CN220687422U - Valve mechanism of horizontally opposed engine and engine - Google Patents
Valve mechanism of horizontally opposed engine and engine Download PDFInfo
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- CN220687422U CN220687422U CN202322382069.2U CN202322382069U CN220687422U CN 220687422 U CN220687422 U CN 220687422U CN 202322382069 U CN202322382069 U CN 202322382069U CN 220687422 U CN220687422 U CN 220687422U
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- 230000000712 assembly Effects 0.000 claims abstract description 19
- 238000000429 assembly Methods 0.000 claims abstract description 19
- 239000007789 gas Substances 0.000 description 7
- 238000002485 combustion reaction Methods 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 239000002912 waste gas Substances 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
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Abstract
The utility model discloses a valve actuating mechanism of a horizontally opposed engine and the engine, wherein at least 1 cylinder is oppositely arranged on two sides of a single cam shaft of the engine, each two oppositely arranged cylinders are a group of cylinder groups, an intake valve and an exhaust valve corresponding to the cylinders are both connected with a driving assembly, the driving assembly comprises an intake driving assembly connected with the intake valve and an exhaust driving assembly connected with the exhaust valve, cams of the cam shaft comprise an intake cam and an exhaust cam which are matched with each other, the intake driving assemblies of the two cylinders of the same group are both connected with the same intake cam, the exhaust driving assemblies of the two cylinders of the same group are both connected with the same exhaust cam, the number of half cams can be reduced, the length of the cam shaft can be effectively reduced, the length, the volume and the weight of the engine can be further reduced, the weight of the engine can be reduced, the engine is light and compact, and the mechanical structure of the engine is obviously simplified to reduce mechanical friction and noise.
Description
Technical Field
The utility model relates to the technical field of engines, in particular to a valve mechanism of a horizontally opposed engine and the engine.
Background
The valve mechanism of the engine opens and closes the inlet and outlet valves of each cylinder at regular time according to the requirements of the working cycle and the ignition sequence carried out in each cylinder of the engine, so that fresh air can enter the cylinder in time, waste gas can be discharged out of the cylinder in time, and the sealing of the combustion chamber is ensured in compression and acting strokes.
In a conventional in-line engine or V-type engine, a cam on a cam shaft is only matched with one tappet to move, and one rotation of the cam only pushes one tappet to lift and fall back, so that the opening and closing of one intake valve or one exhaust valve are completed.
Therefore, the more the cylinders of the traditional engine are, the number of corresponding intake valves and exhaust valves is increased, and the number of cams on the cam shaft is increased, so that the length of the cam shaft is required to be lengthened, the length, the volume and the weight of the engine are obviously increased, and the weight and the compactness of the engine are not facilitated.
Disclosure of Invention
In order to solve the above problems, the present utility model provides a valve train of a horizontally opposed engine and an engine, which effectively reduce the number of cams, so as to reduce the length, volume and weight of the engine, thereby facilitating the weight reduction and compactness of the engine.
In order to achieve the above purpose, the technical scheme provided by the utility model is as follows:
the utility model provides a valve actuating mechanism of a horizontally opposed engine, wherein at least 1 cylinder is oppositely arranged on two sides of a single cam shaft of the engine, each two oppositely arranged cylinders are a group of cylinder groups, an intake valve and an exhaust valve corresponding to each cylinder are connected with a driving assembly, each driving assembly comprises an intake driving assembly connected with the intake valve and an exhaust driving assembly connected with the exhaust valve, cams of the cam shaft comprise an intake cam and an exhaust cam which are matched with each other, the intake driving assemblies of two cylinders of the same group of cylinders are connected with the same intake cam, and the exhaust driving assemblies of two cylinders of the same group of cylinders are connected with the same exhaust cam.
Further, when the number of the cylinder groups is at least two, on a projection plane perpendicular to the axial direction of the camshaft, the phase intervals between the plurality of intake cams are equally divided by the number of the cylinders, and the phase intervals between the plurality of exhaust cams are equally divided by the number of the cylinders.
Further, the number of the cylinder groups is two, the number of the air inlet driving assemblies and the number of the exhaust driving assemblies are 4, the number of the air inlet cams and the number of the exhaust cams are two, the angle of the phase interval of the two air inlet cams is 90 degrees, and the angle of the phase interval of the two exhaust cams is 90 degrees.
Further, the cylinder group comprises a first cylinder, a second cylinder, a third cylinder and a fourth cylinder, wherein the first cylinder and the second cylinder correspond to form one group of cylinder groups, and the third cylinder and the fourth cylinder correspond to form another group of cylinder groups.
Further, the air inlet driving assembly comprises an air inlet tappet, an air inlet push rod and an air inlet rocker arm, the air inlet cam is in driving connection with the air inlet tappet, one end of the air inlet push rod is assembled on the air inlet tappet, the other end of the air inlet push rod is assembled on the air inlet rocker arm, and the air inlet rocker arm is in driving connection with the air inlet valve.
Further, the exhaust driving assembly comprises an exhaust tappet, an exhaust push rod and an exhaust rocker arm, the exhaust cam is in driving connection with the exhaust tappet, one end of the exhaust push rod is assembled on the exhaust tappet, the other end of the exhaust push rod is assembled on the exhaust rocker arm, and the exhaust rocker arm is in driving connection with the exhaust valve.
The utility model also provides an engine, which at least comprises the valve mechanism of the horizontally opposed engine.
The technical scheme provided by the utility model has the following beneficial effects:
the same air inlet cam is connected with the air inlet driving assemblies of the two cylinders of the same group, and the same air outlet cam is connected with the air outlet driving assemblies of the two cylinders of the same group, so that each cam indirectly drives the air inlet valves or the air outlet valves corresponding to the two cylinders of the same group, the number of cams of half matched valves is reduced, the length of a cam shaft is effectively reduced, the length, the volume and the weight of an engine can be reduced, and the weight of the engine is reduced.
Drawings
FIG. 1 is a schematic view of a valve train of a horizontally opposed engine according to a first embodiment;
FIG. 2 is an enlarged schematic view of region A of FIG. 1;
FIG. 3 is an enlarged schematic view of region B of FIG. 1;
FIG. 4 is a side view of a valve train of a horizontally opposed engine of the first embodiment;
fig. 5 is an enlarged schematic view of the region C in fig. 4.
Detailed Description
For further illustration of the various embodiments, the utility model is provided with the accompanying drawings. The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate embodiments and together with the description, serve to explain the principles of the embodiments. With reference to these matters, one of ordinary skill in the art will understand other possible embodiments and advantages of the present utility model. The components in the figures are not drawn to scale and like reference numerals are generally used to designate like components.
The utility model will now be further described with reference to the drawings and detailed description.
Example 1
Referring to fig. 1 to 4, a first embodiment provides a valve actuating mechanism of a horizontally opposed engine, which is used for controlling valves corresponding to cylinders of the horizontally opposed engine (i.e. engine), two cylinders are oppositely arranged on two sides of a single cam shaft 1 of the engine, each two oppositely arranged cylinders are a group of cylinder groups, an intake valve 6 and an exhaust valve 7 corresponding to the cylinders are connected with a driving assembly (not shown), the driving assembly comprises an intake driving assembly 4 connected with the intake valve 6 and an exhaust driving assembly 5 connected with the exhaust valve 7, the cam of the cam shaft 1 comprises an intake cam 2 and an exhaust cam 3 which are matched, the intake driving assemblies 4 of two cylinders of the same group of cylinders are connected with the same intake cam 2, and the exhaust driving assemblies 5 of two cylinders of the same group of cylinders are connected with the same exhaust cam 3.
When the engine works, the crankshaft of the engine drives the camshaft 1 to rotate through the timing gear of the engine, so that the intake cam 2 and the exhaust cam 3 of the camshaft 1 are driven to synchronously rotate, the intake cam 2 drives the intake driving assembly 4 to open and close the intake valve 6, and the exhaust cam 3 drives the exhaust driving assembly 5 to open and close the exhaust valve 7.
The same intake cam 2 is connected to the intake driving assemblies 4 of the two cylinders of the same group, and the same exhaust cam 3 is connected to the exhaust driving assemblies 5 of the two cylinders of the same group, so that the intake valve 6 or the exhaust valve 7 corresponding to the two cylinders of the same group are driven by each cam, so that the cam number of half of the matched valves (the valves comprise the intake valve 6 and the exhaust valve 7 corresponding to the cylinders) is reduced (namely, compared with the cam number of the existing commercial engine with 4 cylinders, the cam number of the first embodiment is half of the cam number of the existing commercial engine), therefore, the length of the camshaft 1 is effectively reduced, the length, the volume and the weight of the engine can be reduced, the weight and the compactness of the engine are facilitated, the production cost of the engine is reduced, the mechanical structure of the engine is obviously simplified, and the mechanical friction and the noise of a valve mechanism of the engine are reduced.
In another preferred embodiment, since the number of cylinder groups of the engine is two, the number of the intake driving assemblies 4 and the exhaust driving assemblies 5 is 4 each, the number of the intake cams 2 and the exhaust cams 3 is two each, as shown in fig. 5, the angle of the phase interval of the two intake cams 2 is 90 degrees, and the angle of the phase interval of the two exhaust cams 3 is 90 degrees.
More specifically, the cylinder group includes a first cylinder (not shown), a second cylinder (not shown), a third cylinder (not shown), and a fourth cylinder (not shown), the first cylinder and the second cylinder corresponding to form one group of cylinder groups, and the third cylinder and the fourth cylinder corresponding to form another group of cylinder groups.
The number of cylinders of the engine is 4, the two intake cams 2 are the first intake cam 21 and the second intake cam 22, and the two exhaust cams 3 are the first exhaust cam 31 and the second exhaust cam 32, respectively.
The 4 intake driving assemblies 4 are a first intake driving assembly 41, a second intake driving assembly 42, a third intake driving assembly 43, and a fourth intake driving assembly 44, respectively.
The 4 exhaust gas driving modules 5 are a first exhaust gas driving module 51, a second exhaust gas driving module 52, a third exhaust gas driving module 53, and a fourth exhaust gas driving module 54, respectively.
The first intake cam 21 is in driving connection with the first intake driving assembly 41 and the second intake driving assembly 42, the first exhaust cam 31 is in driving connection with the first exhaust driving assembly 51 and the second exhaust driving assembly 52, the second intake cam 22 is in driving connection with the third intake driving assembly 43 and the fourth intake driving assembly 44, and the second exhaust cam 32 is in driving connection with the third exhaust driving assembly 53 and the fourth exhaust driving assembly 54.
The first air intake driving component 41 is in driving connection with the air intake valve 6 corresponding to the first cylinder, and the second air intake driving component 42 is in driving connection with the air intake valve 6 corresponding to the second cylinder.
The first exhaust driving component 51 is in driving connection with the exhaust valve 7 corresponding to the first cylinder, and the second exhaust driving component 52 is in driving connection with the exhaust valve 7 corresponding to the second cylinder.
The third air intake driving component 43 is in driving connection with the air intake valve 6 corresponding to the third cylinder, and the fourth air intake driving component 44 is in driving connection with the air intake valve 6 corresponding to the fourth cylinder.
The third exhaust driving component 53 is in driving connection with the exhaust valve 7 corresponding to the third cylinder, and the fourth exhaust driving component 54 is in driving connection with the exhaust valve 7 corresponding to the fourth cylinder.
The engine works according to the ignition sequence of the first cylinder, the third cylinder, the second cylinder and the fourth cylinder which are sequentially arranged, and the engine specifically comprises the following steps:
when the first intake cam 21 drives the first intake driving component 41 to open the intake valve 6 corresponding to the first cylinder, the first cylinder starts to intake air (i.e. the cylinder sucks fresh air), and the camshaft 1 is at the initial position, i.e. the rotation angle is 0 degrees.
Next, when the rotation angle of the camshaft 1 is 90 degrees, the second intake cam 22 drives the third intake drive assembly 43 to open the intake valve 6 corresponding to the third cylinder, and the third cylinder starts intake.
Then, when the rotation angle of the camshaft 1 is 180 degrees, the first intake cam 21 drives the second intake driving assembly 42 to open the intake valve 6 corresponding to the second cylinder, and the second cylinder starts to intake air.
Then, when the rotation angle of the camshaft 1 is 270 degrees, the second intake cam 22 drives the fourth intake drive assembly 44 to open the intake valve 6 corresponding to the fourth cylinder, and the fourth cylinder starts intake.
Finally, the camshaft 1 continues to rotate for 90 degrees again, the camshaft 1 returns to the initial position, and the camshaft 1 rotates for one circle, and 4 cylinders of the engine respectively complete one working cycle.
The individual cylinders of the engine also discharge combusted exhaust gases in a particular exhaust sequence and will not be described in detail herein.
Through will first cylinder with the third cylinder sets up the left side at the axis of camshaft 1, the second cylinder with the fourth cylinder sets up the right side at the axis of camshaft 1, just first cylinder with the third cylinder carries out preceding, back setting in proper order along the axis direction (i.e. preceding, back direction) of camshaft 1, the second cylinder with the fourth cylinder carries out preceding, back setting in proper order along the axis direction of camshaft 1, so, in the duty cycle of engine, the very big majority of impact force that two cylinders that set up relatively during operation produced can offset each other to alleviate the vibration amplitude of engine, and then reduce the vibration and the noise of engine.
More specifically, the intake driving assembly 4 includes an intake tappet 401, an intake pushrod 402 and an intake rocker 403, the intake cam 2 is in driving connection with the intake tappet 401, one end of the intake pushrod 402 is assembled on the intake tappet 401, the other end is assembled on the intake rocker 403, and the intake rocker 403 is in driving connection with the intake valve 6.
The end of the air inlet tappet 401, which is away from the air inlet push rod 402, is abutted against a part of the tread of the air inlet cam 2.
The intake rocker 403 is fixedly connected with the intake valve 6, one end of the intake valve 6, which is away from the intake rocker 403, is assembled on a cylinder of the engine, and one end of the intake pushrod 402, which is away from the intake tappet 401, is hinged to the intake rocker 403.
When the convex portion of the intake cam 2 abuts against the end portion of the intake tappet 401, which is away from the intake pushrod 402, the intake tappet 401 is lifted by the convex portion of the intake cam 2, so as to drive the intake pushrod 402 to synchronously lift up, so as to drive the intake rocker 403 to generate corresponding movement (e.g. lifting), so that the intake rocker 403 drives the intake valve 6 to open, and the cylinder can suck fresh air.
When the convex part of the air inlet cam 2 is separated from the end part of the air inlet tappet 401, which is away from the air inlet push rod 402, the air inlet tappet 401 falls back, and then the air inlet push rod 402 is driven to fall back synchronously, so that the air inlet rocker 403 is driven to move correspondingly (such as falling down), and the air inlet rocker 403 drives the air inlet valve 6 to close, namely the combustion chamber of the cylinder is sealed.
In particular, the exhaust driving assembly 5 includes an exhaust tappet 501, an exhaust pushrod 502 and an exhaust rocker 503, the exhaust cam 3 is in driving connection with the exhaust tappet 501, one end of the exhaust pushrod 502 is assembled on the exhaust tappet 501, the other end is assembled on the exhaust rocker 503, and the exhaust rocker 503 is in driving connection with the exhaust valve 7.
The end of the exhaust tappet 501 facing away from the exhaust pushrod 502 abuts against a partial tread of the exhaust cam 3.
The exhaust rocker arm 503 is fixedly connected with the exhaust valve 7, one end of the exhaust valve 7, which is away from the exhaust rocker arm 503, is assembled on a cylinder of the engine, and one end of the exhaust push rod 502, which is away from the exhaust tappet 501, is hinged to the exhaust rocker arm 503.
When the protruding portion of the exhaust cam 3 abuts against the end portion of the exhaust tappet 501 away from the exhaust pushrod 502, the exhaust tappet 501 is lifted by the protruding portion of the exhaust cam 3, so as to drive the exhaust pushrod 502 to synchronously lift up, so as to drive the exhaust rocker 503 to generate corresponding movement (e.g. lifting), so that the exhaust rocker 503 drives the exhaust valve 7 to open, and exhaust gas in the cylinder is discharged.
When the protruding part of the exhaust cam 3 is separated from the end part of the exhaust tappet 501, which is away from the exhaust push rod 502, the exhaust tappet 501 falls back, and then drives the exhaust push rod 502 to fall back synchronously, so as to drive the exhaust rocker 503 to move correspondingly (such as falling down), so that the exhaust rocker 503 drives the exhaust valve 7 to close, namely the combustion chamber of the cylinder is sealed.
In specific implementation, the valve mechanism of the horizontally opposed engine further comprises a first rocker arm shaft (not shown) and a second rocker arm shaft (not shown), the first rocker arm shaft and the second rocker arm shaft are sequentially arranged on the left side and the right side of the central axis of the camshaft 1, and the central axes of the first rocker arm shaft and the second rocker arm shaft are parallel to the central axis of the camshaft 1.
The first cylinder and the third cylinder are located on the left side of the central axis of the camshaft 1, the second cylinder and the fourth cylinder are located on the right side of the central axis of the camshaft 1, the intake rocker arm 403 and the exhaust rocker arm 503 of the first cylinder and the third cylinder are in rotational connection through the first rocker arm shaft, and the intake rocker arm 403 and the exhaust rocker arm 503 of the second cylinder and the fourth cylinder are in rotational connection through the second rocker arm shaft, so that the structure is simplified and reliable.
Example two
The second embodiment provides a valve train of a horizontally opposed engine, and the second embodiment has substantially the same structure as the first embodiment, except that: the number of the cylinder groups is three, the phase interval between the 3 intake cams 2 is 60 degrees, and the phase interval between the 3 exhaust cams 3 is 60 degrees on a projection plane perpendicular to the axial direction of the camshaft 1 (i.e., the direction parallel to the central axis of the camshaft 1).
Through 3 intake cams 2 and 3 exhaust cams 3 cooperation jointly to make 6 cylinders of engine accomplish work cycle, the quantity of cylinder increases simultaneously, can strengthen the power of engine, and the length of engine can not obviously increase simultaneously, and then the volume and the weight of engine obtain effectual optimization, in order to realize the lightweight and the compactification of engine.
Of course, in other embodiments, the number of the cylinder groups may be four, six, eight, etc., and the specific number of the cylinder groups is determined according to the size and power requirement of the engine, which will not be described in detail herein.
It can be seen that the phase interval between the intake cams 2 and the phase interval between the exhaust cams 3 of the engine are determined as follows: when the number of the cylinder groups is at least two, on a projection plane perpendicular to the axial direction of the camshaft 1, the phase intervals between the plurality of intake cams 2 are equally divided by the number of the cylinders, and the phase intervals between the plurality of exhaust cams 3 are equally divided by the number of the cylinders.
Example III
Embodiment three provides a valve train of a horizontally opposed engine, and the structure of embodiment three is substantially the same as that of embodiment one, except that: the number of the cylinder groups is one, the number of the intake cams 2 and the exhaust cams 3 is 1, and the 2 cylinders of the engine complete the working cycle by the cooperation of the 1 intake cams 2 and the 1 exhaust cams 3.
Example IV
An engine according to a fourth embodiment includes at least the valve train of the horizontally opposed engine according to the first, second or third embodiments.
Through setting up the valve train of horizontal opposition engine in the engine, can reduce half the cam quantity of cooperation valve, and then effectively reduce the length of camshaft 1 to can reduce the length, volume and the weight of engine, with the lightweight and the compactification of realization engine, also realize reducing the manufacturing cost of engine, in addition, the mechanical structure of engine is obviously simplified, and then reduces the inside mechanical friction and the noise of engine.
While the utility model has been particularly shown and described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the utility model as defined by the appended claims.
Claims (8)
1. The utility model provides a valve timing of horizontal opposition engine, the single camshaft both sides of engine are provided with 1 at least cylinders relatively respectively, and every two cylinders that set up relatively are a set of cylinder group, a drive assembly is all connected to the intake valve and the exhaust valve that the cylinder corresponds, its characterized in that:
the driving assembly comprises an air inlet driving assembly connected with the air inlet valve and an air exhaust driving assembly connected with the air outlet valve;
the cam of the cam shaft comprises an air inlet cam and an air outlet cam which are matched, the air inlet driving assemblies of two cylinders of the same group of cylinder groups are connected with the same air inlet cam, and the air outlet driving assemblies of two cylinders of the same group of cylinder groups are connected with the same air outlet cam.
2. A valve train for a horizontally opposed engine as set forth in claim 1 wherein: when the number of the cylinder groups is at least two, on a projection plane perpendicular to the axial direction of the camshaft, the phase intervals between the plurality of intake cams are equally divided by the number of the cylinders, and the phase intervals between the plurality of exhaust cams are equally divided by the number of the cylinders.
3. A valve train for a horizontally opposed engine as set forth in claim 2 wherein: the number of the cylinder groups is two, the number of the air inlet driving assemblies and the number of the air outlet driving assemblies are 4, the number of the air inlet cams and the number of the air outlet cams are two, the angle of the phase interval of the two air inlet cams is 90 degrees, and the angle of the phase interval of the two air outlet cams is 90 degrees.
4. A valve train for a horizontally opposed engine according to claim 3 wherein: the cylinder group comprises a first cylinder, a second cylinder, a third cylinder and a fourth cylinder; the first cylinder and the second cylinder correspond to form one group of cylinder groups, and the third cylinder and the fourth cylinder correspond to form another group of cylinder groups.
5. A valve train for a horizontally opposed engine as set forth in claim 1 wherein: the air inlet driving assembly comprises an air inlet tappet, an air inlet push rod and an air inlet rocker arm, and the air inlet cam is in driving connection with the air inlet tappet; one end of the air inlet push rod is assembled on the air inlet tappet, and the other end of the air inlet push rod is assembled on the air inlet rocker arm; the air inlet rocker arm is in driving connection with the air inlet valve.
6. A valve train for a horizontally opposed engine as set forth in claim 5 wherein: the exhaust driving assembly comprises an exhaust tappet, an exhaust push rod and an exhaust rocker arm, and the exhaust cam is in driving connection with the exhaust tappet; one end of the exhaust push rod is assembled on the exhaust tappet, and the other end of the exhaust push rod is assembled on the exhaust rocker arm; the exhaust rocker arm is in driving connection with the exhaust valve.
7. A valve train for a horizontally opposed engine as set forth in claim 6, wherein: the end part of the air inlet tappet, which is away from the air inlet push rod, is abutted against part of the wheel surface of the air inlet cam; the end part of the exhaust tappet, which is away from the exhaust push rod, is abutted against part of the tread of the exhaust cam.
8. A horizontally opposed engine, characterized by: valve train comprising at least a horizontally opposed engine according to any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322382069.2U CN220687422U (en) | 2023-09-04 | 2023-09-04 | Valve mechanism of horizontally opposed engine and engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322382069.2U CN220687422U (en) | 2023-09-04 | 2023-09-04 | Valve mechanism of horizontally opposed engine and engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220687422U true CN220687422U (en) | 2024-03-29 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322382069.2U Active CN220687422U (en) | 2023-09-04 | 2023-09-04 | Valve mechanism of horizontally opposed engine and engine |
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| Country | Link |
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| CN (1) | CN220687422U (en) |
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2023
- 2023-09-04 CN CN202322382069.2U patent/CN220687422U/en active Active
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