CN107023342B - Variable-mode valve driving system - Google Patents
Variable-mode valve driving system Download PDFInfo
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- CN107023342B CN107023342B CN201710423007.8A CN201710423007A CN107023342B CN 107023342 B CN107023342 B CN 107023342B CN 201710423007 A CN201710423007 A CN 201710423007A CN 107023342 B CN107023342 B CN 107023342B
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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
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
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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
- F01L1/20—Adjusting or compensating clearance
- F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
- F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
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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
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
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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
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
- F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
- F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
- F01L9/14—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
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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
- F01L1/20—Adjusting or compensating clearance
- F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
- F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
- F01L2001/2433—Self contained, e.g. sealed hydraulic lash adjusters
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
A variable-mode valve driving system belongs to the field of engine valve driving, cylinder deactivation and auxiliary braking. The exhaust brake device comprises an exhaust brake cam, an exhaust drive cam, an intake drive cam and an intake brake cam, wherein each cam drives a valve through a push rod, a rocker arm and the like. The air valve further comprises an exhaust brake fulcrum assembly, an exhaust driving fulcrum assembly, an intake driving fulcrum assembly and an intake brake fulcrum assembly which are arranged between each cam and the corresponding valve assembly or between each cam and the corresponding valve bridge assembly. By controlling the state of each pivot, the modes of four-stroke driving, two-stroke braking, cylinder stopping and the like are realized, and the purposes of low oil consumption, low emission and high-efficiency braking are achieved. The invention has compact structure, high reliability and low cost.
Description
Technical Field
The invention relates to a variable-mode valve driving system, and belongs to the field of engine valve driving, cylinder deactivation and auxiliary braking.
Background
With the rapid increase of the engine reserve, the energy and environmental problems become one of the major problems restricting the sustainable development of China. Cylinder deactivation technology is of great interest because it can effectively reduce oil consumption and emissions from engines. The research shows that: when the cylinder is stopped, the intake and exhaust valves are completely closed, so that the pumping loss can be effectively reduced, and the capability of reducing oil consumption and emission by using the cylinder stopping technology is improved.
Vehicle safety is more and more emphasized by people, and more countries list auxiliary brake systems as one of the necessary accessories of vehicles. However, most of the conventional auxiliary braking systems have the problems that a braking component is easy to overheat after working for a long time, the braking efficiency is quickly reduced, the controllable degree of the braking efficiency is low, a vehicle is easy to deviate during braking, the braking system occupies the space of the vehicle and the like. In the conventional auxiliary braking technology of an engine, the braking effect of the decompression auxiliary braking technology is the best, the decompression braking effect is realized by opening an exhaust valve or a pressure reducing valve with a small opening degree near a compression top dead center on the basis of unchanged running conditions of an intake valve and an exhaust valve, and the engine realizes one braking cycle at a crank angle of 750 degrees, belongs to four-stroke braking, but the braking effect cannot meet the requirement of the vehicle during heavy-load braking.
At present, engine miniaturization (Down-size) and low-speed (Down-speed) become recognized development trends of energy conservation and emission reduction; on the other hand, when the engine is braked, the smaller the cylinder diameter and the lower the rotation speed, the poorer the braking effect thereof, and therefore, it is imperative to realize the two-stroke braking mode. The key point of realizing the two-stroke braking is the design of the valve driving system for flexibly switching the four-stroke driving mode and the two-stroke braking mode of the engine.
Because most of the existing practical variable valve driving systems are used for engines with four-stroke driving modes and cannot meet the requirements of the engines with the variable modes, the development of a set of valve driving system which has compact structure, high reliability and low cost and meets the requirements of the engines with the variable modes is imperative. In the four-stroke driving mode and the two-stroke braking mode of the engine, the opening frequency, the opening timing and the opening duration of the intake/exhaust valve are greatly different, so that the difficulty in developing a variable-mode valve driving system is greatly increased. All can bobo company proposed an HPD mechanism that enables flexible switching between four-stroke drive mode and two-stroke brake mode of the engine. The company (SAE 2016-01-8061) reports that the HPD mechanism has serious leakage problems, and for a 6-cylinder machine, the mechanism uses 5 control valves to realize two-stage braking (3-cylinder braking or 6-cylinder braking). In addition, the mechanism also has the problems of large quantity of moving parts, large mass and the like caused by the fact that the driving and braking adjusting mechanisms are both arranged on the rocker arm, which is not beneficial to realizing low energy consumption of the valve driving system; in addition, the moving inertia force of the rocker arm is large, and the contact parts of the components of the system are easy to break. The driving oil of the mechanism is led to the rocker arm moving fulcrum from the inside of the shaft as the rocker arm fixing fulcrum to adjust the driving and braking adjusting mechanism, the oil path is complex, and the processing is difficult. Therefore, the variable-mode valve driving system has the characteristics of compact structure, high reliability, low cost, low energy consumption, zero leakage and the like, can realize a four-stroke driving mode and a two-stroke braking mode, and can realize a cylinder deactivation function in both the two modes.
Disclosure of Invention
The invention aims to: by designing a variable-mode valve driving system, the variable-mode valve driving system is used for realizing that: (a) in order to achieve the operation of low oil consumption, low emission and efficient braking of the engine, the valve driving system is required to realize a four-stroke driving mode, a two-stroke braking mode, cylinder deactivation and other modes. (b) In order to meet market demands, the valve driving system is required to realize compact structure, reliable operation, low cost, low energy consumption, zero leakage and the like. (c) In order to expand the application range, different arrangement modes need to be provided for different machine types; to further improve engine performance, it is desirable that the system be readily compatible with existing variable valvetrains. (d) In order to reduce the system cost, it is necessary to reduce the number of control valves. (e) In order to improve the universality and replaceability of parts, each component needs to be designed into a standard part or a separate module.
The technical scheme adopted by the invention is as follows: a variable-mode valve driving system comprises an intake valve assembly, an exhaust valve assembly, a cam arranged on a camshaft, two driving fulcrum assemblies and two braking fulcrum assemblies which are arranged on a fixing piece, a push rod, a rocker arm and a rocker arm resetting mechanism. The cam contains exhaust brake cam, exhaust drive cam, admit air drive cam and the brake cam that admits air, drive fulcrum subassembly contains exhaust drive fulcrum subassembly and the drive fulcrum subassembly that admits air, brake fulcrum subassembly contains exhaust brake fulcrum subassembly and the brake fulcrum subassembly that admits air, the push rod contains exhaust brake push rod, exhaust drive push rod, admit air drive push rod and the brake push rod that admits air, the rocking arm contains exhaust brake rocking arm, exhaust drive rocking arm, admit air drive rocking arm and the brake rocking arm that admits air, rocking arm canceling release mechanical system contains exhaust brake rocking arm canceling release mechanical system and the brake rocking arm canceling release mechanical system that admits air. The exhaust brake cam drives the exhaust valve component directly or through the valve transmission block or through the valve bridge component through the exhaust brake push rod and the exhaust brake rocker arm, and the exhaust brake fulcrum component is correspondingly arranged between any two contact ends between the exhaust brake cam and the exhaust valve component or between any two contact ends between the exhaust brake cam and the valve bridge component. The exhaust driving cam drives the exhaust valve component directly or through the valve transmission block or drives the exhaust valve component through the valve bridge component through the exhaust driving push rod and the exhaust driving rocker arm, and the exhaust driving fulcrum component is correspondingly arranged between any two contact ends between the exhaust driving cam and the exhaust valve component or between any two contact ends between the exhaust driving cam and the valve bridge component. The air inlet driving cam drives the air inlet valve assembly directly or through the valve transmission block or drives the air inlet valve assembly through the air inlet driving push rod and the air inlet driving rocker arm, and the air inlet driving fulcrum assembly is correspondingly arranged between any two contact ends between the air inlet driving cam and the air inlet valve assembly or between any two contact ends between the air inlet driving cam and the air valve bridge assembly. The air inlet brake cam drives the air inlet valve assembly directly or through the valve transmission block or drives the air inlet valve assembly through the air inlet brake push rod and the air inlet brake rocker arm, and the air inlet brake fulcrum assembly is correspondingly arranged between any two contact ends between the air inlet brake cam and the air inlet valve assembly or between any two contact ends between the air inlet brake cam and the air valve bridge assembly. In the driving mode, an exhaust driving fulcrum assembly and an intake driving fulcrum assembly of the working cylinder work, and the exhaust braking fulcrum assembly and the intake braking fulcrum assembly fail. In the braking mode, the exhaust driving fulcrum assembly and the air inlet driving fulcrum assembly of the working cylinder fail, and the exhaust braking fulcrum assembly and the air inlet braking fulcrum assembly work. And in a driving or braking mode, the exhaust driving fulcrum assembly, the air inlet driving fulcrum assembly, the exhaust braking fulcrum assembly and the air inlet braking fulcrum assembly of the working stopping cylinder fail.
The driving fulcrum assembly comprises a first driving piston, a second driving piston, a locking block, a driving locking spring and a driving reset spring; or the driving fulcrum assembly comprises a first driving piston, a second driving piston, a locking block, a driving locking spring and a driving reset spring, and also comprises a driving fulcrum assembly bushing, a hydraulic clearance adjusting assembly or a combined structure of the driving fulcrum assembly bushing and the hydraulic clearance adjusting assembly. The fixing piece is provided with a mounting hole and a drive control oil way. The first driving piston and the second driving piston are arranged in the fixing piece after being nested. And a driving return spring is arranged between the first driving piston and the second driving piston. In the first driving piston and the second driving piston, a nested person is provided with a lateral hole, a locking block and a driving locking spring are arranged in the lateral hole, an oil hole and a locking groove or a locking hole are arranged on the nested person, and a driving control oil path is connected with the locking groove or the locking hole through the oil hole. When the driving control oil way is high-pressure oil, the first driving piston and the second driving piston are not locked, and the driving fulcrum assembly fails. When the drive control oil way is low-pressure oil, the first drive piston and the second drive piston are locked by the locking block, and the drive fulcrum assembly works. Or the driving fulcrum assembly also comprises a driving fulcrum assembly bushing, a hydraulic clearance adjusting assembly or a combined structure of the driving fulcrum assembly bushing and the hydraulic clearance adjusting assembly.
The brake fulcrum assembly adopts a first brake fulcrum assembly comprising an exhaust brake fulcrum assembly and an air inlet brake fulcrum assembly, an exhaust brake fulcrum assembly or an air inlet brake fulcrum assembly. The first brake fulcrum assembly comprises a first brake piston, a second brake piston, a first locking block, a second locking block, a brake locking spring and a brake reset spring; or the first brake fulcrum assembly comprises a first brake piston, a second brake piston, a first locking block, a second locking block, a brake locking spring and a brake reset spring, and also comprises a brake fulcrum assembly bushing, a hydraulic clearance adjusting assembly or a combined structure of the brake fulcrum assembly bushing and the hydraulic clearance adjusting assembly. The fixing piece is provided with a mounting hole and a brake control oil way. The first brake piston and the second brake piston are installed in the fixing piece after being nested, a brake return spring is arranged between the first brake piston and the second brake piston, and a guide mechanism is further arranged between the first brake piston and the second brake piston. In the first brake piston and the second brake piston, a first locking block and a brake locking spring are arranged in a side hole of a person to be nested, a locking hole and an oil hole which are connected with each other are arranged on the person to be nested, a second locking block is arranged in the locking hole, and the oil hole is connected with a brake control oil path. When the brake control oil way is low-pressure oil, the first brake piston and the second brake piston are not locked, and the first brake fulcrum assembly fails. When the brake control oil way is high-pressure oil, the first brake piston and the second brake piston are locked by the second locking block, and the first brake fulcrum assembly works.
The brake fulcrum assembly adopts a second brake fulcrum assembly comprising an exhaust brake fulcrum assembly and an air inlet brake fulcrum assembly, an exhaust brake fulcrum assembly or an air inlet brake fulcrum assembly. The second brake fulcrum assembly at least comprises a first hydraulic piston, a second hydraulic piston, a slide valve body, a slide valve return spring, a one-way valve spool and a one-way valve return spring. The fixing piece is internally provided with a mounting hole, a driving oil way, an oil drainage oil way and a control oil way. The first hydraulic piston and the second hydraulic piston are both arranged in the fixing piece or a piston bush fixedly arranged on the fixing piece, or the first hydraulic piston and the second hydraulic piston are nested and then arranged in the fixing piece or the piston bush fixedly arranged on the fixing piece. An oil chamber between the first hydraulic piston and the second hydraulic piston is connected with the driving oil path. The slide valve body is arranged in the fixing part or a slide valve bush fixedly arranged on the fixing part, the check valve core and the check valve return spring are arranged in the slide valve body, an oil cavity formed by the slide valve on the oil inlet side of the check valve is connected with the control oil way, an oil cavity formed by the slide valve on the oil outlet side of the check valve is a check oil cavity, a lateral oil hole is arranged on the slide valve body on the oil outlet side of the check valve, the check oil cavity is not communicated with the oil cavity at the position of the slide valve return spring, and the oil cavity at the position of the slide valve return spring is connected with. When the control oil way is low-pressure oil, the driving oil way is connected with the oil drainage oil way, the control oil way and the one-way oil cavity are blocked, hydraulic oil between the first hydraulic piston and the second hydraulic piston is discharged through the driving oil way and the oil drainage oil way, and the second brake fulcrum assembly fails. When the control oil way is high-pressure oil, the control oil way is connected with the driving oil way through the one-way oil cavity, the oil drainage oil way is blocked, the high-pressure oil enters the oil cavity between the first hydraulic piston and the second hydraulic piston through the control oil way, the one-way oil cavity and the driving oil way, and the second brake fulcrum assembly works.
When the rocker arm directly drives the valve assembly, the valve assembly includes a valve actuation input and a valve braking input. The driving rocker arm is in contact with the valve driving input end, and the braking rocker arm is in contact with the valve braking input end.
The valve transmission block includes a drive input, a brake input, and an output. The driving rocker arm is in contact with the driving input end, the braking rocker arm is in contact with the braking input end, and the output end drives the valve assembly.
The exhaust valve assembly includes a first exhaust valve assembly and a second exhaust valve assembly, and the intake valve assembly includes a first intake valve assembly and a second intake valve assembly. The valve bridge assembly adopts a first valve bridge assembly, a second valve bridge assembly or a third valve bridge assembly. The first air bridge assembly includes a first air bridge and a first transfer lever. The first valve bridge drives the first transmission rod through the boss. The first bridge includes a first drive input and a first bridge output. The first transfer bar includes a first brake input and a first transfer bar output. The second valve bridge assembly comprises a second valve bridge and a driving rocker arm resetting mechanism. The second valve bridge comprises a second braking input end, a second driving input end, a first output end of the second valve bridge and a second output end of the second valve bridge. The third valve bridge assembly comprises a third valve bridge and a second transmission rod, the third valve bridge drives a second transmission rod through a hinge and a boss, the third valve bridge comprises a third driving input end and a third valve bridge output end, and the second transmission rod comprises a third braking input end and a second transmission rod output end. And a first valve bridge assembly is adopted on the exhaust side or the air inlet side, the driving rocker arm is contacted with a first driving input end, the braking rocker arm is contacted with a first braking input end, and the output end of the first valve bridge and the output end of the first transmission rod are respectively contacted with the two valve assemblies. And a second valve bridge component is adopted for the exhaust side or the air inlet side, the driving rocker arm is contacted with a second driving input end, the braking rocker arm is contacted with a second braking input end, and a first output end of the second valve bridge and a second output end of the second valve bridge are respectively contacted with the two valve components. And a third valve bridge component is adopted at the exhaust side or the air inlet side, the driving rocker arm is contacted with a third driving input end, the braking rocker arm is contacted with a third braking input end, and the output end of the third valve bridge and the output end of the second transmission rod are respectively contacted with the two valve components.
A variable valve mechanism may also be provided between any two contact tips between the cam and the valve assembly. The camshaft phase modulation mechanism is arranged on the camshaft.
The invention has the beneficial effects that: the variable-mode valve driving system mainly comprises an exhaust brake cam, an exhaust driving cam, an intake driving cam and an intake brake cam, wherein the cams drive valves through push rods and rocker arms. The air valve further comprises an exhaust brake fulcrum assembly, an exhaust driving fulcrum assembly, an intake driving fulcrum assembly and an intake brake fulcrum assembly which are arranged between each cam and the corresponding valve assembly or between each cam and the corresponding valve bridge assembly. (a) By controlling the state of each pivot, various working modes such as a four-stroke driving mode, a two-stroke braking mode, cylinder deactivation and the like are realized, and the purposes of low oil consumption, low emission and high-efficiency braking of the engine are achieved. (b) The driving fulcrum assembly and the braking fulcrum assembly are both arranged in the fixing piece, the dynamic seal adopts a conventional plunger and barrel assembly for sealing, and the static seal adopts conventional sealing rings and other sealing modes, so that zero leakage is ensured, and the cost is low; in addition, when the second brake fulcrum assembly is adopted, the valve driving system has the advantages of small quantity of moving parts, low energy consumption and high reliability. (c) The driving fulcrum assembly can integrate the function of hydraulic clearance adjustment, and has the characteristics of automatically compensating valve clearance, reducing impact and prolonging the service life of each part so as to improve the working reliability of the engine, reduce noise and reduce vibration. (d) A mechanical valve driving mode is adopted, so that the system reliability is high; each component adopts an integrated design, so that the system structure is compact; aiming at different models, a plurality of arrangement modes are provided, and the application range is wide; the variable valve mechanism is arranged between any two contact ends between the cam and the valve component, and the cam shaft phase modulation mechanism is arranged on the cam shaft, so that a variable valve event is realized in each mode, and finally, better effects of low oil consumption, low emission and high-efficiency braking are realized in the full working condition range of engine driving-braking. (d) And each component adopts a standard component or is designed into an independent module, and for example, the driving fulcrum component and the braking fulcrum component are independent templates, so that the universality and the replaceability of parts are improved. (e) The arrangement position of the fulcrum components determines the compact arrangement of the oil circuit, reduces the processing difficulty and greatly reduces the number of control valves, for example, when a cylinder deactivation mode is adopted, one control valve can be adopted to simultaneously control the air inlet driving fulcrum component and the air outlet driving fulcrum component, and the other control valve can simultaneously control the air inlet braking fulcrum component and the air outlet braking fulcrum component; when the cylinder deactivation mode is not available, one control valve can be adopted to simultaneously control the air inlet driving fulcrum assembly, the air outlet driving fulcrum assembly, the air inlet braking fulcrum assembly and the air outlet braking fulcrum assembly; the reduction in the number of control valves can reduce the cost of the system. The system has compact structure, high reliability, low cost, low energy consumption, zero leakage, high practicability potential in a short period and good application prospect.
Drawings
The invention is further described with reference to the following figures and examples.
Fig. 1 is a schematic diagram of a variable mode valve actuation mechanism.
Fig. 2 is a schematic diagram of the valve head when the rocker arm directly actuates the valve.
FIG. 3 is a schematic view of a valve train block.
FIG. 4 is a schematic view of a first valve bridge assembly.
FIG. 5 is a second valve bridge schematic.
FIG. 6 is a schematic illustration of a third valve bridge assembly.
Fig. 7 is a schematic view of a first embodiment of a drive fulcrum assembly.
Fig. 8 is a schematic view of a second version of the drive fulcrum assembly.
Fig. 9 is a schematic view of a first aspect of the first brake fulcrum assembly.
Fig. 10 is a schematic view of a second version of the first brake fulcrum assembly.
Fig. 11 is a schematic view of a first version of the second brake fulcrum assembly.
Fig. 12 is a schematic view of a second version of the second brake fulcrum assembly.
Fig. 13 is a schematic view of a third version of the second brake fulcrum assembly.
Fig. 14 is a schematic view of a fourth version of the second brake fulcrum assembly.
Fig. 15 is a schematic view of a third version of the first brake fulcrum assembly.
In the figure: 1. a camshaft; 101. an exhaust brake cam; 102. an exhaust drive cam; 103. an intake drive cam; 104. an intake brake cam; 201. an exhaust drive fulcrum assembly; 202. an air intake drive fulcrum assembly; 21A, a first drive piston; 21B, a second drive piston; 22. a locking block; 23. a drive lock spring; 24. a drive return spring; 25. a drive fulcrum assembly bushing; 301. an exhaust brake fulcrum assembly; 302. an air intake brake fulcrum assembly; 31A, a first brake piston; 31B, a second brake piston; 32A, a first locking block; 32B, a second locking block; 33. a brake lock spring; 34. a brake return spring; 35. a brake fulcrum assembly bushing; 311A, a first hydraulic piston; 311B, a second hydraulic piston; 312. a brake slide valve body; 313. a brake spool return spring; 314. braking the valve core of the one-way valve; 315. a brake check valve return spring; 351. a first block; 352. a second block; 353. a third block; 316. a spool bushing; 317. a piston bushing; 318. a fourth block; 304. a one-way oil cavity; 401. an exhaust brake push rod; 402. an exhaust drive push rod; 403. an air intake drive push rod; 404. an air intake brake push rod; 5001. a drive input; 5002. a brake input; 5003. an output end; 5101. a valve drive input; 5102. a valve braking input; 501. a first valve bridge assembly; 511. a first air bridge; 5111. a first drive input; 5112. a first air bridge output; 512. a first drive lever; 5121. a first brake input; 5122. a first drive rod output end; 501A, an exhaust side first valve bridge component; 501B, a first air intake side valve bridge assembly; 502. a second valve bridge assembly; 521. a second valve bridge; 5211. a second brake input; 5212. a second drive input; 5213. a second valve bridge first output end; 5214. a second output end of the second valve bridge; 522. a drive rocker arm reset mechanism; 531. a third valve bridge; 532. a second transmission rod; 5311. a third drive input; 5312. a third valve bridge output; 5321. a third brake input; 5322. an output end of the second transmission rod; 611. a first exhaust valve assembly; 612. a second exhaust valve assembly; 621. a first intake valve assembly; 622. a second intake valve assembly; 61. an HLA valve cartridge; 62. an HLA one-way valve core; 63. an HLA check valve spring; 64. an HLA check valve spring seat; 65. HLA valve core return spring; 66. limiting the HLA; 67. an HLA low pressure chamber; 68. an HLA high pressure chamber; 69. an HLA valve body; 701. an exhaust brake rocker arm reset mechanism; 702. an air intake brake rocker arm reset mechanism; 801. an exhaust brake rocker arm; 802. an exhaust drive rocker arm; 803. an intake drive rocker arm; 804. an intake brake rocker arm; 9. a fixing member; 92. a drive control oil path; 93. a brake control oil path; 96. a clearance adjustment oil transportation path; 901. a drive oil path; 902. an oil drainage path; 903. and controlling the oil path.
Detailed Description
The present invention relates to a variable mode valve actuation system. The double-acting cam comprises an intake valve assembly, an exhaust valve assembly, a cam arranged on a camshaft 1, two driving fulcrum assemblies and two braking fulcrum assemblies which are arranged on a fixing piece, a push rod, a rocker arm and a rocker arm resetting mechanism. The cam comprises an exhaust brake cam 101, an exhaust drive cam 102, an intake drive cam 103 and an intake brake cam 104, the drive fulcrum assembly comprises an exhaust drive fulcrum assembly 201 and an intake drive fulcrum assembly 202, the brake fulcrum assembly comprises an exhaust brake fulcrum assembly 301 and an intake brake fulcrum assembly 302, the push rods comprise an exhaust brake push rod 401, an exhaust drive push rod 402, an intake drive push rod 403 and an intake brake push rod 404, the rocker arms comprise an exhaust brake rocker arm 801, an exhaust drive rocker arm 802, an intake drive rocker arm 803 and an intake brake rocker arm 804, and the rocker arm reset mechanism comprises an exhaust brake rocker arm reset mechanism 701 and an intake brake rocker arm reset mechanism 702. The exhaust brake cam 101 drives the exhaust valve assembly directly or through a valve transmission block or through a valve bridge assembly through an exhaust brake push rod 401 and an exhaust brake rocker arm 801, and the exhaust brake fulcrum assembly 301 is correspondingly disposed between any two contact ends between the exhaust brake cam 101 and the exhaust valve assembly or between any two contact ends between the exhaust brake cam 101 and the valve bridge assembly. The exhaust drive cam 102 drives the exhaust valve assembly directly or through a valve train block or through a valve bridge assembly through an exhaust drive pushrod 402 and an exhaust drive rocker arm 802, and the exhaust drive fulcrum assembly 201 is disposed between any two contact terminals between the exhaust drive cam 102 and the exhaust valve assembly or between any two contact terminals between the exhaust drive cam 102 and the valve bridge assembly, respectively. The intake drive cam 103 drives the intake valve assembly directly or through a valve train block via the intake drive pushrod 403 and the intake drive rocker arm 803, or via a valve bridge assembly, and the intake drive fulcrum assembly 202 is disposed between any two contact points between the intake drive cam 103 and the intake valve assembly or between any two contact points between the intake drive cam 103 and the valve bridge assembly, respectively. The intake brake cam 104 drives the intake valve assembly through the intake brake push rod 404 and the intake brake rocker arm 804, either directly or through a valve train block, or through a valve bridge assembly, and the intake brake fulcrum assembly 302 is disposed between any two contact points between the intake brake cam 104 and the intake valve assembly or between any two contact points between the intake brake cam 104 and the valve bridge assembly, respectively. In the driving mode, the exhaust driving fulcrum assembly 201 and the intake driving fulcrum assembly 202 of the working cylinder work, and the exhaust brake fulcrum assembly 301 and the intake brake fulcrum assembly 302 are disabled. In the braking mode, the exhaust driving fulcrum assembly 201 and the intake driving fulcrum assembly 202 of the working cylinder are disabled, and the exhaust braking fulcrum assembly 301 and the intake braking fulcrum assembly 302 work. In the driving or braking mode, the exhaust drive fulcrum assembly 201, the intake drive fulcrum assembly 202, the exhaust brake fulcrum assembly 301, and the intake brake fulcrum assembly 302 of the deactivated cylinders are deactivated. Fig. 1 is an embodiment of a variable mode valve actuation mechanism.
When only one valve is arranged on the air inlet side or the air outlet side, the brake rocker arm and the driving rocker arm directly or through the valve transmission block drive the valve component. Fig. 2 is a schematic diagram of the valve head when the rocker arm directly actuates the valve. At this point, the valve tip includes a valve actuation input 5101 and a valve braking input 5102; the driving rocker arm is in contact with the valve actuation input 5101 and the braking rocker arm is in contact with the valve braking input 5102. FIG. 3 is a schematic view of a valve train block. The valve drive block comprises a driving input end 5001, a braking input end 5002 and an output end 5003; the drive rocker arm contacts drive input 5001, the brake rocker arm contacts brake input 5002, and output 5003 drives the valve assembly.
For more than one valve on either the intake or exhaust side, the brake rocker arm and the drive rocker arm drive the valve assembly through the valve bridge assembly. For example, the exhaust valve assembly may include first exhaust valve assembly 611 and second exhaust valve assembly 612, or the intake valve assembly may include first intake valve assembly 621 and second intake valve assembly 622. The valve bridge assembly may be a first valve bridge assembly 501, a second valve bridge assembly 502, or a third valve bridge assembly. FIG. 4 is a schematic view of a first valve bridge assembly. The first valve bridge assembly 501 comprises a first valve bridge 511 and a first transmission rod 512, the first valve bridge 511 drives the first transmission rod 512 through a boss, the first valve bridge 511 comprises a first driving input end 5111 and a first valve bridge output end 5112, and the first transmission rod 512 comprises a first braking input end 5121 and a first transmission rod output end 5122. FIG. 5 is a second valve bridge schematic. The second valve bridge assembly 502 includes a second valve bridge 521 and a driving rocker arm reset mechanism 522, the second valve bridge 521 including a second brake input 5211, a second drive input 5212, a second valve bridge first output 5213 and a second valve bridge second output 5214. FIG. 6 is a schematic illustration of a third valve bridge assembly. The third valve bridge assembly includes a third valve bridge 531 and a second drive link 532, with the third valve bridge 531 driving the second drive link 532 via a hinge and boss, with the third valve bridge 531 including a third drive input 5311 and a third valve bridge output 5312, and with the second drive link 532 including a third brake input 5321 and a second drive link output 5322.
For the exhaust side or the intake side, the first valve bridge assembly 501 is adopted, the driving rocker arm is in contact with the first driving input end 5111, the braking rocker arm is in contact with the first braking input end 5121, and the first valve bridge output end 5112 and the first transmission rod output end 5122 are in contact with the two valve assemblies respectively. For the exhaust side or intake side, a second valve bridge assembly 502 is employed, with the drive rocker arm contacting the second drive input 5212, the brake rocker arm contacting the second brake input 5211, and the second valve bridge first output 5213 and second valve bridge second output 5214 contacting both valve assemblies, respectively. And a third valve bridge component is adopted on the exhaust side or the air inlet side, the driving rocker arm is in contact with a third driving input end 5311, the braking rocker arm is in contact with a third braking input end 5321, and a third valve bridge output end 5312 and a second transmission rod output end 5322 are in contact with the two valve components respectively.
When the first valve bridge assembly 501 or the third valve bridge assembly is adopted, the two valves operate synchronously in a driving mode; in the braking mode, one valve is operating and the other valve is fully closed, wherein the second transfer lever 532 also provides amplification, i.e., an amplified output of the amount of movement of the third brake input 5321 to the second transfer lever output 5322. With the second valve bridge assembly 502, the two valves operate in synchronization in both the drive and braking modes.
A variable valve mechanism can be arranged between any two contact ends between the cam and the valve component, and a cam shaft phase modulation mechanism can be arranged on the cam shaft, so that a variable valve event is realized in each mode, and finally, better low oil consumption, low emission and high-efficiency braking effects are realized in the full working condition range of engine driving-braking.
Fig. 7 and 8 are two embodiments of a drive fulcrum assembly, respectively. The drive fulcrum assembly includes at least a first drive piston 21A, a second drive piston 21B, a lock block 22, a drive lock spring 23, and a drive return spring 24. The fixing member is provided with a mounting hole and a drive control oil passage 92. The first drive piston 21A and the second drive piston 21B are nested and then installed in the fixture. A drive return spring 24 is provided between the first drive piston 21A and the second drive piston 21B. In the first and second driving pistons 21A and 21B, a side hole is provided in which the lock block 22 and the drive lock spring 23 are disposed, and an oil hole and a lock groove or a lock hole are provided in the nester, and the drive control oil passage 92 is connected to the lock groove or the lock hole through the oil hole. When the drive control oil passage 92 is high-pressure oil, the first drive piston 21A and the second drive piston 21B are not locked, and the drive fulcrum assembly fails. When the drive control oil passage 92 is low-pressure oil, the first drive piston 21A and the second drive piston 21B are locked by the lock block 22, and the drive fulcrum assembly operates. Or the drive fulcrum assembly further comprises a drive fulcrum assembly bushing 25, a hydraulic lash adjustment assembly or a combination of the drive fulcrum assembly bushing 25 and the hydraulic lash adjustment assembly.
The brake fulcrum assembly adopts a first brake fulcrum assembly. Fig. 9 and 10 are two embodiments of a first brake fulcrum assembly, respectively. The first brake fulcrum assembly includes at least a first brake piston 31A, a second brake piston 31B, a first locking block 32A, a second locking block 32B, a brake locking spring 33, and a brake return spring 34. The fixing member is provided with a mounting hole and a brake control oil passage 93. The first brake piston 31A and the second brake piston 31B are mounted in a fixed member after being nested, a brake return spring 34 is disposed between the first brake piston 31A and the second brake piston 31B, and a guide mechanism is further disposed between the first brake piston 31A and the second brake piston 31B. In the first brake piston 31A and the second brake piston 31B, a first lock piece 32A and a brake lock spring 33 are provided in a side hole of a person to be nested, a lock hole and an oil hole connected to each other are provided in the person to be nested, a second lock piece 32B is provided in the lock hole, and the oil hole is connected to a brake control oil passage 93. When the brake control oil passage 93 is low-pressure oil, the first brake piston 31A and the second brake piston 31B are not locked, and the first brake fulcrum assembly fails. When the brake control oil path 93 is high-pressure oil, the first brake piston 31A and the second brake piston 31B are locked by the second locking block 32B, and the first brake fulcrum assembly operates. Or the first brake fulcrum assembly further comprises a brake fulcrum assembly bushing 35, a hydraulic lash adjustment assembly or a combined structure of the brake fulcrum assembly bushing 35 and the hydraulic lash adjustment assembly.
When the driving fulcrum assembly or the first braking fulcrum assembly comprises a hydraulic clearance adjusting assembly, a clearance adjusting oil delivery path 96 is further arranged on the fixing member 9. In fig. 8 and 10, the hydraulic lash adjustment assembly includes an HLA spool 61, an HLA check spool 62, an HLA check valve spring 63, an HLA check valve spring seat 64, an HLA spool return spring 65, and an HLA limit 66. The HLA check spool 62 divides the oil chamber within the hydraulic lash adjustment assembly into an HLA low pressure chamber 67 and an HLA high pressure chamber 68. The hydraulic oil in the HLA high-pressure chamber 68 automatically adjusts the position of the HLA spool 61 with respect to the first drive piston 21A or the first brake piston 31A, and the valve lash adjustment function is realized. In fig. 15, the hydraulic lash adjustment assembly includes an HLA spool 61, an HLA check spool 62, an HLA check valve spring 63, an HLA check valve spring seat 64, an HLA spool return spring 65, an HLA stopper 66, and an HLA valve body 69. The HLA check spool 62 divides the oil chamber within the hydraulic lash adjustment assembly into an HLA low pressure chamber 67 and an HLA high pressure chamber 68. The HLA limit 66 fixes the driving piston 31 and the HLA valve body 69 into a whole, and the hydraulic oil in the HLA high-pressure chamber 68 automatically adjusts the position of the HLA valve spool 61 relative to the HLA valve body 69, that is, adjusts the position of the HLA valve spool 61 relative to the first driving piston 21A or the first brake piston 31A, thereby achieving the valve clearance adjustment function. When the hydraulic clearance adjusting assembly is used, the function of automatic compensation for valve clearance change caused by machining, assembly, abrasion, cold-state and hot-state temperature changes and the like is added on the premise of ensuring the transmission of power of a valve driving system by the driving fulcrum assembly or the braking fulcrum assembly, so that the impact is reduced, the service life of each part is prolonged, the working reliability of an engine is improved, the noise is reduced, and the vibration is reduced.
The brake fulcrum assembly adopts a second brake fulcrum assembly. Fig. 11-14 illustrate four embodiments of a second brake fulcrum assembly, respectively. The second brake fulcrum assembly includes at least a first hydraulic piston 311A, a second hydraulic piston 311B, a spool valve body 312, a spool return spring 313, a check valve spool 314, and a check valve return spring 315. The fixing piece is internally provided with a mounting hole, a driving oil path 901, an oil drainage oil path 902 and a control oil path 903. The first hydraulic piston 311A and the second hydraulic piston 311B are both installed in a fixed member or a piston bushing 317 fixedly installed on the fixed member, or the first hydraulic piston 311A and the second hydraulic piston 311B are nested and then installed in the fixed member or the piston bushing 317 fixedly installed on the fixed member. An oil chamber between the first hydraulic piston 311A and the second hydraulic piston 311B is connected to the drive oil passage 901. The slide valve body 312 is arranged in a fixed part or a slide valve bush 316 fixedly arranged on the fixed part, the check valve spool 313 and the check valve return spring 314 are arranged in the slide valve body 312, an oil cavity formed by the slide valve on the oil inlet side of the check valve is connected with a control oil path 903, the oil cavity formed by the slide valve on the oil outlet side of the check valve is a check oil cavity 314, a lateral oil hole is arranged on the slide valve body 312 on the oil outlet side of the check valve, the check oil cavity 314 is not communicated with the oil cavity at the slide valve return spring 313, and the oil cavity at the slide valve return spring 313 is connected with an oil drainage oil path 902. When the control oil path 903 is low-pressure oil, the driving oil path 901 is connected with the oil drainage oil path 902, the control oil path 903 and the one-way oil cavity 314 are blocked, hydraulic oil between the first hydraulic piston 311A and the second hydraulic piston 311B is discharged through the driving oil path 901 and the oil drainage oil path 902, and the second brake fulcrum assembly fails. When the control oil path 903 is high-pressure oil, the control oil path 903 is connected with the driving oil path 901 through the one-way oil chamber 314, the oil drainage oil path 902 is blocked, the high-pressure oil enters an oil chamber between the first hydraulic piston 311A and the second hydraulic piston 311B through the control oil path 903, the one-way oil chamber 314 and the driving oil path 901, and the second brake fulcrum assembly works.
As shown in fig. 11, the braking slide valve body 312 is a through hole structure along the axial direction, a one-way valve seat is arranged on the braking slide valve body 312, the one-way valve seat, the braking one-way valve core 314 and the braking one-way valve return spring 315 sequentially contact each other, the first blocking block 351 is fixedly installed on the braking slide valve body 312, the first blocking block 351 contacts the braking one-way valve return spring 315, and the oil chamber of the one-way oil chamber 304 and the oil chamber of the braking slide valve return spring 313 are blocked by the first blocking block 351. As shown in fig. 12 to 14, the brake slide valve body 312 has a blind hole structure along the axial direction, the brake slide valve body 312 blocks the oil chamber between the check oil chamber 304 and the brake slide valve return spring 313, the brake slide valve body 312 is provided with a check valve return spring seat, and the check valve return spring seat, the brake check valve return spring 315 and the brake check valve spool 314 are sequentially in contact. In fig. 12, the second blocking piece 352 is fixedly mounted on the brake spool valve body 312, and a check valve seat is provided on the second blocking piece 352, and the check valve seat is in contact with the brake check valve spool 314. In fig. 13 and 14, the brake spool valve body 312 is in sliding seal with the brake check valve spool 314. The brake check valve spool 314 is in direct contact with the fixed member 8 or the spool bushing 316, as shown in fig. 13; the check spool 314 is in contact with the fixed member 8 or the spool valve bushing 316 through the third block 353 as shown in fig. 14. The fourth block 318 serves as a spring seat for the brake spool return spring 313, and ensures that the oil chamber at the brake spool return spring 313 is connected to the oil drain passage 902.
Various bushings are arranged on the driving fulcrum assembly and the braking fulcrum assembly so as to modularize the assemblies and improve the universality and the replaceability of the assemblies.
In the driving mode, the exhaust driving fulcrum assembly 201 and the intake driving fulcrum assembly 202 of the working cylinder work, and the exhaust brake fulcrum assembly 301 and the intake brake fulcrum assembly 302 are disabled. No matter which valve bridge assembly is used on the intake side or the exhaust side, the exhaust brake cam 101 cannot drive the exhaust valve through the exhaust brake rocker arm 801 under the action of the exhaust brake rocker arm resetting mechanism 701 because the exhaust brake fulcrum assembly 301 fails. Due to the failure of the intake brake fulcrum assembly 302, the intake brake cam 104 cannot drive the intake valve through the intake brake rocker arm 804 under the action of the intake brake rocker arm return mechanism 702. When the exhaust side employs the first or third valve bridge assembly 501, 612, the exhaust drive cam 102 simultaneously drives the first or second exhaust valve assembly 611, 612 through the exhaust drive rocker arm 802 and the first or third valve bridge assembly 501, 612 as the exhaust drive fulcrum assembly 201 operates. When the exhaust side employs the second valve bridge assembly 502, the exhaust drive cam 102 simultaneously drives the first exhaust valve assembly 611 and the second exhaust valve assembly 612 through the exhaust drive rocker arm 802 and the second valve bridge 521 due to the operation of the exhaust drive fulcrum assembly 201. When the first or third valve bridge assembly 501, 622 is employed on the intake side, the intake drive cam 103 simultaneously drives the first and second intake valve assemblies 621, 622 through the intake drive rocker arm 803 and the first or third valve bridge assembly 501, 622 due to the operation of the intake drive fulcrum assembly 202. When the intake side employs the second valve bridge assembly 502, the intake drive cam 103 simultaneously drives the first intake valve assembly 621 and the second intake valve assembly 622 through the intake drive rocker arm 803 and the second valve bridge 521 because the intake drive fulcrum assembly 202 operates.
In the braking mode, the exhaust driving fulcrum assembly 201 and the intake driving fulcrum assembly 202 of the working cylinder are disabled, and the exhaust braking fulcrum assembly 301 and the intake braking fulcrum assembly 302 work. When the first valve bridge assembly 501 or the third valve bridge assembly is adopted on the exhaust side, the exhaust drive cam 102 cannot drive the first exhaust valve assembly 611 and the second exhaust valve assembly 612 through the exhaust drive rocker arm 802 and the first valve bridge assembly 501 or the third valve bridge assembly under the action of the spring force of the first exhaust valve assembly 611 because the exhaust drive fulcrum assembly 201 fails. Since the exhaust brake fulcrum assembly 301 is operated, the exhaust brake cam 101 drives the second exhaust valve assembly 612 through the exhaust brake rocker arm 801 and the first transmission lever 512. When the second valve bridge assembly 502 is employed on the exhaust side, the exhaust drive cam 102 cannot drive the first exhaust valve assembly 611 and the second exhaust valve assembly 612 through the exhaust drive rocker arm 802 and the second valve bridge 521 due to the failure of the exhaust drive fulcrum assembly 201 under the action of the drive rocker arm resetting mechanism 522. Since the exhaust brake fulcrum assembly 301 is operated, the exhaust brake cam 101 simultaneously drives the first exhaust valve assembly 611 and the second exhaust valve assembly 612 through the exhaust brake rocker arm 801 and the second valve bridge 521. When the first valve bridge assembly 501 or the third valve bridge assembly is adopted on the intake side, the intake drive cam 103 cannot drive the first intake valve assembly 621 and the second intake valve assembly 622 through the intake drive rocker arm 803 and the first valve bridge assembly 501 or the third valve bridge assembly under the spring force of the intake valve assembly due to the failure of the intake drive fulcrum assembly 202. With the intake brake fulcrum assembly 302 operating, the intake brake cam 104 drives the second intake valve assembly 622 through the intake brake rocker arm 804 and the first transfer lever 512. When the second valve bridge assembly 502 is adopted on the intake side, the intake drive cam 103 cannot drive the first intake valve assembly 621 and the second intake valve assembly 622 through the intake drive rocker 803 and the second valve bridge 521 under the action of the drive rocker reset mechanism 522 because the intake drive fulcrum assembly 202 fails. Since the intake brake fulcrum assembly 302 operates, the intake brake cam 104 simultaneously drives the first intake valve assembly 621 and the second intake valve assembly 622 through the intake brake rocker arm 804 and the second valve bridge 521. It is worth mentioning that the exhaust brake cam 101 has at least two protrusions to open the exhaust valve near the top dead center for exhaust, and it can also add a protrusion to open the exhaust valve near the bottom dead center to suck the gas in the exhaust pipe into the cylinder and increase the amount of gas compressed in the cylinder, so as to improve the brake output.
In the driving or braking mode, the exhaust driving fulcrum assembly 201, the intake driving fulcrum assembly 202, the exhaust brake fulcrum assembly 301 and the intake brake fulcrum assembly 302 of the deactivated cylinder are deactivated, so that all the intake and exhaust valves are kept in a closed state.
The invention has compact structure, high reliability and low cost. By controlling the state of each pivot, the modes of four-stroke driving, two-stroke braking, cylinder stopping and the like are realized, and the purposes of low oil consumption, low emission and high-efficiency braking are achieved.
Claims (6)
1. A variable mode valve actuation system comprising an intake valve assembly and an exhaust valve assembly, characterized by: the cam is arranged on the camshaft (1), and the two driving fulcrum assemblies and the two braking fulcrum assemblies, the push rod, the rocker arm and the rocker arm resetting mechanism are arranged on the fixing piece; the cam comprises an exhaust brake cam (101), an exhaust drive cam (102), an intake drive cam (103) and an intake brake cam (104), the drive fulcrum assembly comprises an exhaust drive fulcrum assembly (201) and an intake drive fulcrum assembly (202), the brake fulcrum assembly comprises an exhaust brake fulcrum assembly (301) and an intake brake fulcrum assembly (302), the push rod comprises an exhaust brake push rod (401), an exhaust drive push rod (402), an intake drive push rod (403) and an intake brake push rod (404), the rocker arm comprises an exhaust brake rocker arm (801), an exhaust drive rocker arm (802), an intake drive rocker arm (803) and an intake brake rocker arm (804), and the rocker arm resetting mechanism comprises an exhaust brake rocker arm resetting mechanism (701) and an intake brake rocker arm resetting mechanism (702); the exhaust brake cam (101) drives an exhaust valve component directly or through a valve transmission block or drives the exhaust valve component through an exhaust brake push rod (401) and an exhaust brake rocker arm (801) or through a valve bridge component, and the exhaust brake fulcrum component (301) is correspondingly arranged between any two contact ends between the exhaust brake cam (101) and the exhaust valve component or between any two contact ends between the exhaust brake cam (101) and the valve bridge component; the exhaust driving cam (102) drives an exhaust valve component directly or through a valve transmission block or drives the exhaust valve component through an exhaust driving push rod (402) and an exhaust driving rocker arm (802) or through a valve bridge component, and an exhaust driving fulcrum component (201) is correspondingly arranged between any two contact ends between the exhaust driving cam (102) and the exhaust valve component or between any two contact ends between the exhaust driving cam (102) and the valve bridge component; the air inlet driving cam (103) drives an air inlet valve assembly directly or through a valve transmission block or drives the air inlet valve assembly through an air inlet driving push rod (403) and an air inlet driving rocker arm (803), and the air inlet driving fulcrum assembly (202) is correspondingly arranged between any two contact ends between the air inlet driving cam (103) and the air inlet valve assembly or between any two contact ends between the air inlet driving cam (103) and the air inlet valve assembly; the air inlet brake cam (104) drives an air inlet valve assembly directly or through a valve transmission block or drives the air inlet valve assembly through an air inlet brake push rod (404) and an air inlet brake rocker arm (804), and the air inlet brake fulcrum assembly (302) is correspondingly arranged between any two contact ends between the air inlet brake cam (104) and the air inlet valve assembly or between any two contact ends between the air inlet brake cam (104) and the air inlet valve assembly; when the exhaust brake rocker arm (201) drives the exhaust valve assembly in any one of the connection modes, the exhaust brake cam (101) cannot drive the exhaust valve assembly through the exhaust brake rocker arm (201) under the action of the exhaust brake rocker arm return spring (701) because the exhaust brake fulcrum assembly (401) fails; when the air inlet brake rocker arm (204) drives the air inlet valve assembly in any one of the connection modes, the air inlet brake cam (104) cannot drive the air inlet valve assembly through the air inlet brake rocker arm (204) under the action of the air inlet brake rocker arm return spring (702) because the air inlet brake fulcrum assembly (402) fails; when the exhaust driving rocker arm (202) drives the exhaust valve component by adopting any one of the connection modes, the exhaust driving cam (102) drives the exhaust valve component through the exhaust driving rocker arm (202) under the action of overcoming the spring of the exhaust valve component or overcoming the action of overcoming the spring of the exhaust valve component and the return spring of the exhaust side driving rocker arm as the exhaust driving fulcrum component (301) works; when the air inlet driving rocker arm (203) drives the air inlet valve assembly in any one of the connection modes, the air inlet driving cam (103) drives the air inlet valve assembly through the air inlet driving rocker arm (203) under the action of overcoming a spring of the air inlet valve assembly or overcoming the action of the spring of the air inlet valve assembly and an air inlet side driving rocker arm return spring because the air inlet driving fulcrum assembly (302) works; in a driving mode, an exhaust driving fulcrum assembly (201) and an intake driving fulcrum assembly (202) of a working cylinder work, and an exhaust brake fulcrum assembly (301) and an intake brake fulcrum assembly (302) are failed; in a braking mode, the exhaust driving fulcrum assembly (201) and the intake driving fulcrum assembly (202) of the working cylinder are failed, and the exhaust braking fulcrum assembly (301) and the intake braking fulcrum assembly (302) work; when the exhaust brake rocker arm (201) drives the exhaust valve assembly in any one of the connection modes, as the exhaust brake fulcrum assembly (401) works, the exhaust brake cam (101) drives the exhaust valve assembly through the exhaust brake rocker arm (201) under the action of overcoming the spring of the exhaust valve assembly and the exhaust brake rocker arm return spring (701); when the air inlet brake rocker arm (204) drives the air inlet valve assembly in any one of the connection modes, as the air inlet brake fulcrum assembly (402) works, the air inlet brake cam (104) drives the air inlet valve assembly through the air inlet brake rocker arm (204) under the action of overcoming the spring of the air inlet valve assembly and the air inlet brake rocker arm return spring (702); when the exhaust driving rocker arm (202) drives the exhaust valve assembly by adopting any one of the connection modes, the exhaust driving pivot assembly (301) fails, so that the exhaust driving cam (102) cannot drive the exhaust valve assembly through the exhaust driving rocker arm (202) under the action of a spring of the exhaust valve assembly or the action of an exhaust side driving rocker arm return spring; when the air inlet driving rocker arm (203) drives the air inlet valve assembly in any one of the connection modes, the air inlet driving fulcrum assembly (302) fails, so that the air inlet driving cam (103) cannot drive the air inlet valve assembly through the air inlet driving rocker arm (203) under the action of a spring of the air inlet valve assembly or the action of a return spring of the air inlet side driving rocker arm; in a driving or braking mode, the exhaust driving fulcrum assembly (201), the intake driving fulcrum assembly (202), the exhaust braking fulcrum assembly (301) and the intake braking fulcrum assembly (302) of the working cylinder are disabled; all the intake and exhaust valves are kept in a closed state;
the drive fulcrum assembly at least comprises a first drive piston (21A), a second drive piston (21B), a locking block (22), a drive locking spring (23) and a drive return spring (24); the fixed piece is provided with a mounting hole and a driving control oil path (92); the first driving piston (21A) and the second driving piston (21B) are nested and then are installed in the fixing piece; a driving return spring (24) is arranged between the first driving piston (21A) and the second driving piston (21B); in the first driving piston (21A) and the second driving piston (21B), a nested person is provided with a lateral hole, a locking block (22) and a driving locking spring (23) are arranged in the lateral hole, an oil hole and a locking groove or a locking hole are arranged on the nested person, and a driving control oil path (92) is connected with the locking groove or the locking hole through the oil hole; when the drive control oil path (92) is high-pressure oil, the first drive piston (21A) and the second drive piston (21B) are not locked, and the drive fulcrum assembly fails; when the drive control oil path (92) is low-pressure oil, the first drive piston (21A) and the second drive piston (21B) are locked by the locking block (22), and the drive fulcrum assembly works; or the driving fulcrum assembly also comprises a driving fulcrum assembly bushing (25), a hydraulic clearance adjusting assembly or a combined structure of the driving fulcrum assembly bushing (25) and the hydraulic clearance adjusting assembly;
the brake fulcrum assembly adopts a first brake fulcrum assembly or a second brake fulcrum assembly; the first brake fulcrum assembly at least comprises a first brake piston (31A), a second brake piston (31B), a first locking block (32A), a second locking block (32B), a brake locking spring (33) and a brake return spring (34); the fixed piece is provided with a mounting hole and a brake control oil way (93); the brake device is characterized in that the first brake piston (31A) and the second brake piston (31B) are arranged in the fixing piece after being nested, a brake return spring (34) is arranged between the first brake piston (31A) and the second brake piston (31B), and a guide mechanism is also arranged between the first brake piston (31A) and the second brake piston (31B); in the first brake piston (31A) and the second brake piston (31B), a first locking block (32A) and a brake locking spring (33) are arranged in a side hole of a person to be nested, a locking hole and an oil hole which are connected with each other are arranged on the person to be nested, a second locking block (32B) is arranged in the locking hole, and the oil hole is connected with a brake control oil path (93); when the brake control oil path (93) is low-pressure oil, the first brake piston (31A) and the second brake piston (31B) are not locked, and the first brake fulcrum assembly fails; when the brake control oil path (93) is high-pressure oil, the first brake piston (31A) and the second brake piston (31B) are locked by the second locking block (32B), and the first brake fulcrum assembly works; or the first brake fulcrum assembly further comprises a brake fulcrum assembly bushing (35), a hydraulic clearance adjusting assembly or a combined structure of the brake fulcrum assembly bushing (35) and the hydraulic clearance adjusting assembly;
the second brake fulcrum assembly at least comprises a first hydraulic piston (311A), a second hydraulic piston (311B), a slide valve body (312), a slide valve return spring (313), a check valve spool (314) and a check valve return spring (315); the fixing piece is internally provided with a mounting hole, a driving oil path (901), an oil drainage oil path (902) and a control oil path (903); the first hydraulic piston (311A) and the second hydraulic piston (311B) are both arranged in the fixed part or a piston bush (317) fixedly arranged on the fixed part, or the first hydraulic piston (311A) and the second hydraulic piston (311B) are nested and then are arranged in the fixed part or the piston bush (317) fixedly arranged on the fixed part; an oil chamber between the first hydraulic piston (311A) and the second hydraulic piston (311B) is connected with the driving oil path (901); a slide valve body (312) is arranged in a fixed part or a slide valve bush (316) fixedly arranged on the fixed part, a check valve core (313) and a check valve return spring (314) are arranged in the slide valve body (312), an oil cavity formed by the slide valve on the oil inlet side of the check valve is connected with a control oil way (903), an oil cavity formed by the slide valve on the oil outlet side of the check valve is a check oil cavity (314), a lateral oil hole is arranged on the slide valve body (312) on the oil outlet side of the check valve, the check oil cavity (314) is not communicated with the oil cavity at the slide valve return spring (313), and the oil cavity at the slide valve return spring (313) is connected with an oil drainage oil way (902); when the control oil way (903) is low-pressure oil, the driving oil way (901) is connected with the oil drainage oil way (902), the control oil way (903) and the one-way oil cavity (314) are blocked, the hydraulic oil between the first hydraulic piston (311A) and the second hydraulic piston (311B) is discharged through the driving oil way (901) and the oil drainage oil way (902), and the second brake fulcrum assembly fails; when the control oil way (903) is high-pressure oil, the control oil way (903) is connected with the driving oil way (901) through the one-way oil cavity (314), the oil drainage oil way (902) is blocked, the high-pressure oil enters an oil cavity between the first hydraulic piston (311A) and the second hydraulic piston (311B) through the control oil way (903), the one-way oil cavity (314) and the driving oil way (901), and the second brake fulcrum assembly works.
2. A variable mode valve actuation system according to claim 1, characterized in that: when the rocker arm directly drives the valve assembly, the valve assembly comprises a valve drive input (5101) and a valve brake input (5102); the actuating rocker arm is in contact with the valve actuation input (5101), and the braking rocker arm is in contact with the valve braking input (5102).
3. A variable mode valve actuation system according to claim 1, characterized in that: the valve drive block comprises a drive input end (5001), a brake input end (5002) and an output end (5003); the driving rocker arm is in contact with the driving input end (5001), the braking rocker arm is in contact with the braking input end (5002), and the output end (5003) drives the valve assembly.
4. A variable mode valve actuation system according to claim 1, characterized in that: the exhaust valve assembly further comprises a first exhaust valve assembly (611) and a second exhaust valve assembly (612) or the intake valve assembly further comprises a first intake valve assembly (621) and a second intake valve assembly (622), the valve bridge assembly employs a first valve bridge assembly (501), a second valve bridge assembly (502) or a third valve bridge assembly; the first air door bridge assembly (501) comprises a first air door bridge (511) and a first transmission rod (512), the first air door bridge (511) drives the first transmission rod (512) through a boss, the first air door bridge (511) comprises a first driving input end (5111) and a first air door bridge output end (5112), and the first transmission rod (512) comprises a first braking input end (5121) and a first transmission rod output end (5122); the second valve bridge assembly (502) comprises a second valve bridge (521) and a drive rocker arm reset mechanism (522), the second valve bridge (521) comprises a second brake input (5211), a second drive input (5212), a second valve bridge first output (5213) and a second valve bridge second output (5214); the third valve bridge assembly comprises a third valve bridge (531) and a second transmission rod (532), the third valve bridge (531) drives the second transmission rod (532) through a hinge joint and a boss, the third valve bridge (531) comprises a third driving input end (5311) and a third valve bridge output end (5312), and the second transmission rod (532) comprises a third braking input end (5321) and a second transmission rod output end (5322); a first valve bridge assembly (501) is adopted on the exhaust side or the air inlet side, a driving rocker arm is in contact with a first driving input end (5111), a braking rocker arm is in contact with a first braking input end (5121), and a first valve bridge output end (5112) and a first transmission rod output end (5122) are in contact with the two valve assemblies respectively; a second valve bridge component (502) is adopted for the exhaust side or the air inlet side, the driving rocker arm is contacted with a second driving input end (5212), the braking rocker arm is contacted with a second braking input end (5211), and a first output end (5213) and a second output end (5214) of the second valve bridge are respectively contacted with the two valve components; and a third valve bridge component is adopted at the exhaust side or the air inlet side, the driving rocker arm is contacted with a third driving input end (5311), the braking rocker arm is contacted with a third braking input end (5321), and a third valve bridge output end (5312) and a second transmission rod output end (5322) are respectively contacted with the two valve components.
5. A variable mode valve actuation system according to claim 1, characterized in that: the variable valve mechanism is arranged between any two contact ends between the cam and the valve assembly.
6. A variable mode valve actuation system according to claim 1, characterized in that: the camshaft (1) is provided with a camshaft phasing mechanism.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710423007.8A CN107023342B (en) | 2017-06-07 | 2017-06-07 | Variable-mode valve driving system |
| PCT/CN2018/086444 WO2018223804A1 (en) | 2017-06-07 | 2018-05-11 | Valve actuation system with variable modes |
| JP2019566938A JP7084641B2 (en) | 2017-06-07 | 2018-05-11 | Variable mode valve drive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710423007.8A CN107023342B (en) | 2017-06-07 | 2017-06-07 | Variable-mode valve driving system |
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| Publication Number | Publication Date |
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| CN107023342A CN107023342A (en) | 2017-08-08 |
| CN107023342B true CN107023342B (en) | 2020-05-19 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710423007.8A Active CN107023342B (en) | 2017-06-07 | 2017-06-07 | Variable-mode valve driving system |
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| Country | Link |
|---|---|
| JP (1) | JP7084641B2 (en) |
| CN (1) | CN107023342B (en) |
| WO (1) | WO2018223804A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109661507B (en) | 2016-06-25 | 2021-04-16 | 伊顿智能动力有限公司 | Valve assembly |
| CN107023342B (en) * | 2017-06-07 | 2020-05-19 | 大连理工大学 | Variable-mode valve driving system |
| CN107605563B (en) * | 2017-09-01 | 2020-08-14 | 大连理工大学 | Auxiliary braking mechanism |
| CN108071444B (en) * | 2017-11-29 | 2020-04-14 | 大连理工大学 | Variable-mode continuously variable valve mechanism |
| CN108071443B (en) * | 2017-11-29 | 2020-01-14 | 大连理工大学 | Variable-mode continuously variable valve mechanism |
| CN111788369B (en) * | 2017-12-04 | 2022-08-05 | 伊顿智能动力有限公司 | Engine brake rocker arm with offset configuration |
| CN109488405B (en) * | 2018-12-11 | 2021-04-30 | 大连理工大学 | Multi-mode valve mechanism and control method thereof |
| CN109736912B (en) * | 2018-12-11 | 2021-04-02 | 大连理工大学 | Multi-mode valve mechanism and control method thereof |
| CN109854326A (en) * | 2019-03-27 | 2019-06-07 | 大连理工大学 | A kind of high-efficient movable braking fulcrum |
| CN109854325B (en) * | 2019-03-27 | 2024-01-05 | 大连理工大学 | Two-stroke auxiliary braking mechanism |
| CN109958494A (en) * | 2019-03-27 | 2019-07-02 | 大连理工大学 | A kind of compact high efficient multi-mode valve actuating mechanism |
| CN109915223B (en) * | 2019-03-27 | 2021-01-05 | 大连理工大学 | Compact high-reliability multi-mode valve actuating mechanism |
| CN112065526B (en) * | 2020-09-11 | 2022-04-05 | 潍柴动力股份有限公司 | Valve bridge, cylinder deactivation device and engine |
| EP4293205A1 (en) * | 2021-02-10 | 2023-12-20 | Shanghai Universoon Autotech Co., Ltd. | Engine rocker arm mechanism, engine two-stroke cycle braking system and method |
| CN113818945B (en) * | 2021-09-30 | 2023-01-06 | 潍柴动力股份有限公司 | Valve mechanism of engine |
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| JPS57160907U (en) * | 1981-04-02 | 1982-10-08 | ||
| JPS61140108U (en) * | 1985-02-21 | 1986-08-30 | ||
| JPS61140106U (en) * | 1985-02-22 | 1986-08-30 | ||
| CN86209009U (en) * | 1986-11-11 | 1987-08-12 | 成都汽车制造厂 | Cylinder-closing fuel-saving device for valve-in-head gasoline engine of automobile |
| DE4436952A1 (en) * | 1994-10-15 | 1996-04-18 | Schaeffler Waelzlager Kg | Switchable tappet of a valve train of an internal combustion engine |
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| CN107023342B (en) * | 2017-06-07 | 2020-05-19 | 大连理工大学 | Variable-mode valve driving system |
-
2017
- 2017-06-07 CN CN201710423007.8A patent/CN107023342B/en active Active
-
2018
- 2018-05-11 WO PCT/CN2018/086444 patent/WO2018223804A1/en active Application Filing
- 2018-05-11 JP JP2019566938A patent/JP7084641B2/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN107023342A (en) | 2017-08-08 |
| JP7084641B2 (en) | 2022-06-15 |
| JP2020523514A (en) | 2020-08-06 |
| WO2018223804A1 (en) | 2018-12-13 |
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