CN115263485A - Mechanism for realizing braking in engine cylinder and engine - Google Patents
Mechanism for realizing braking in engine cylinder and engine Download PDFInfo
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- CN115263485A CN115263485A CN202210906628.2A CN202210906628A CN115263485A CN 115263485 A CN115263485 A CN 115263485A CN 202210906628 A CN202210906628 A CN 202210906628A CN 115263485 A CN115263485 A CN 115263485A
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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
- F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
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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)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
The invention discloses a mechanism for realizing in-cylinder braking of an engine and the engine, which mainly solve the problems of low braking efficiency, large mechanical load of a valve mechanism, poor dynamic performance, need of enlarging a valve avoiding pit on a piston and the like in the prior compression release braking technology, and adopt the technical scheme that: the main structure comprises a shell, a valve distribution cam, a hydraulic driving component, a control valve component, a valve driving component and the like, wherein the control valve component is adjusted to enable a bulge of the valve distribution cam to be positioned in a closing period, an oil drainage period or a throttling period of the control valve component, so that an exhaust valve is opened in the early stage of a power stroke at the end of a compression stroke and closed in advance in an exhaust stroke, two times of compression release braking in one working cycle of an engine are realized, secondary air intake is realized by opening an intake valve in the power stroke, the braking power is improved, and the heat load of related components of the engine is reduced.
Description
Technical Field
The invention relates to an engine valve mechanism, in particular to an in-cylinder braking device of an engine hydraulic valve mechanism and an engine.
Background
The basic principle of the in-cylinder braking technology of the engine is that an engine which originally generates power is converted into an air compressor which consumes energy through heat-power conversion, kinetic energy and potential energy of a vehicle are converted into heat energy of a working medium, and the heat energy is released through an engine cooling system and an exhaust system. The compression release type in-cylinder braking technology has the advantages of high braking efficiency, stable braking effect and the like, and is a widely applied technology at present.
The cylinder brake technology of the Jacobs diesel engine is widely applied to medium and heavy commercial vehicles, and the cylinder brake technology is realized by controlling a hydraulic brake piston on an exhaust rocker arm by an electromagnetic valve. When the brake piston works, the auxiliary bulge on the exhaust cam plays a role, and the exhaust valve is controlled to be opened before a compression top dead center according to the molded line of the auxiliary bulge, so that compression release brake is realized. On one hand, in order to realize compression release braking, the gas pressure in the cylinder when the valve is opened is high, the mechanical load of valve mechanisms such as an exhaust rocker arm and the like is greatly improved, the quality of the valve mechanisms is increased, the dynamic performance of a valve mechanism is influenced, and the reliability of the whole diesel engine is reduced in severe cases. On the other hand, in order to prevent the interference between the piston and the valve, the valve avoiding pit needs to be enlarged on the piston, thereby having negative influence on the economic performance and the emission performance of the diesel engine.
Disclosure of Invention
In order to solve the problems of large mechanical load, poor dynamic performance, the need of increasing a valve avoiding pit on a piston and the like of a valve distribution mechanism caused by overhigh pressure in a cylinder during braking, the invention provides a mechanism for realizing in-cylinder braking and an engine, which can ensure that the engine completes two times of compression release type braking in one working cycle, reduce the pressure in the cylinder, improve the braking power and do not need to increase the valve avoiding pit.
The technical scheme adopted by the invention is as follows:
in a first aspect, the invention provides a mechanism for realizing in-cylinder braking, which comprises a shell, a distribution cam, a hydraulic driving part, a control valve part, a valve driving part and a low-pressure system, wherein the shell is provided with a plurality of grooves;
the shell is provided with a first oil duct and a second oil duct;
the distribution cam comprises an exhaust cam, the exhaust cam is provided with a main bulge and an auxiliary bulge, the main bulge is correspondingly arranged in the exhaust stroke of the engine, and the auxiliary bulge is correspondingly arranged in the early stage of the power stroke at the last stage of the compression stroke of the engine;
the hydraulic driving part is arranged in the shell, a hydraulic driving oil cavity of the hydraulic driving part is communicated with the first oil duct, and the hydraulic driving part makes reciprocating linear motion under the action of the air distribution cam;
the valve driving part is arranged in the shell, and a valve driving oil cavity of the valve driving part is communicated with the first oil duct;
the control valve part comprises an exhaust control valve, the exhaust control valve comprises an exhaust control valve core and an exhaust control valve sleeve, and the exhaust control valve is arranged in the shell; the exhaust control valve core is arranged in the exhaust control valve sleeve and synchronously rotates with the gas distribution cam; the exhaust control valve sleeve can rotate and is provided with a radial hole matched with the exhaust cam pair protrusion, and the radial hole of the exhaust control valve sleeve is communicated with the first oil duct; the exhaust control valve core is provided with a radial hole communicated with the second oil duct; when the radial hole of the exhaust control valve sleeve is communicated with the radial hole of the exhaust control valve core, the exhaust control valve is in an oil drainage period, and when the radial hole of the exhaust control valve sleeve is staggered with the radial hole of the exhaust control valve core, the exhaust control valve is in a closing period;
the first oil duct is communicated with the hydraulic driving oil cavity and the valve driving oil cavity, and the second oil duct is communicated with the low-pressure system.
Furthermore, the valve driving part comprises a hydraulic piston and a hydraulic piston sleeve, the valve driving part is installed in the shell, a valve driving oil cavity is arranged between the hydraulic piston and the hydraulic piston sleeve, the hydraulic piston overcomes the valve spring force to drive the valve to open under the action of hydraulic oil pressure, and the valve driving oil cavity is communicated with the first oil duct.
Furthermore, the hydraulic driving part comprises a hydraulic tappet, a tappet sleeve and a tappet spring, the hydraulic driving part is installed in the shell, a hydraulic driving oil cavity is arranged between the hydraulic tappet and the tappet sleeve, the hydraulic tappet makes reciprocating linear motion under the action of the air distribution cam, and the hydraulic driving oil cavity is communicated with the first oil duct.
Further, the hydraulic tappet is a plane hydraulic tappet or a roller hydraulic tappet; the distribution cam directly drives the hydraulic tappet; or the distribution cam drives the hydraulic tappet to move through the roller rocker arm assembly or the tappet and push rod assembly.
Furthermore, a radial throttling hole matched with the main bulge of the exhaust cam is formed in the exhaust control valve sleeve, and the radial throttling hole of the exhaust control valve sleeve is communicated with the first oil channel; the exhaust control valve is in the throttling phase when the radial orifice of the exhaust control valve sleeve is communicated with the radial hole of the exhaust control valve core.
Furthermore, the distribution cam also comprises an air inlet cam, the air inlet cam is provided with an air inlet cam pair bulge, and the air inlet cam pair bulge is correspondingly arranged on the power stroke of the engine.
Furthermore, the control valve component also comprises an air inlet control valve, the air inlet control valve comprises an air inlet control valve core and an air inlet control valve sleeve, and the air inlet control valve is arranged in the shell; the air inlet control valve core is arranged in the air inlet control valve sleeve and synchronously rotates with the air distribution cam; the air inlet control valve sleeve can rotate and is provided with a radial hole matched with the bulge of the air inlet cam pair, and the radial hole of the air inlet control valve sleeve is communicated with the first oil duct; the air inlet control valve core is provided with a radial hole communicated with the second oil duct; when the radial hole of the air inlet control valve sleeve is communicated with the radial hole of the air inlet control valve core, the air inlet control valve is in an oil drainage period, and when the radial hole of the air inlet control valve sleeve is staggered with the radial hole of the air inlet control valve core, the air inlet control valve is in a closing period.
Furthermore, a one-way valve is arranged in the shell, an inlet of the one-way valve is communicated with the second oil duct, and an outlet of the one-way valve is communicated with the first oil duct.
Further, the low pressure system includes an accumulator mounted within the housing and in communication with the second oil passage.
In a second aspect, the invention further provides an engine, and the mechanism for realizing in-cylinder braking provided by the invention is arranged on the engine and comprises a shell, a valve actuating cam, a hydraulic driving part, a control valve part, a valve driving part and a low-pressure system. When the engine works, the engine crankshaft drives the distribution cam to rotate.
When the engine is in the working mode, the exhaust cam main bulge matched with the exhaust control valve sleeve is in the closing period of the exhaust control valve by adjusting the position of the exhaust control valve sleeve, and the exhaust cam auxiliary bulge is in the oil drainage period of the exhaust control valve. Along with the rotation of the exhaust cam, if the main bulge of the exhaust cam is located at the working position, the main bulge of the exhaust cam drives the hydraulic tappet to ascend, and because the position of the exhaust control valve corresponding to the main bulge of the exhaust cam is located at the closing stage, the hydraulic tappet compresses hydraulic oil in the hydraulic driving oil cavity to enter the valve driving oil cavity through the first oil passage, the hydraulic piston is pushed to overcome the valve spring force to open the exhaust valve, and the exhaust valve is opened at the exhaust stroke. If the exhaust cam auxiliary bulge is located at the working position, the exhaust cam auxiliary bulge drives the hydraulic tappet to ascend, and the exhaust control valve position corresponding to the exhaust cam auxiliary bulge is located at the oil drainage period, so that hydraulic oil in the first oil channel sequentially flows into the second oil channel through the exhaust control valve sleeve radial hole and the exhaust control valve core radial hole, and the exhaust valve cannot be opened at the early stage of the power stroke at the last stage of the compression stroke. At the moment, the engine realizes normal work according to the working modes of air intake, compression, work application and air exhaust.
When the engine is in the in-cylinder braking mode, the exhaust control valve sleeve is adjusted to enable the matched exhaust cam main bulge and auxiliary bulge to be in the closing period of the exhaust control valve. And if the exhaust cam main bulge is located at the working position along with the rotation of the exhaust cam, the exhaust cam main bulge drives the hydraulic tappet to ascend, and the exhaust valve is opened in the exhaust stroke because the exhaust control valve position corresponding to the exhaust cam main bulge is located at the closing period. If the exhaust cam auxiliary bulge is located at the working position, the exhaust cam auxiliary bulge drives the hydraulic tappet to ascend, and because the exhaust control valve corresponding to the exhaust cam auxiliary bulge is located at the closing period, the hydraulic tappet compresses hydraulic oil in the hydraulic driving oil cavity to enter the valve driving oil cavity through the first oil duct, the hydraulic piston is pushed to overcome the valve spring force to open the exhaust valve, the exhaust valve is opened at the early stage of the power stroke at the last stage of the compression stroke, and high-pressure gas in the cylinder is quickly released into the exhaust passage. At this time, the engine realizes compression release braking according to the working modes of air intake, compression, release, exhaust backflow and exhaust.
If the radial throttling hole matched with the main bulge of the exhaust cam is arranged on the exhaust control valve sleeve, when the engine is in an in-cylinder braking mode, the position of the exhaust control valve sleeve is adjusted, so that the matched main bulge of the exhaust cam is in the throttling period of the exhaust control valve, and the auxiliary bulge of the exhaust cam is in the closing period of the exhaust control valve. Along with the rotation of the exhaust cam, if the main bulge of the exhaust cam is located at the working position, the main bulge of the exhaust cam drives the hydraulic tappet to ascend, the hydraulic tappet compresses hydraulic oil in the hydraulic driving oil cavity to enter the valve driving oil cavity through the first oil duct, and the hydraulic piston is pushed to overcome the force of the valve spring to open the exhaust valve; meanwhile, as the position of the exhaust control valve corresponding to the main bulge of the exhaust cam is in the throttling period, part of hydraulic oil in the first oil passage flows into the second oil passage through the radial throttling hole of the exhaust control valve sleeve and the radial hole of the exhaust control valve core, so that the lift of the exhaust valve is reduced and the exhaust valve is closed in advance. The gas in the cylinder is compressed again at the end of the exhaust stroke because the exhaust valve is closed early, the intake valve is opened when the piston approaches the top dead center, and the high-pressure gas in the cylinder is released into the air inlet passage rapidly at the air inlet top dead center. Obviously, the braking mode not only realizes one compression release braking near the compression top dead center, but also realizes one compression release braking near the air inlet top dead center, thereby realizing a two-stroke braking mode for completing two compression releases in one working cycle.
The mechanism for realizing in-cylinder braking further comprises an air inlet cam and an air inlet control valve. The air inlet cam is provided with an auxiliary bulge, and the auxiliary bulge of the air inlet cam is correspondingly arranged on the power stroke of the engine; and the air inlet control valve sleeve is provided with a radial hole matched with the auxiliary bulge of the air inlet cam. When the engine is in the in-cylinder braking mode, the matched air inlet cam pair protrusion is in the closing period of the air inlet control valve by adjusting the position of the air inlet control valve sleeve. The auxiliary bulge of the air inlet cam drives the hydraulic tappet to rise, and because the position of the air inlet control valve corresponding to the auxiliary bulge of the air inlet cam is in the closing period, the hydraulic tappet compresses hydraulic oil in the hydraulic driving oil cavity to enter the valve driving oil cavity through the first oil duct, the hydraulic piston is pushed to overcome the force of the valve spring to open the air inlet valve, and the air inlet valve is opened in the power stroke. By the mode, the fresh charge with lower temperature entering the cylinder can reduce the heat load of key parts such as an engine fuel injector and the like, simultaneously ensure the sufficient gas amount in the cylinder in the second compression and release process and improve the braking power.
If the valve mechanism is of an overhead camshaft structure, the distribution cam can directly drive the plane hydraulic tappet or the roller hydraulic tappet to reciprocate, and can also drive the hydraulic tappet to move through the rocker arm roller assembly; if the valve mechanism is of a lower camshaft structure, the cam can drive the hydraulic tappet to move through the tappet and push rod assembly.
When the main bulge or the auxiliary bulge of the air distribution cam is positioned at the descending section, the hydraulic tappet falls back under the action of the tappet spring, if the pressure of the hydraulic oil in the first oil duct is reduced to be lower than that of the hydraulic oil in the second oil duct, the check valve is opened, the second oil duct replenishes the hydraulic oil to the first oil duct through the check valve, and the hydraulic oil is guaranteed to be filled in the first oil duct all the time.
When the high-pressure hydraulic oil of the first oil duct discharges oil to the second oil duct through the control valve component, the oil pressure in the second oil duct fluctuates, the energy accumulator is arranged in the low-pressure system to store and release hydraulic pressure energy, the fluctuation of the hydraulic pressure can be reduced, and the pressure stability in the second oil duct and the low-pressure system is ensured. The hydraulic oil of the low-pressure system is supplied by the engine lubrication system, and the low-pressure system can store the hydraulic oil and supply sufficient and stable hydraulic oil to the second oil passage.
The beneficial effects of the invention are:
(1) The invention can realize two times of compression release braking in one working cycle of the engine in the in-cylinder braking mode, and realizes secondary air intake by opening the intake valve for the second time, thereby improving the braking power and reducing the heat load of relevant parts of the engine.
(2) The invention can reduce the maximum pressure of gas in the cylinder, reduce the load borne by the valve component and the valve transmission piece and improve the reliability of the mechanism and the engine by distributing the braking power under the condition of keeping the braking power unchanged.
(3) The mechanism for realizing in-cylinder braking provided by the invention can realize stable and rapid switching between the engine working mode and the in-cylinder braking mode.
(4) The valve pit is not required to be deepened, and the ignition state performance and the emission performance of the engine are improved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention.
FIG. 1 is a schematic view of a mechanism for realizing in-cylinder one-time compression release braking in embodiment 1;
FIG. 2 is a schematic view showing a valve lift in a power mode of the engine in embodiment 1;
FIG. 3 is a schematic diagram showing the valve lift when the engine of embodiment 1 implements in-cylinder compression release braking;
FIG. 4 is a schematic view of the check valve in embodiment 1;
FIG. 5 is a schematic view of the accumulator structure in embodiment 1;
FIG. 6 is a schematic diagram of the movement of the valve actuating cam driving the hydraulic tappet through the roller rocker arm assembly in embodiment 1;
FIG. 7 is a schematic diagram of the valve actuating cam driving a hydraulic tappet through a tappet and push rod assembly in embodiment 1;
FIG. 8 is a schematic view of a mechanism for realizing two compression-release brakes in a cylinder in embodiment 2;
fig. 9 is a schematic view of an intake cam in embodiment 2;
FIG. 10 is a schematic view of a control valve part in embodiment 2;
FIG. 11 is a schematic diagram showing the valve lift when the engine of embodiment 2 implements two compression-release brakes in the cylinder.
Reference numerals:
1. 1-1 exhaust cam, 1-2 exhaust cam main lobe, 1-2 exhaust cam auxiliary lobe,
2. a hydraulic drive part 2-1, a tappet spring 2-2, a hydraulic tappet 2-3, a tappet sleeve 2-4, a hydraulic drive oil cavity 3, a control valve part,
3-1, an exhaust control valve, 3-11, an exhaust control valve sleeve, 3-11a, an exhaust control valve sleeve radial hole, 3-11b, an exhaust control valve sleeve radial orifice, 3-12, an exhaust control valve core, 3-12a, an exhaust control valve core radial hole,
3-2, an air inlet control valve 3-21, an air inlet control valve sleeve 3-21a, an air inlet control valve sleeve radial hole 3-22, an air inlet control valve core 3-22a and an air inlet control valve core radial hole,
3-3, controlling the valve core,
4. a valve driving component 4-1, a hydraulic piston 4-2, a hydraulic piston sleeve 4-3 and a valve driving oil cavity,
5. an exhaust valve 6, a shell 6-1, a first oil channel 6-2, a second oil channel,
7. 7-1 parts of one-way valve, 7-2 parts of one-way valve spring, 7-3 parts of one-way valve plug screw and 7-3 parts of steel ball,
8. an air inlet cam 8-1, an air inlet cam main bulge 8-2 and an air inlet cam auxiliary bulge,
9. an energy accumulator 9-1, an energy accumulator piston 9-2, an energy accumulator spring,
10. roller rocker arm assembly, 11, "tappet + push rod" assembly.
Detailed Description
In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments.
Example 1:
the mechanism for realizing one-time compression release braking in the cylinder can realize switching between an engine working mode and a compression release braking mode.
As shown in fig. 1, the present embodiment includes a housing 6, an exhaust cam 1, a hydraulic drive component 2, a valve drive component 4, an exhaust control valve 3-1, and a low-pressure system.
The housing 6 is provided with a first oil passage 6-1 and a second oil passage 6-2.
The exhaust cam 1 is provided with a main bulge 1-1 and an auxiliary bulge 1-2, the main bulge 1-1 is correspondingly arranged on the exhaust stroke of the engine, and the auxiliary bulge 1-2 is correspondingly arranged at the early stage of the power stroke at the last stage of the compression stroke of the engine.
The hydraulic driving component 2 comprises a hydraulic tappet 2-2, a tappet sleeve 2-3 and a tappet spring 2-1, the hydraulic driving component 2 is installed on the shell 6, a hydraulic driving oil cavity 2-4 is arranged between the hydraulic tappet 2-2 and the tappet sleeve 2-3, the hydraulic tappet 2-2 makes reciprocating linear motion under the action of the air distribution cam, and the hydraulic driving oil cavity 2-4 is communicated with the first oil duct 6-1.
The valve driving part 4 comprises a hydraulic piston 4-1 and a hydraulic piston sleeve 4-2, the valve driving part 4 is installed on the shell 6, a valve driving oil cavity 4-3 is arranged between the hydraulic piston 4-1 and the hydraulic piston sleeve 4-2, the hydraulic piston 4-1 overcomes the valve spring force to drive the valve to open under the action of hydraulic oil pressure, and the valve driving oil cavity 4-3 is communicated with the first oil duct 6-1.
The exhaust control valve 3-1 comprises an exhaust control valve core 3-12 and an exhaust control valve sleeve 3-11, and the exhaust control valve 3-1 is arranged in the shell 6; the exhaust control valve core 3-12 is arranged in the exhaust control valve sleeve 3-11 and rotates synchronously with the exhaust cam 1, and the exhaust control valve sleeve 3-11 can rotate; the exhaust control valve sleeve 3-11 is provided with an exhaust control valve sleeve radial hole 3-11a matched with the exhaust cam auxiliary bulge 1-2, and the exhaust control valve sleeve radial hole 3-11a is communicated with the first oil duct 6-1; the exhaust control valve core 3-12 is provided with an exhaust control valve core radial hole 3-12a communicated with the second oil duct 6-2.
When the radial hole 3-11a of the exhaust control valve sleeve is communicated with the radial hole 3-12a of the exhaust control valve core, the exhaust control valve 3-1 is in an oil drainage period, and when the radial hole 3-11b of the exhaust control valve sleeve is staggered with the radial hole 3-12a of the exhaust control valve core, the exhaust control valve 3-1 is in a closing period.
The first oil duct 6-1 is communicated with the hydraulic driving oil cavity 2-4 and the valve driving oil cavity 4-3, and the second oil duct 6-2 is communicated with a low-pressure system. The mechanism for realizing in-cylinder braking provided by the embodiment is installed on the engine, and the second oil passage 6-2 and the hydraulic oil in the low-pressure system are supplied by the engine lubrication system.
When the engine works, the engine crankshaft drives the distribution cam to rotate, the motion rule of the exhaust valve 5 can be controlled by adjusting the positions of the exhaust control valve sleeves 3-11, and the switching between the engine working mode and the in-cylinder braking mode is realized.
(1) When the engine is in a working mode, the position of the exhaust control valve sleeve 3-11 is adjusted, so that the exhaust cam main boss 1-1 matched with the exhaust control valve sleeve is positioned in the closing period of the exhaust control valve 3-1, and the exhaust cam auxiliary boss 1-2 is positioned in the oil drainage period of the exhaust control valve 3-1.
With the rotation of the exhaust cam 1, if the exhaust cam main bulge 1-1 is located at a working position, the exhaust cam main bulge 1-1 drives the hydraulic tappet 2-2 to ascend, and as the exhaust control valve 3-1 corresponding to the exhaust cam main bulge 1-1 is located at a closing period, the hydraulic tappet 2-2 compresses hydraulic oil in the hydraulic drive oil cavity 2-4 to enter the valve drive oil cavity 4-3 through the first oil duct 6-1, so that the hydraulic piston 4-1 is pushed to overcome the valve spring force to open the exhaust valve 5, and the exhaust valve 5 is opened in an exhaust stroke.
If the exhaust cam auxiliary bulge 1-2 is located at the working position, the exhaust cam auxiliary bulge 1-2 drives the hydraulic tappet 2-2 to ascend, because the exhaust control valve 3-1 corresponding to the exhaust cam auxiliary bulge 1-2 is located at the oil drainage period, hydraulic oil in the first oil passage 6-1 sequentially flows into the second oil passage 6-2 through the exhaust control valve sleeve radial hole 3-11a and the exhaust control valve core radial hole 3-12a, and the exhaust valve 5 cannot be opened at the early stage of the power stroke at the final stage of the compression stroke. At this time, the engine realizes normal work according to the working modes of air intake, compression, work and air exhaust, and fig. 2 is a schematic diagram of a valve lift curve in the work mode of the engine.
(2) When the engine is in an in-cylinder braking mode, the exhaust control valve sleeve 3-11 is adjusted in position, so that the exhaust cam main boss 1-1 and the exhaust cam auxiliary boss 1-2 which are matched with the exhaust control valve sleeve are in the closing period of the exhaust control valve 3-1.
As the exhaust cam 1 rotates, if the exhaust cam main lobe 1-1 is in the working position, the exhaust cam main lobe 1-1 drives the hydraulic tappet 2-2 to ascend, and the exhaust valve 5 is opened in the exhaust stroke because the exhaust control valve 3-1 corresponding to the exhaust cam main lobe 1-1 is in the closing period.
If the exhaust cam auxiliary bulge 1-2 is located at the working position, the exhaust cam auxiliary bulge 1-2 drives the hydraulic tappet 2-2 to ascend, and since the exhaust control valve 3-1 corresponding to the exhaust cam auxiliary bulge 1-2 is located at the closing stage, the hydraulic tappet 2-2 compresses hydraulic oil in the hydraulic drive oil cavity 2-4 to enter the valve drive oil cavity 4-3 through the first oil duct 6-1 to push the hydraulic piston 4-1 to overcome the valve spring force to open the exhaust valve 5, the exhaust valve 5 is opened at the early stage of the power stroke at the last stage of the compression stroke, and high-pressure gas in the cylinder is quickly released into the exhaust duct.
At this time, the engine realizes compression release braking according to the working modes of air intake, compression, release, exhaust backflow and exhaust, and as shown in fig. 3, the valve lift curve diagram when the engine realizes in-cylinder once compression release braking is shown.
Fig. 4 is a schematic structural view of a check valve 7 in accordance with the present invention, the check valve 7 is disposed in a housing 6, and a check valve spring 7-1 presses a steel ball 7-3 and is fixed by a check valve screw plug 7-2. An inlet of the check valve 7 is communicated with the second oil duct 6-2, and an outlet of the check valve 7 is communicated with the first oil duct 6-1. When the main bulge or the auxiliary bulge of the air distribution cam is positioned at a descending section, the hydraulic tappet 2-2 falls back under the action of the tappet spring 2-1, if the pressure of hydraulic oil in the first oil duct 6-1 is reduced to be lower than that of the hydraulic oil in the second oil duct 6-2, the hydraulic oil in the second oil duct 6-2 pushes the steel ball 7-3 to move so as to open the one-way valve 7, and the second oil duct 6-2 supplements the hydraulic oil to the first oil duct 6-1 through the one-way valve 7; when the pressure of the hydraulic oil in the first oil passage 6-1 is not lower than that of the hydraulic oil in the second oil passage 6-2, the one-way valve spring 7-1 pushes the steel ball 7-3 to move so as to close the one-way valve 7.
Fig. 5 is a schematic view of a preferred accumulator 9 according to the present invention, the accumulator 9 being arranged in the housing 6. When the high-pressure hydraulic oil in the first oil duct 6-1 is drained to the second oil duct 6-2 through the control valve component 3, the oil pressure in the second oil duct 6-2 fluctuates, and when the instantaneous pressure in the second oil duct 6-2 increases, the hydraulic oil pushes the energy accumulator piston 9-1 to move and compresses the energy accumulator spring 9-2 to store pressure energy, so that the pressure in the second oil duct 6-2 is reduced; when the instantaneous pressure in the second oil passage 6-2 is reduced, the accumulator spring 9-2 pushes the accumulator piston 9-1 to move, so that the pressure in the second oil passage 6-2 is increased. The energy accumulator 9 is arranged in the low-pressure system to store and release hydraulic pressure energy, so that the pressure stability of the second oil duct 6-2 and the low-pressure system is ensured, and meanwhile, the second oil duct 6-2 can supplement stable hydraulic oil to the first oil duct 6-1 through the one-way valve 7.
If the valve mechanism is an overhead camshaft structure, the exhaust cam 1 can directly drive the hydraulic tappet 2-2 to reciprocate, and can also drive the hydraulic tappet 2-2 to move through a rocker roller assembly 10 shown in fig. 6; if the valve train is of a downward camshaft configuration, the exhaust cam 1 can drive the hydraulic tappet 2-2 to move by means of a tappet + tappet assembly 11 as shown in fig. 7.
Example 2:
the embodiment provides a mechanism for realizing two times of compression release braking in a cylinder, and can realize switching between an engine working mode and a two-stroke braking mode.
As shown in fig. 8, the present embodiment is different from embodiment 1 mainly in the following three points:
(1) The radial throttling hole 3-11b of the exhaust control valve sleeve is matched with the main bulge 1-1 of the exhaust cam, and the radial throttling hole 3-11b of the exhaust control valve sleeve is communicated with the first oil channel 6-1; the vent control valve 3-1 is in the throttling phase when the vent control valve sleeve radial orifice 3-11b is in communication with the vent control valve spool radial orifice 3-12 a.
(2) The intake cam 8 drives the intake valve to move through the hydraulic drive part 2 and the valve drive part 4, in accordance with the principle that the exhaust cam 1 drives the exhaust valve 5 to move. As shown in FIG. 9, the intake cam 8 is provided with an auxiliary protrusion, the intake cam main protrusion 8-1 is correspondingly arranged on the intake stroke of the engine, and the intake cam auxiliary protrusion 8-2 is correspondingly arranged on the power stroke of the engine.
The motion rule of an air inlet valve is controlled through an air inlet control valve 3-2, the air inlet control valve 3-2 comprises an air inlet control valve core 3-22 and an air inlet control valve sleeve 3-21, and the air inlet control valve 3-2 is arranged in a shell 6; the air inlet control valve core 3-22 is arranged in the air inlet control valve sleeve 3-21 and rotates synchronously with the air inlet cam 8; the air inlet control valve sleeve 3-21 can rotate and is provided with an air inlet control valve sleeve radial hole 3-21a matched with the air inlet cam pair protrusion 8-2, and the air inlet control valve sleeve radial hole 3-21a is communicated with the first oil duct 6-1; the air inlet control valve core 3-22 is provided with an air inlet control valve core radial hole 3-22a communicated with the second oil duct 6-2. When the radial hole 3-21a of the air inlet control valve sleeve is communicated with the radial hole 3-22a of the air inlet control valve core, the air inlet control valve 3-2 is in an oil drainage period, and when the radial hole 3-21a of the air inlet control valve sleeve is staggered with the radial hole 3-22a of the air inlet control valve core, the air inlet control valve 3-2 is in a closing period.
(3) As shown in fig. 10, the exhaust control valve core 3-12 and the intake control valve core 3-22 are combined into a control valve core 3-3, the control valve core 3-3 and the air distribution camshaft rotate synchronously, and the exhaust cam 1 and the intake cam 8 are arranged on the same air distribution camshaft.
The working process of the engine in the embodiment to realize two times of compression release braking in the cylinder is described as follows:
when the engine is in an in-cylinder braking mode, the position of the exhaust control valve sleeve 3-11 is adjusted, so that the matched exhaust cam main bulge 1-1 is in the throttling period of the exhaust control valve 3-1, and the exhaust cam auxiliary bulge 1-2 is in the closing period of the exhaust control valve 3-1.
With the rotation of the exhaust cam 1, if the main exhaust cam protrusion 1-1 is located at a working position, the main exhaust cam protrusion 1-1 drives the hydraulic tappet 2-2 to ascend, the hydraulic tappet 2-2 compresses hydraulic oil in the hydraulic driving oil cavity 2-4 to enter the valve driving oil cavity 4-3 through the first oil channel 6-1, and the hydraulic piston 4-1 is pushed to overcome the force of a valve spring to open the exhaust valve 5; meanwhile, as the exhaust control valve 3-1 corresponding to the exhaust cam main bulge 1-1 is in the throttling period, part of hydraulic oil in the first oil passage 6-1 flows into the second oil passage 6-2 through the radial throttling hole 3-11b of the exhaust control valve sleeve and the radial hole 3-12a of the exhaust control valve core, so that the lift of the exhaust valve 5 is reduced and the exhaust valve 5 is closed in advance.
If the exhaust cam auxiliary bulge 1-2 is located at the working position, the exhaust cam auxiliary bulge 1-2 drives the hydraulic tappet 2-2 to ascend, and since the exhaust control valve 3-1 corresponding to the exhaust cam auxiliary bulge 1-2 is located at the closing stage, the hydraulic tappet 2-2 compresses hydraulic oil in the hydraulic drive oil cavity 2-4 to enter the valve drive oil cavity 4-3 through the first oil duct 6-1 to push the hydraulic piston 4-1 to overcome the valve spring force to open the exhaust valve 5, the exhaust valve 5 is opened at the early stage of the power stroke at the last stage of the compression stroke, and high-pressure gas in the cylinder is quickly released into the exhaust duct.
Since the exhaust valve 5 is closed early, the cylinder interior gas is compressed again at the end of the exhaust stroke, the intake valve is opened when the piston approaches the top dead center, and the cylinder interior high-pressure gas is released into the intake passage quickly at the intake top dead center. Obviously, the braking mode not only realizes one compression release braking near the compression top dead center, but also realizes one compression release braking near the air inlet top dead center, thereby realizing a two-stroke braking mode for completing two compression releases in one working cycle, and referring to an exhaust valve lift curve of an engine for realizing two compression release braking in a cylinder shown in fig. 11.
Meanwhile, the position of the air inlet control valve sleeve 3-21 is adjusted, so that the matched air inlet cam pair bulge 8-2 is in the closing period of the air inlet control valve 3-21. The air inlet cam pair bulge 8-2 drives the hydraulic tappet 2-2 to ascend, and as the position of the air inlet control valve 3-2 corresponding to the air inlet cam pair bulge 8-2 is in a closing period, the hydraulic tappet 2-2 compresses hydraulic oil in the hydraulic driving oil cavity 2-4 to enter the valve driving oil cavity 4-3 through the first oil duct 6-1 to push the hydraulic piston 4-1 to overcome the force of the valve spring to open the air inlet valve, and the air inlet valve is opened in a power stroke. By the mode, the fresh charge with lower temperature entering the cylinder can reduce the heat load of key parts such as an engine fuel injector and the like, simultaneously ensure that the gas amount in the cylinder is sufficient in the second compression release process, and improve the braking power, and refer to the lift curve of the intake valve of the engine shown in fig. 11 for realizing the two-time compression release braking in the cylinder.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A mechanism for realizing in-cylinder braking of an engine is characterized in that: the valve actuating device comprises a shell, an air distribution cam, a hydraulic driving part, a control valve part, a valve driving part and a low-pressure system;
the shell is provided with a first oil duct and a second oil duct;
the distribution cam comprises an exhaust cam, the exhaust cam is provided with a main bulge and an auxiliary bulge, the main bulge is correspondingly arranged in the exhaust stroke of the engine, and the auxiliary bulge is correspondingly arranged in the early stage of the power stroke at the last stage of the compression stroke of the engine;
the hydraulic driving part is arranged in the shell, a hydraulic driving oil cavity of the hydraulic driving part is communicated with the first oil duct, and the hydraulic driving part makes reciprocating linear motion under the action of the air distribution cam;
the valve driving part is arranged in the shell, and a valve driving oil cavity of the valve driving part is communicated with the first oil duct;
the control valve component comprises an exhaust control valve, the exhaust control valve comprises an exhaust control valve core and an exhaust control valve sleeve, and the exhaust control valve is arranged in the shell; the exhaust control valve core is arranged in the exhaust control valve sleeve and synchronously rotates with the gas distribution cam; the exhaust control valve sleeve can rotate and is provided with a radial hole matched with the exhaust cam pair protrusion, and the radial hole of the exhaust control valve sleeve is communicated with the first oil duct; the exhaust control valve core is provided with a radial hole communicated with the second oil duct; when the radial hole of the exhaust control valve sleeve is communicated with the radial hole of the exhaust control valve core, the exhaust control valve is in an oil drainage period, and when the radial hole of the exhaust control valve sleeve is staggered with the radial hole of the exhaust control valve core, the exhaust control valve is in a closing period;
the first oil duct is communicated with the hydraulic driving oil cavity and the valve driving oil cavity, and the second oil duct is communicated with the low-pressure system.
2. The mechanism for achieving in-cylinder braking of an engine according to claim 1, wherein: the valve driving component comprises a hydraulic piston and a hydraulic piston sleeve, the valve driving component is installed in the shell, a valve driving oil cavity is arranged between the hydraulic piston and the hydraulic piston sleeve, the hydraulic piston overcomes the valve spring force to drive the valve to open under the action of hydraulic oil pressure, and the valve driving oil cavity is communicated with the first oil duct.
3. The mechanism for achieving in-cylinder braking of an engine as set forth in claim 1, wherein: the hydraulic driving component comprises a hydraulic tappet, a tappet sleeve and a tappet spring, the hydraulic driving component is installed in the shell, a hydraulic driving oil cavity is arranged between the hydraulic tappet and the tappet sleeve, the hydraulic tappet makes reciprocating linear motion under the action of the gas distribution cam, and the hydraulic driving oil cavity is communicated with the first oil duct.
4. The mechanism of achieving in-cylinder engine braking according to claim 3, characterized in that: the hydraulic tappet is a plane hydraulic tappet or a roller hydraulic tappet; the air distribution cam directly drives the hydraulic tappet; or the distribution cam drives the hydraulic tappet to move through the roller rocker arm assembly or the tappet and push rod assembly.
5. The mechanism for achieving in-cylinder braking of an engine as set forth in claim 1, wherein: the exhaust control valve sleeve is provided with a radial throttling hole matched with the main bulge of the exhaust cam, and the radial throttling hole of the exhaust control valve sleeve is communicated with the first oil duct; the exhaust control valve is in the throttling phase when the radial orifice of the exhaust control valve sleeve is communicated with the radial hole of the exhaust control valve core.
6. The mechanism for achieving in-cylinder braking of an engine as set forth in claim 1, wherein: the distribution cam also comprises an air inlet cam, wherein the air inlet cam is provided with an air inlet cam pair bulge, and the air inlet cam pair bulge is correspondingly arranged on the power stroke of the engine.
7. The mechanism for achieving in-cylinder braking of an engine according to claim 6, wherein: the control valve part also comprises an air inlet control valve, the air inlet control valve comprises an air inlet control valve core and an air inlet control valve sleeve, and the air inlet control valve is arranged in the shell; the air inlet control valve core is arranged in the air inlet control valve sleeve and synchronously rotates with the air distribution cam; the air inlet control valve sleeve can rotate and is provided with a radial hole matched with the bulge of the air inlet cam pair, and the radial hole of the air inlet control valve sleeve is communicated with the first oil duct; the air inlet control valve core is provided with a radial hole communicated with the second oil duct; when the radial hole of the air inlet control valve sleeve is communicated with the radial hole of the air inlet control valve core, the air inlet control valve is in an oil drainage period, and when the radial hole of the air inlet control valve sleeve is staggered with the radial hole of the air inlet control valve core, the air inlet control valve is in a closing period.
8. The mechanism of achieving in-cylinder engine braking according to claim 1, characterized in that: a one-way valve is further arranged in the shell, an inlet of the one-way valve is communicated with the second oil duct, and an outlet of the one-way valve is communicated with the first oil duct.
9. The mechanism for achieving in-cylinder engine braking according to claim 1, wherein: the low pressure system includes an accumulator that is mounted in the housing and is in communication with the second oil passage.
10. An engine comprising a mechanism for effecting in-cylinder braking of the engine as claimed in any one of claims 1 to 9.
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| CN202210906628.2A CN115263485B (en) | 2022-07-29 | 2022-07-29 | Mechanism for realizing braking in engine cylinder and engine |
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| CN202210906628.2A CN115263485B (en) | 2022-07-29 | 2022-07-29 | Mechanism for realizing braking in engine cylinder and engine |
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| WO2023102346A1 (en) * | 2021-12-02 | 2023-06-08 | Cummins Inc. | Engine braking with fuel injection for internal combustion engines |
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| CN115263485B (en) | 2023-05-23 |
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