between the limiting convex shoulder c (9) and the limiting convex shoulder d (11) and are in clearance fit with the camshaft (7), the lower cover plate a (13) is fixedly connected to a cylinder cover of the engine, and the upper cover plate b (10) is connected with the lower cover plate a (13) through bolts;
the camshaft phase control system III mainly comprises an electromagnetic clutch b (12), a gear b (27), a limiting shoulder g (31), a needle bearing (32), a clamping ring b (36), a bolt (37), a guide flat key (38), a baffle plate (39), a motor shaft (42), a motor (43) and a gear c (44); the electromagnetic clutch b (12) comprises a driving disc b (28), a coil b (29), a spring b (33), a friction disc group c (34), a friction disc group d (35), a driven disc b (40) and an armature b (41) component; the gear c (44) is fixedly connected on a motor shaft (42), and the motor shaft (42) is driven by a motor (43); the gear b (27) is fixedly connected to a driving disc b (28) of the electromagnetic clutch b (12), and the gear b (27) is meshed with the gear c (44); the driving disc b (28) is sleeved on the needle roller bearing (32); the driven disc b (40) is connected with a camshaft (7) in the camshaft main body system II through a guide flat key (38), and the driven disc b (40) can slide relative to the camshaft (7); the coil b (29) is arranged on the driving disk b (28); a ring groove b (30) is arranged on the driving disc b (28); the spring b (33) is arranged in the ring groove b (30), and the bottom of the spring b (33) is fixedly connected with the bottom of the ring groove b (30); the friction disc group c (34) is fixedly connected with the driving disc b (28), and the friction disc group d (35) is fixedly connected with the driven disc b (40); the armature b (41) is arranged on the driven disc b (40); the armature b (41) is partially arranged in the ring groove b (30) and is in contact with the spring b (33), and the armature b (41) can slide in the ring groove b (30); the clamping ring b (36) is arranged in a clamping ring groove of the central hole of the driving disc b (28); the limiting convex shoulder g (31) is arranged on the outer surface of the camshaft (7); the snap ring b (36) and the limiting shoulder g (31) jointly axially position a driving disc b (28) of the electromagnetic clutch b (12); the needle roller bearing (32) is sleeved on the camshaft (7), the inner ring of the needle roller bearing is in interference fit with the camshaft (7), and the outer ring of the needle roller bearing is in transition fit with the central hole of the driving disc b (28); the baffle plate (39) is pressed on the left end face of the camshaft (7) through a bolt (37), and the bolt (37) is in threaded connection with the camshaft (7).
2. The variable valve timing mechanism of an engine according to claim 1, wherein the electromagnetic clutch a (6) and the electromagnetic clutch b (12) are multi-disk friction electromagnetic clutches, and are electrically connected and electrically disconnected during operation; when the electromagnetic clutch a (6) is in a power-off state, the friction disc group a (22) and the friction disc group b (23) are separated, and the driven disc a (25) is in contact with the limiting shoulder f (24); when the electromagnetic clutch a (6) is in an electrified state, the friction disc group a (22) and the friction disc group b (23) are tightly attached and synchronously rotate, the spring a (21) is in a compressed state, the driven disc a (25) is separated from the limiting shoulder f (24), and a certain gap is formed; when the electromagnetic clutch b (12) is in a power-off state, the friction disc set c (34) and the friction disc set d (35) are separated, and the driven disc b (40) is in contact with the baffle plate (39); when the electromagnetic clutch b (12) is in an electrified state, the friction disc group c (34) and the friction disc group d (35) are tightly attached and synchronously rotate, the spring b (33) is in a compressed state, and the driven disc b (40) is separated from the baffle plate (39) and has a certain gap.
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| CN107387186B (en) * | 2017-08-31 | 2023-04-28 | 吉林大学 | Variable valve timing device based on overrunning clutch |
| CN108625924B (en) * | 2018-06-15 | 2023-09-22 | 吉林大学 | Valve timing adjusting mechanism |
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| DE102004014865A1 (en) * | 2004-03-26 | 2005-10-13 | Ina-Schaeffler Kg | Electric camshaft adjuster with disc rotor motor |
| JP6252388B2 (en) * | 2014-07-11 | 2017-12-27 | スズキ株式会社 | Engine valve gear |
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| JPH06229214A (en) * | 1993-02-02 | 1994-08-16 | Mazda Motor Corp | Valve timing control device for engine |
| JP2005344723A (en) * | 2004-06-04 | 2005-12-15 | Robert Bosch Gmbh | Controller for adjusting rotation angle of cam shaft |
| CN202215378U (en) * | 2011-07-31 | 2012-05-09 | 长城汽车股份有限公司 | Electric air distribution mechanism of engine |
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