CN107327328B - Variable valve timing driving mechanism for engine - Google Patents
Variable valve timing driving mechanism for engine Download PDFInfo
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- CN107327328B CN107327328B CN201710788204.XA CN201710788204A CN107327328B CN 107327328 B CN107327328 B CN 107327328B CN 201710788204 A CN201710788204 A CN 201710788204A CN 107327328 B CN107327328 B CN 107327328B
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- indexing
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- 230000007246 mechanism Effects 0.000 title description 5
- 210000000078 claw Anatomy 0.000 claims abstract description 64
- 238000007789 sealing Methods 0.000 claims description 18
- 230000003993 interaction Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 10
- 230000009471 action Effects 0.000 description 8
- 230000008859 change Effects 0.000 description 6
- 239000000446 fuel Substances 0.000 description 6
- 230000001360 synchronised effect Effects 0.000 description 4
- 230000000670 limiting effect Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
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Classifications
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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
- F01L1/348—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 by means acting on timing belts or chains
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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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
The invention discloses a variable valve timing driving device, which is characterized in that a chain or a belt drives an intake camshaft and an exhaust camshaft to rotate through an engine crankshaft. The right end of the cam shaft is supported in the engine body through a bearing structure. The device can adjust the phase of the intake and exhaust cam shafts according to the real-time working condition of the engine, and realizes the valve timing. The invention ensures that the opening time of the inlet valve and the outlet valve of the engine is changed along with the working condition of the engine to realize the early opening or the late closing of the valve, thereby meeting the optimal distribution requirements of the engine under different working conditions. The invention provides a discrete variable valve timing driving device based on the cooperation of an indexing claw and a sliding claw sleeve, wherein the relative rotation of the sliding claw sleeve and a cam shaft is realized through the interaction of the indexing claw and the sliding claw sleeve, so that the cam phase on the cam shaft is variable, and the valve opening time is always in an ideal state.
Description
Technical Field
The invention belongs to the technical field of valve timing devices, and particularly relates to a variable valve timing driving device.
Background
The valve opening and closing time of the traditional engine valve mechanism is fixed and unchanged and does not change along with the working condition of the engine, the valve opening and closing time can only ensure that the engine is in an optimal valve distribution state in a certain rotating speed range, and the fuel economy at low speed and the dynamic property at high speed of the engine can not be considered.
The variable valve timing technology of the engine realizes optimal valve timing by changing the early opening or late closing of an intake valve and an exhaust valve of the engine, so that the valve phase is always in an ideal state, the fuel economy of a low-rotation-speed working section of the engine and the torque output of a high-torque working section are improved, the fuel economy of the engine at low load can be ensured, and the power performance of the engine at high load can be ensured. Meanwhile, the variable valve timing technology is also beneficial to improving the instantaneous start-stop performance of the engine of the hybrid electric vehicle.
Disclosure of Invention
The invention designs and develops a variable valve timing driving device, which aims to realize early opening or late closing of an intake valve and an exhaust valve of an engine so as to meet the optimal distribution requirements of the engine under different working conditions.
The technical scheme provided by the invention is as follows:
a variable valve timing driving apparatus comprising:
the shell is hollow and cylindrical, and a plurality of protruding outer guide rails are uniformly distributed on the inner wall of the shell along the circumferential direction; one end of the outer guide rail is provided with a wedge-shaped working surface;
the sleeve is hollow and cylindrical and coaxially arranged in the shell, and a plurality of protruding inner guide rails are uniformly distributed on the inner wall of the sleeve along the circumferential direction; one end of the inner guide rail is provided with a wedge-shaped working surface;
the outer indexing claw is sleeved at one end outside the sleeve, an outer guide rail groove matched with the outer guide rail is formed in the outer indexing claw, and a plurality of outer indexing teeth arranged along the circumferential direction are formed in the inner side end face of the outer indexing claw;
the outer sliding claw sleeve is sleeved at the other end outside the sleeve, and is matched with the sleeve through a moving pair; a plurality of outer wedge-shaped sliding pawls which are arranged along the circumferential direction are arranged on the inner side end surface of the outer sliding pawl sleeve;
a camshaft coaxially disposed within the sleeve;
the inner indexing claw is sleeved between the sleeve and the cam shaft, an inner guide rail groove matched with the inner guide rail is formed in the inner indexing claw, and a plurality of inner indexing teeth arranged along the circumferential direction are formed in the inner side end face of the inner indexing claw;
the inner sliding claw sleeve is sleeved between the sleeve and the cam shaft and is matched with the cam shaft through a moving pair; a plurality of inner wedge-shaped sliding pawls which are arranged along the circumferential direction are arranged on the inner side end surface of the inner sliding pawl sleeve;
the wedge-shaped working surfaces of the outer indexing teeth and the outer guide rail are matched with the outer wedge-shaped sliding pawls, so that the outer indexing pawls reciprocate along the axis for one period, and the outer sliding pawl sleeve can be driven to rotate for a certain angle; the inner indexing teeth and the wedge-shaped working surfaces of the inner guide rail are matched with the inner wedge-shaped sliding pawls, so that the inner indexing pawls reciprocate along the axis for one period, and the inner sliding pawl sleeve can be driven to rotate for a certain angle; the outer sliding claw sleeve and the inner sliding claw sleeve are opposite in rotation direction.
Preferably, the two ends of the shell are open, and the left end cover and the right end cover are respectively and detachably arranged at the left end and the right end of the shell.
Preferably, a timing chain wheel is fixed at one end of the housing, and the timing chain wheel is matched with the timing chain, so that the engine crankshaft can drive the housing to rotate.
Preferably, one end of the housing is fixed with a timing belt wheel, which is matched with a timing belt to enable the engine crankshaft to drive the housing to rotate.
Preferably, an outer spiral spring is arranged on the outer end face of the outer sliding claw sleeve, and the outer end face of the outer indexing claw is connected with the first oil cavity.
Preferably, an inner coil spring is arranged on the outer end face of the inner pawl sleeve, the outer end face of the inner pawl sleeve is connected with the second oil cavity, and the outer end face of the inner dividing pawl is connected with the third oil cavity.
Preferably, a supporting ring is arranged on the cam shaft, a check ring is arranged in the shell, and the supporting ring is matched with the check ring so that the cam shaft can be supported in the shell.
Preferably, a gasket is provided on the inner side of the support ring.
Preferably, the first oil inlet hole, the second oil inlet hole and the three oil inlet holes on the cam shaft are respectively communicated with the first oil cavity, the second oil cavity and the third oil cavity.
Preferably, the first oil inlet hole is communicated with the first oil cavity through a hose, and the second oil inlet hole and the three oil inlet holes are respectively communicated with the second oil cavity and the third oil cavity through oil channels arranged in the cam shaft.
The variable valve timing driving device has the beneficial effects that: the variable valve timing driving device provided by the invention can be conveniently assembled at one end of the air inlet and outlet cam shaft of the engine to realize the variable valve timing of the air inlet and outlet valve, can effectively improve the fuel consumption and power output of the traditional fuel engine, can optimize the start-stop speed control of the engine of the hybrid electric vehicle, and can improve the instantaneous start-up rotating speed of the engine of the hybrid electric vehicle. Therefore, the variable valve timing driving device designed by the invention has important practical significance and application prospect in the control of the conventional automobile and the new energy automobile engine.
Drawings
Fig. 1 is a structural view of a variable valve timing drive apparatus.
Fig. 2 is a diagram showing the construction of the outer chamber of the variable valve timing drive apparatus.
Fig. 3 is a diagram showing the construction of the inner chamber of the variable valve timing drive apparatus.
Fig. 4 is a structural sectional view of the variable valve timing driving apparatus.
Fig. 5 is a schematic view of the sliding limit position of the outer index pawl of the variable valve timing driving apparatus.
Fig. 6 is a left end cover structure diagram of the variable valve timing drive apparatus.
Fig. 7 is a camshaft configuration diagram of the variable valve timing drive apparatus.
Fig. 8 is a block diagram of a housing and sprocket of the variable valve timing drive apparatus.
Fig. 9 is a diagram of an outer slide-pawl sleeve structure of the variable valve timing drive apparatus.
Fig. 10 is a sleeve structure diagram of the variable valve timing drive apparatus.
Fig. 11 is a diagram of an inner collet sleeve structure of the variable valve timing drive apparatus.
Fig. 12 is a structural view of an outer indexing pawl of the variable valve timing driving apparatus.
Fig. 13 is a block diagram of the internal cam of the variable valve timing drive apparatus.
Fig. 14 is a valve displacement variation timing chart implemented by the variable valve timing apparatus.
Detailed Description
The present invention is described in further detail below with reference to the drawings to enable those skilled in the art to practice the invention by referring to the description.
As shown in fig. 1 to 4, the present invention provides a variable valve timing driving apparatus, specifically comprising: the engine comprises an intake camshaft 111, an exhaust camshaft, a timing sprocket 112, a camshaft shaft shoulder 113, an oil hole 114, a housing 115, a right end cover 116, a left end cover 117, a hose 118, a sleeve 119, an outer indexing claw 120, an outer guide rail 121, an outer sliding claw sleeve 122, an outer coil spring 123, a sealing gasket 124, a support ring 125, a clamp spring 126, an inner coil spring 127, an inner sliding claw sleeve 128, an inner guide rail 129, an inner indexing claw 130, an oil duct 301, an oil cavity 302, an oil cavity 303, an oil duct 304, an oil cavity 305, an oil duct 306, a boss 401, a shaft shoulder 402, a shaft shoulder 403, a bump 501, a slide 502, a bump 601 and a guide rail groove 602.
The structure of the variable valve timing driving apparatus is shown in fig. 1, in which a chain timing sprocket 112 is engaged to drive an intake and exhaust camshaft 111 to rotate through an engine crankshaft in the direction of the arrow shown in fig. 1. The right end of the camshaft 111 is supported in the engine block by a bearing structure. The device can adjust the phase of the intake and exhaust cam shaft 111 according to the real-time working condition of the engine, and realizes the valve timing. The chain and timing sprocket 112 may employ belts and timing pulleys.
As shown in fig. 1 and 4, the variable valve timing driving device includes a timing device housing 115, a right end cap 116, a left end cap 117, and a cam shaft 111, and a sleeve 119, an outer index claw 120, and an outer slide claw cover 122 in fig. 2, a gasket 124, a support ring 125, an inner slide claw cover 128, and an inner slide claw 130 in fig. 3, and an oil chamber 302, an oil chamber 303, and an oil chamber 305 each of which are constituted by the components of fig. 4.
A timing sprocket 112 on the variable valve timing drive apparatus is fixed to the right end of the housing 115. Wherein the outer guide rails 121 are uniformly distributed on the inner wall of the housing 115, as shown in fig. 8, the shape and arrangement position of the outer guide rails 121 are identical to those of the guide rail grooves 602 and wedge surfaces of the outer index pawls 120 and the outer slide pawl housing 122 shown in fig. 2. As shown in fig. 9, the arc width of a single wedge surface on the outer sliding jaw sleeve 122 can be set to be 10 degrees or 15 degrees and uniformly distributed according to the circumference and the like, the outer sliding jaw sleeve 122 is matched with a slide way 502 on the outer wall of the sleeve 119 through a convex block 501 uniformly distributed on the circumference of the inner wall, and the outer sliding jaw sleeve 122 can axially slide along the slide way 502 on the outer wall of the sleeve 119 and is limited and supported by the outer spiral spring 123 when sliding to the right end. The sleeve 119 always rotates synchronously with the outer slide pawl sleeve 122 when rotating in the circumferential direction.
The outer indexing pawl 120 and the outer pawl sleeve 122, and the outer guide rail 121 on the inner wall of the housing 115 thereof, are assembled on the outer wall of the sleeve 119 in the positional relationship shown in fig. 2 and 4. The sleeve 119 is supported on the cam shaft 111 by a boss 401 of the left end cap 117 and a shoulder 402 on the cam shaft 111. The left end cover 117 is fixed at the left end of the housing 115 by a bolt structure and performs the left end supporting and sealing of the sleeve 119, and the inner ring of the boss 401 on the left end cover 117 performs the left end supporting and sealing of the cam shaft 111 by a bearing and sealing ring structure. The outer indexing pawl 120 forms a sealed annular oil chamber 302 with the left end cap 117 and its outer wall of the housing 115 and sleeve 119, wherein a sealing ring seals between the sleeve 119 and the left end of the outer indexing pawl 120 and the outer wall of the housing 115. The oil in the oil cavity 302 is supplied through the oil duct 301, and the oil in the oil cavity 302 is regulated by controlling the oil supply of the oil storage device through the engine ECU.
The right end cover 116 is fixed at the right end of the housing 115 through a bolt structure, and a bearing structure is adopted between the right end cover 116 and a shaft shoulder 403 of the cam shaft 111 to support, so as to ensure the relative rotation of the housing 115 and the cam shaft 111. Sealing the right end of the sleeve 119 and sealing and supporting the right end of the inner ring of the outer shell 115 are completed by installing the sealing gasket 124 and the supporting ring 125 at the position of the right end of the inner ring of the outer shell 115 corresponding to the shaft shoulder 402 of the cam shaft 111. The gasket 124 and the support ring 125 are fixed to the cam shaft 111 by a snap spring 126, and both are rotatable with the cam shaft 111 relative to the housing 115. The outer sliding claw sleeve 122, the sealing gasket 124 and the supporting ring 125 are supported by the outer spiral spring 123, when the device structure is installed, the outer spiral spring 123 is preset with a certain pretightening degree, and the pretightening force of the initial position and the oil pressure in the left oil cavity 302 are kept in a balanced state.
As shown in fig. 10, the inner wall of the sleeve 119 is provided with uniformly distributed inner guide rails 129, and the shape and arrangement position of the inner guide rails 129 are matched with those of the guide rail grooves 603 and wedge surfaces of the inner slide jaw 128 and the inner parting jaw 130 shown in fig. 3. As shown in fig. 11, the wedge widths of the inner jaw case 128 are uniformly distributed in a circular arc, and the wedge widths are identical to the wedge widths of the inner rail 129 (10 degrees or 15 degrees) and the outer jaw case 122, so as to ensure that the relative direction rotation angles of the driving device are identical. The shape of the inner sliding claw sleeve 128 is matched with the slide way at the left end of the cam shaft 111 through the convex blocks 601 uniformly distributed on the circumference of the inner wall, so that the inner sliding claw sleeve 128 can only axially slide on the cam shaft along the slide way, and is limited and supported by the inner spiral spring 127 when sliding towards the left end. The inner jaw case 128 is thus always synchronized with the camshaft 111 when rotating in the circumferential direction.
The initial positional relationship of the inner guide rail 129 on the inner wall of the sleeve 119 with the inner jaw case 128 and the inner indexing jaw 130 is shown in fig. 3 and 4. At the right end of the camshaft, a shaft shoulder 402 of the camshaft 111, the inner wall of the sleeve 119 and the inner indexing claw 130 form a sealed annular oil cavity 305, a sealing ring is adopted to seal between the right end of the inner indexing claw 130 and the sleeve 119, oil in the oil cavity 305 is supplied through an oil duct 306, and the oil in the oil cavity 305 is regulated by controlling oil supply of an oil storage device through an engine ECU; at the left end of the camshaft, the left end cover 117, the inner wall of the sleeve 119 and the inner jaw sleeve 128 form a sealed annular oil cavity 303, oil in the oil cavity 303 is supplied through an oil duct 304, and a sealing ring is adopted to seal between the left ends of the boss 401 and the inner jaw sleeve 128 and the inner wall of the sleeve 119. The left end cover 117 and the inner jaw sleeve 128 are supported in a limiting mode through the inner spiral spring 127, a certain pretightening force is preset for the inner spiral spring 127 during installation, and the pretightening force is coordinated with the oil pressure in the oil cavities 303 and 305 on the left side and the right side, and the oil pressure is in an initial balance state.
As shown in fig. 1, the oil supply holes 114 of the oil channels 301, 304 and 306 are arranged in the annular grooves on the camshaft shoulder 113, and the annular grooves on the camshaft shoulder 113 are overlapped with the support positions of the camshaft 111 in the engine body, so that smooth oil supply of the oil storage devices respectively connected with the oil channels 301, 304 and 306 when the engine body rotates along with the camshaft 111 is ensured. The oil passages 301, 304 and 306 can be processed by adopting a penetrating through hole mode firstly, then the redundant through holes are refilled, the strength of the cam shaft 111 and the dynamic balance during the rotation of the cam shaft 111 are not influenced, and the oil passage effect diagram is shown in fig. 4. The oil duct 301 is formed by connecting an oil hole on the cam shaft 111 with an oil hole on the right end of the housing 115 through a rubber hose 118, and the arrangement of the hose 118 can ensure that the oil supply of the oil duct 301 is not affected when the cam shaft 111 rotates in the same direction or in the opposite direction relative to the housing 115 by a certain angle.
When the variable valve timing driving device is driven by the timing sprocket 112 to initially rotate in the direction shown in fig. 1, the housing 115 rotates synchronously with the sprocket 112, at this time, all components in the driving device are at initial installation balance positions, and the oil pressures in the three sealed oil chambers 302, 303 and 305 and the corresponding axial coil spring pretightening forces keep balance states. The outer indexing pawl 120 and the outer slide pawl sleeve 122, the inner slide pawl sleeve 128 and the inner slide pawl 130 in the drive device thus remain unchanged in the initial position in the axial direction of the cam shaft 111 during initial operation of the engine.
The variable valve timing driving apparatus provided by the invention has two operation modes.
Operation mode one: the oil amount and oil pressure in the both side oil chambers 303 and 305 in the sleeve 119 are maintained unchanged.
Referring to the rotational direction of the sprocket 112 shown in fig. 1, when the outer index pawl 120 moves to the right under the oil pressure in the oil chamber 302, the outer index pawl 120 can only slide to the right in the axial direction under the guiding action of the outer guide rail 121, and the outer guide rail 121 is fixed to the inner wall of the housing 115 to remain stationary with respect to the axial direction of the camshaft. The outer indexing claw 120 pushes the outer sliding claw sleeve 122 to slide to the right end by utilizing the self indexing claw and guide rail groove structure, and the outer guide rail 121 on the inner wall of the outer housing 115 and the wedge structure on the outer sliding claw sleeve 122 form certain inertia acting force when rotating in the illustrated direction due to the guiding action of the convex blocks 501 on the inner walls of the outer guide rail 121 and the outer sliding claw sleeve 122, so that the outer sliding claw sleeve 122 is not rotated relative to the outer indexing claw 120.
Due to the guiding and limiting actions of the outer guide rail 121, when the outer index pawl 120 pushes the pawl housing 122 to slide rightward to the limit position under the force increasing with the oil in the oil chamber 302, as shown in fig. 5, the outer coil spring 123 is compressed to a certain length. At this time, the wedge surface at the right end of the outer rail 121 is exactly matched with the wedge surface of the outer slide jaw sleeve 122, and the outer rail 121 rapidly slides through the crossing point with the wedge surface of the outer slide jaw sleeve 122 under the elastic restoring force of the outer coil spring 123 and the inertial force of the outer housing 115 along with the sprocket 112. Then, under the action of the rapid decrease of the oil pressure in the oil cavity 302 under the control of the engine ECU and the elastic restoring force of the external spiral spring 123, the external sliding claw sleeve 122 pushes the external indexing claw 120 back to slide to the left end, and the wedge-shaped surface structure of the external guide rail 121 and the external sliding claw sleeve 122 causes the external sliding claw sleeve 122 to rotate by a certain circumferential angle in the circumferential direction relative to the external guide rail 121. Because the outer guide rail 121 on the inner wall of the housing 115 and the outer indexing pawl 120 remain relatively stationary in the circumferential direction, i.e., the synchronous rotation of the outer pawl housing 122 relative to the housing 115 produces a rotation in the opposite direction, the circumferential angle of rotation is the circumferential arc corresponding to the single wedge-shaped surface of the outer pawl housing 122.
The outer slide pawl 122 is restrained from sliding laterally on the sleeve 119 by the projection 501 on the inner wall and is always synchronized with the sleeve 119 during rotation in the circumferential direction, and the sleeve 119 rotates through a corresponding circumferential arc with the outer slide pawl 122 relative to the housing 115. Because the oil chambers 303 and 305 on both sides of the sleeve 119 are maintained in a relatively balanced state, the cam shaft 111 and the sleeve 119 maintain synchronous rotational speeds, and the cam shaft 111 rotates in opposite directions relative to the housing 115 along with the sleeve 119 through corresponding circumferential radians, the cam shaft 111 is retarded by a certain rotational angle relative to the sprocket 112. The valve timing driving device realizes the delay of the rotation angle of the cam on the cam shaft 111 relative to the sprocket 112 through the reverse rotation of the internal mechanism, namely the so-called valve delay opening or closing, which is helpful for improving the charging efficiency and provides guarantee for the high rotation speed and high power working section of the engine.
According to the real-time change of the running condition of the vehicle, the engine ECU can repeat the operation process according to the running requirement of the vehicle to realize the valve timing for the second time or the third time, and the timing times are determined by the vehicle speed and the wedge-shaped surface width on the outer slide claw sleeve 122 (the variable valve timing range of the reference engine is +/-30 degrees). When the vehicle is stopped, the engine ECU controls the variable valve timing control apparatus to return to the initial equilibrium position.
The first working mode is suitable for the variable valve timing correspondingly controlled by the engine ECU when the vehicle speed is changed from low speed to medium low speed, or from medium low speed to medium high speed, or from medium high speed to high speed when the vehicle running speed is gradually increased.
And a second working mode: the amount of oil and the oil pressure in the oil chamber 302 outside the sleeve 119 are maintained unchanged.
Referring to the positions of the outer index pawl 120 and the outer slide pawl sleeve 122 shown in fig. 2, when the oil pressure in the oil chamber 302 is maintained in a relatively balanced state with the elastic force of the outer coil spring 123, the outer index pawl 120 and the outer slide pawl sleeve 122 are maintained in a relatively stationary state as they rotate with the outer guide rail 121 and the sleeve 119. At this time, by increasing the oil amount and the oil pressure in the oil chamber 303 and decreasing the oil amount and the oil pressure in the oil chamber 303, the oil in the oil chamber 305 pushes the inner index claw 130 to slide toward the left end in the axial direction of the cam shaft 111, and the inner index claw 130 pushes the inner index claw sleeve 128 to slide toward the left end by using its own index claw and guide rail groove structure. Because of the guiding action of the inner guide rail 129 and the protruding block 601 on the inner wall of the inner pawl 128, and the oil pressure action in the left and right oil chambers 303 and 305, which are controlled and changed in real time by the engine ECU, the inner pawl 128 will not rotate relative to the inner pawl 130 until the inner pawl 130 reaches the designated position.
Due to the guiding and limiting actions of the inner rail 129, when the inner pawl 130 pushes the inner pawl sleeve 128 to slide leftwards to the limit position (refer to the position of the outer rail 121 in fig. 5) under the action of the oil in the oil chamber 305, the inner coil spring 127 is compressed to a certain length. At this time, the wedge surface at the left end of the inner rail 129 is exactly matched with the wedge surface of the inner jaw 128, and the inner rail 129 slides rapidly through the intersection with the wedge surface of the inner jaw 128 under the action of the oil pressure in the oil cavity 303 and the elastic restoring force of the inner coil spring 127. Then, under the actions of the rapid decrease of the oil pressure in the oil cavity 305 under the control of the engine ECU, the rapid increase of the oil pressure in the oil cavity 303 under the control of the engine ECU, the elastic restoring force of the inner coil spring 127 and the like, the inner pawl sleeve 128 pushes the inner indexing pawl 130 back to slide to the right end, and the inner pawl sleeve 128 is driven to rotate by a certain circumferential angle relative to the inner guide rail 129 in the circumferential direction due to the wedge-shaped surface structure of the inner guide rail 129 and the inner pawl sleeve 128. At this point, the wedge-shaped surface configuration of the inner rail 129 creates a negligible inertial force as it rotates with the sleeve 119, relative to the rapid increase in oil pressure within the oil chamber 303, causing the inner rail 129 to slide rapidly past the wedge surface of the inner jaw housing 128 into the rail groove 603.
Because the inner rail 129 and the inner indexing pawl 130 on the inner wall of the sleeve 119 remain relatively stationary in the circumferential direction, i.e., the inner pawl sleeve 128 rotates in the same direction relative to the sleeve 119, the circumferential angle of rotation is the sum of the circumferential arc corresponding to the single wedge surface of the inner pawl sleeve 128 and the circular arc width of the inner rail 129, which is equal to the circumferential arc corresponding to the single wedge surface of the outer pawl sleeve 122. While the sleeve 119 rotates synchronously with the housing 115, the cam shaft 111 rotates in advance with the inner indexing pawl 130 in the same direction relative to the housing 115 through a corresponding circumferential arc, and thus the cam shaft 111 rotates in advance through an angle relative to the sprocket 112. In this case, the variable valve timing driving apparatus realizes advance of the rotation angle of the cam on the camshaft 111 with respect to the sprocket 112 by the co-rotation of the internal mechanism thereof, that is, so-called valve advance opening or closing, which promotes increase of the valve overlap angle, thereby improving the exhaust effect and contributing to improvement of the fuel economy of the low rotation speed operation section of the engine and the torque output of the high torque operation section.
According to the real-time change of the running working condition of the vehicle, the engine ECU can repeat the operation process according to the running requirement of the vehicle to realize the secondary or tertiary timing of the valve, and the timing times are determined by the speed of the vehicle and the width of the wedge-shaped surface on the sliding claw sleeve. When the vehicle is stopped, the engine ECU controls the variable valve timing control apparatus to return to the initial equilibrium position.
The second example is applicable to variable valve timing correspondingly controlled by an engine ECU when the vehicle speed is reduced from high speed to medium high speed, or from medium high speed to medium low speed, or from medium low speed to low speed, or when the torque output is increased instantaneously by the engine when the vehicle speed is reduced gradually.
In the actual running process of the vehicle, the variable valve timing driving device can change the position relationship between the inner and outer indexing claws and the sliding claw sleeves of the sleeve 119 by adjusting the oil quantity and the oil pressure change of the oil in different oil cavities in real time through the engine ECU according to the real-time vehicle speed, the engine rotating speed, the rotating angle of the chain wheel relative to the cam shaft and the like detected by different sensors, and control the cam shaft 111 to rotate in the same direction or in the opposite direction relative to the chain wheel 112, so that the advance or the retard of the cam phase on the intake and exhaust cam shaft 111 is realized, and the corresponding intake valve displacement change timing curve is shown in fig. 14.
Although embodiments of the present invention have been disclosed above, it is not limited to the details and embodiments shown and described, it is well suited to various fields of use for which the invention would be readily apparent to those skilled in the art, and accordingly, the invention is not limited to the specific details and illustrations shown and described herein, without departing from the general concepts defined in the claims and their equivalents.
Claims (10)
1. A variable valve timing drive apparatus, characterized by comprising:
the shell is hollow and cylindrical, and a plurality of protruding outer guide rails are uniformly distributed on the inner wall of the shell along the circumferential direction; one end of the outer guide rail is provided with a wedge-shaped working surface;
the sleeve is hollow and cylindrical and coaxially arranged in the shell, and a plurality of protruding inner guide rails are uniformly distributed on the inner wall of the sleeve along the circumferential direction; one end of the inner guide rail is provided with a wedge-shaped working surface;
the outer indexing claw is sleeved at one end outside the sleeve, an outer guide rail groove matched with the outer guide rail is formed in the outer indexing claw, and a plurality of outer indexing teeth arranged along the circumferential direction are formed in the inner side end face of the outer indexing claw;
the outer sliding claw sleeve is sleeved at the other end outside the sleeve, and is matched with the sleeve through a moving pair; a plurality of outer wedge-shaped sliding pawls which are arranged along the circumferential direction are arranged on the inner side end surface of the outer sliding pawl sleeve; the outer sliding claw sleeve is matched with the slideway on the outer wall of the sleeve through the convex blocks uniformly arranged on the circumference of the inner wall, and can axially slide along the slideway on the outer wall of the sleeve;
a camshaft coaxially disposed within the sleeve;
the inner indexing claw is sleeved between the sleeve and the cam shaft, an inner guide rail groove matched with the inner guide rail is formed in the inner indexing claw, and a plurality of inner indexing teeth arranged along the circumferential direction are formed in the inner side end face of the inner indexing claw;
the inner sliding claw sleeve is sleeved between the sleeve and the cam shaft and is matched with the cam shaft through a moving pair; a plurality of inner wedge-shaped sliding pawls which are arranged along the circumferential direction are arranged on the inner side end surface of the inner sliding pawl sleeve;
the wedge-shaped working surfaces of the outer indexing teeth and the outer guide rail are matched with the outer wedge-shaped sliding pawls, so that the outer indexing pawls reciprocate along the axis for one period, and the outer sliding pawl sleeve can be driven to rotate for a certain angle; the inner indexing teeth and the wedge-shaped working surfaces of the inner guide rail are matched with the inner wedge-shaped sliding pawls, so that the inner indexing pawls reciprocate along the axis for one period, and the inner sliding pawl sleeve can be driven to rotate for a certain angle; the outer sliding claw sleeve and the inner sliding claw sleeve are opposite in rotation direction.
2. The variable valve timing driving apparatus according to claim 1, wherein both ends of the housing are open-ended, and left and right end caps are detachably provided at both left and right ends of the housing, respectively.
3. The variable valve timing driving apparatus according to claim 2, wherein a timing sprocket is fixed to one end of the housing, and the timing sprocket is engaged with a timing chain to rotate the housing by an engine crankshaft.
4. The variable valve timing driving apparatus according to claim 2, wherein a timing pulley is fixed to one end of the housing, and the timing pulley is engaged with a timing belt to rotate the housing by an engine crankshaft.
5. The variable valve timing driving apparatus according to claim 3 or 4, wherein an outer end surface of the outer slide pawl sleeve is provided with an outer coil spring, and an outer end surface of the outer index pawl is connected with the first oil chamber; the sleeve is supported on the cam shaft through a boss of the left end cover and a shaft shoulder on the cam shaft; the left end cover is fixed at the left end of the shell through a bolt structure and is used for supporting and sealing the left end of the sleeve, and the boss inner ring on the left end cover is used for supporting and sealing the left end of the cam shaft through a bearing and sealing ring structure; the outer indexing claw, the left end cover, the outer shell and the outer wall of the sleeve form a sealed annular first oil cavity, wherein a sealing ring is adopted for sealing between the sleeve and the left end of the outer indexing claw and the outer shell.
6. The variable valve timing driving apparatus according to claim 5, wherein an outer end surface of the inner cam sleeve is provided with an inner coil spring, the outer end surface of the inner cam sleeve is connected to the second oil chamber, and the outer end surface of the inner cam is connected to the third oil chamber; at the right end of the cam shaft, a sealed annular second oil cavity is formed by a shaft shoulder of the cam shaft, the inner wall of the sleeve and the inner dividing claw, and a sealing ring is adopted to seal between the right end of the inner dividing claw and the sleeve; at the left end of the cam shaft, a sealed annular third oil cavity is formed by the left end cover, the inner wall of the sleeve and the inner jaw sleeve, and a sealing ring is adopted to seal between the boss and the left end of the inner jaw sleeve and the inner wall of the sleeve.
7. The variable valve timing driving apparatus according to claim 6, wherein a support ring is provided on the camshaft, a retainer ring is provided in the housing, and the support ring cooperates with the retainer ring to enable the camshaft to be supported in the housing.
8. The variable valve timing driving apparatus according to claim 7, characterized in that a gasket is provided on an inner side of the support ring.
9. The variable valve timing driving apparatus according to claim 8, wherein the first oil inlet hole, the second oil inlet hole, and the three oil inlet holes on the camshaft are respectively communicated with the first oil chamber, the second oil chamber, and the third oil chamber.
10. The variable valve timing driving apparatus according to claim 9, wherein the first oil inlet hole communicates with the first oil chamber through a hose, and the second oil inlet hole and the three oil inlet holes communicate with the second oil chamber and the third oil chamber through oil passages provided in a camshaft, respectively.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710788204.XA CN107327328B (en) | 2017-08-30 | 2017-08-30 | Variable valve timing driving mechanism for engine |
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| CN201710788204.XA CN107327328B (en) | 2017-08-30 | 2017-08-30 | Variable valve timing driving mechanism for engine |
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| CN107327328B true CN107327328B (en) | 2023-06-27 |
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| CN107939469B (en) * | 2017-12-29 | 2024-02-13 | 辽宁工业大学 | Continuously variable valve timing driving device and control method |
| CN108869056B (en) * | 2018-07-31 | 2023-12-22 | 辽宁工业大学 | Cylinder deactivation device of variable cylinder engine and control method thereof |
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