CN221120089U - Engine valve driving mechanism - Google Patents
Engine valve driving mechanism Download PDFInfo
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- CN221120089U CN221120089U CN202322370208.XU CN202322370208U CN221120089U CN 221120089 U CN221120089 U CN 221120089U CN 202322370208 U CN202322370208 U CN 202322370208U CN 221120089 U CN221120089 U CN 221120089U
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- piston
- engine
- brake plunger
- steel ball
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- 230000007246 mechanism Effects 0.000 title claims abstract description 22
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 19
- 239000010959 steel Substances 0.000 claims abstract description 19
- 230000015572 biosynthetic process Effects 0.000 claims abstract 6
- 230000008520 organization Effects 0.000 description 3
- 244000304337 Cuminum cyminum Species 0.000 description 2
- 230000009471 action Effects 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000036632 reaction speed Effects 0.000 description 1
- 230000000284 resting effect Effects 0.000 description 1
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- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
The utility model provides an engine valve actuating mechanism, includes connecting rod, lower connecting rod, start piston, direction piston, brake plunger and box, start piston, direction piston and brake plunger set up in the box, be equipped with the guide way in the direction piston, go up connecting rod upper end and box formation first revolute pair, lower connecting rod lower extreme and brake plunger upper end formation second revolute pair, go up connecting rod lower extreme and lower connecting rod upper end formation third revolute pair and lie in the guide way of direction piston, brake plunger lower extreme is provided with the valve of engine, its characterized in that: the third revolute pair consists of a concave spherical surface at the lower end of the upper connecting rod, a steel ball and a concave spherical surface at the upper end of the lower connecting rod, wherein the upper connecting rod, the lower connecting rod and the steel ball have the same diameter, and the diameter is slightly smaller than the width of the guide groove. The engine valve actuation mechanism may be used for engine braking.
Description
Technical field:
The utility model relates to the field of machinery, in particular to an engine, and particularly relates to an engine valve driving mechanism.
The background technology is as follows:
Engine brakes are valve-actuated mechanisms that open an exhaust valve at or near the end of a compression stroke of a piston, allowing compressed gas (air at the time of braking) to be released, and the energy absorbed by the compressed gas during the compression stroke of the engine is not returned to the engine piston during a subsequent expansion stroke, but is dissipated through the engine's exhaust and heat dissipation system. The end result is effective engine braking, slowing the vehicle.
One precedent for engine brakes is disclosed in U.S. patent No. 3220392, issued to Cummins (Cummins), which opens the engine valves by hydraulic actuation. Due to the contractibility or deformation of the hydraulic system, the valve lift is reduced and the braking load is increased. The decrease in valve lift due to hydraulic deformation increases with increasing engine speed, as opposed to the change in valve lift required for engine braking performance. In addition, hydraulic deformation also increases the difference in valve lift from cylinder to cylinder, resulting in poor uniformity of performance. To reduce hydraulic deformation, large diameter hydraulic pistons must be used, adding bulk and weight. Moreover, the oil flow takes a long time to drive the large diameter piston to extend or retract, resulting in a brake system with large inertia and slow response.
The Chinese patent No. 102003238B discloses a fixed chain type engine braking mechanism, which drives an engine valve through a mechanical link formed by an upper connecting rod, a lower connecting rod and a brake plunger, and solves the technical problems of hydraulic deformation, easy overload braking, large inertia of a braking system and slow response of a hydraulic driven engine brake. However, the lower ball head of the upper connecting rod in the braking mechanism is easy to impact and deform, and the upper connecting rod and the lower connecting rod are two different parts.
The invention comprises the following steps:
The utility model aims to provide an engine valve driving mechanism, which aims to solve the technical problem that a lower ball head of an upper connecting rod is easy to strike and deform in an engine braking mechanism in the prior art, and also aims to solve the problem that the upper connecting rod and the lower connecting rod are two different parts so as to increase the cost.
The engine valve driving mechanism comprises an upper connecting rod, a lower connecting rod, a starting piston, a guide piston, a brake plunger and a box body, wherein the starting piston, the guide piston and the brake plunger are arranged in the box body, the guide piston is axially provided with a guide groove, the upper end of the upper connecting rod and the box body form a first revolute pair, the lower end of the lower connecting rod and the upper end of the brake plunger form a second revolute pair, the lower end of the upper connecting rod and the upper end of the lower connecting rod form a third revolute pair and are positioned in the guide groove of the guide piston, and the lower end of the brake plunger is provided with an engine valve, and the engine valve driving mechanism is characterized in that: the third revolute pair consists of a concave spherical surface at the lower end of the upper connecting rod, a steel ball and a concave spherical surface at the upper end of the lower connecting rod, wherein the upper connecting rod, the lower connecting rod and the steel ball have the same diameter, and the diameter is slightly smaller than the width of the guide groove.
Furthermore, the guide groove is in clearance fit with the upper connecting rod, the steel ball and the lower connecting rod in the width direction.
Further, the upper end of the upper connecting rod comprises a ball head, and the lower end of the lower connecting rod comprises a ball head.
Further, the upper connecting rod is the same as the lower connecting rod.
Further, one end of a spring is arranged at the lower end of the brake plunger, and the other end of the spring is fixed on the box body.
Further, the box body is a rocker arm of the engine, a valve clearance adjusting screw is arranged on the rocker arm, and the lower end of the valve clearance adjusting screw and the upper end of the upper connecting rod form the first rotating pair.
Compared with the prior art, the utility model has positive and obvious effects. Because the precision, surface finish and hardness of the steel ball are better, the cost is low, and the lower ball of the upper connecting rod in the prior art is replaced by the steel ball by rotating 360 degrees (3-dimensional freedom degree), so that the deformation of the lower ball of the upper connecting rod in the prior art is eliminated; the upper connecting rod and the lower connecting rod are identical, so that the mechanism is completely symmetrical, the opening and closing are more flexible, and the reaction speed of the brake is increased.
Description of the drawings:
FIG. 1 is a schematic illustration of an engine valve actuation mechanism of the present utility model in an "off" position.
FIG. 2 is a schematic illustration of an engine valve actuation mechanism of the present utility model in an "on" position.
The specific embodiment is as follows:
Examples:
As shown in fig. 1 and 2, an engine valve actuation mechanism 100 of the present utility model includes an upper link 184, a lower link 186, a start piston 164, a pilot piston 162, a brake plunger 160, and a housing (here the housing is the rocker arm of the engine) 2102. The vertical blind hole 190 and the horizontal blind hole 260 are arranged in the box body, the outer end of the horizontal blind hole 162 is flush with the end face of the rocker arm 2102, the inner end of the horizontal blind hole 260 is communicated with the liquid channel 214, the diameter of the liquid channel 214 is smaller than that of the horizontal blind hole 260, the lower end of the vertical blind hole 190 is flush with the lower end of the rocker arm 2102, the vertical blind hole 190 is intersected with the horizontal blind hole 260 to form a three-way structure, the upper end face of the vertical blind hole 190 is higher than that of the horizontal blind hole 260, chamfers 243 are arranged on the upper side and the lower side of the intersection of the horizontal blind hole 260 and the vertical blind hole 190, a guide piston 162 is arranged in the horizontal blind hole 260, sliding fit/seal is carried out between the outer wall of the guide piston 162 and the horizontal blind hole 260, a piston hole 183 is formed in the guide piston 162, a start piston 164 is arranged in the piston hole 183, and sliding fit/seal is carried out between the outer wall of the start piston 164 and the piston hole 183. The guide piston 162 is provided with a guide groove 137 in its axial direction (moving direction), and is provided with a chamfer 163 on the upper and lower sides of its right end. The bottom end of the piston hole 183 intersects the guide groove 137 to form a three-way structure, and a brake plunger 160 is arranged at the lower part of the vertical blind hole 190.
The rocker arm 2102 is provided with a valve clearance adjusting screw 1102, the lower end of the valve clearance adjusting screw 1102 passes through the rocker arm 2102 and enters the bottom of the vertical blind hole 190, the upper end of the valve clearance adjusting screw 1102 is fixed by a nut 1052, the lower end of the valve clearance adjusting screw 1102 is provided with an inner concave spherical surface 122, and a first rotating pair is formed by the lower end of the valve clearance adjusting screw 1102 and the ball head 124 at the upper end of the upper connecting rod 184. The upper end of the brake plunger 160 is provided with a concave spherical surface 128, a second revolute pair is formed by the brake plunger 160 and a ball head 1241 at the lower end of the lower connecting rod 186, and a transitional conical surface 126 is arranged between the upper end surface of the brake plunger 160 and the concave spherical surface 128. The lower end of the upper link 184 and the upper end of the lower link 186 form a third revolute pair, and a steel ball 185 is arranged between the concave spherical surface 121 at the lower end of the upper link 184 and the concave spherical surface 125 at the upper end of the lower link 186, and is positioned in the guide groove 137, and the diameters of the upper link, the lower link and the steel ball are slightly smaller than the width of the guide groove 137.
The lower end of the brake plunger 160 is provided with one end of a spring 177, the other end of the spring 177 is fixed on a rocker arm 2102 through a screw 179, a spring seat 158 is fixed on the outer end of the horizontal blind hole 260 through a clamping ring 157, another spring 156 is arranged between the outer end of the guide piston 162 and the spring seat 158, the other spring 156 applies a leftward biasing force to the guide piston 162, so that the inner end face of the guide piston 162 is contacted with the bottom face 246 of the horizontal blind hole 260, meanwhile, the upper connecting rod 184 and the lower connecting rod 186 are in a "<" inclined shape, a steel ball 185 between the lower end of the upper connecting rod 184 and the upper end of the lower connecting rod 186 is contacted with the outer end face of the start piston 164, and the inner end face of the start piston 164 is contacted with the bottom face 246 of the horizontal blind hole 260.
Further, the outer end of the guide piston 162 is provided with another axial blind hole, one end of the other spring 156 is disposed in the other axial blind hole, and the other end of the other spring 156 is connected with the spring seat 158.
Further, a drain hole 168 is arranged in the middle of the guide piston along the axial direction of the guide piston, and the drain hole 168 communicates the piston hole 183 with the other axial blind hole. The drain hole 168 is in spatial communication with the guide slot 137 and thus with the vertical blind bore 190 to prevent any oil pressure from being generated within the vertical blind bore 190. Of course, the drain hole 168 may be located elsewhere, such as above the rocker arm 2102.
Further, the guide groove 137 is in clearance fit with the upper and lower links 184 and 186 and the steel ball 185 in the width direction, and can guide the upper and lower links 184 and 186 and the steel ball 185.
Further, the upper and lower links 184, 186 are preferably identical such that the overall valve actuation mechanism (linkage) is completely symmetrical.
The working procedure of this embodiment is: when the engine is required to switch from normal operation to engine braking, oil pressure is applied to the horizontal bore 260 of the rocker arm via an engine braking control (not shown) and fluid passage 214, against the load of the spring 156 at the right end of the pilot piston 162, pushing the pilot piston 162 from the horizontal bore to the right, resting against the spring seat 158 and snap ring 157. The actuating piston 164 continues to move to the right, pushing the upper and lower linkages 184, 186 through the steel ball 185 from the tilted position shown in fig. 1 to the vertical position of fig. 2, extending the brake plunger 160 from the retracted, non-operating position of fig. 1 to the operating position shown in fig. 2, where the brake plunger 160 has a stroke of 130, eliminating or reducing the distance between the brake plunger 160 and the engine valve.
When engine braking is not required, the engine brake controller closes the drain, the start piston 164 and pilot piston 162 are not subject to oil pressure, move to the left under the action of pilot piston right spring 156, and rest against the left end face 146 of the horizontal bore. The brake plunger 160 moves upwardly within the vertical blind bore 190 under the action of the brake spring 177 back to the non-operating position shown in fig. 1, i.e., the "off" position, separated from normal engine operation. The right end of the guide groove 137 in the guide piston 162 is provided with a chamfer 163 up and down, and meanwhile, the horizontal blind hole 260 and the vertical blind hole 190 are intersected to form a chamfer 243 up and down on the left side, so that under the condition that the included angle between the upper connecting rod 184 and the lower connecting rod 186 is unchanged, namely, the stroke 130 of the brake plunger 160 is unchanged, the brake valve clearance adjusting screw 1102 and the brake spring 177 can synchronously move the upper connecting rod 184, the lower connecting rod 186, the steel ball 185 and the brake plunger 160 up and down to adjust the brake valve clearance.
The present examples are intended to illustrate, but not limit, the utility model. Indeed, those skilled in the art will readily appreciate that modifications and variations may be made to the utility model without departing from the scope and spirit of the utility model. For example, some of the functions illustrated or described for one particular organization may be used for another particular organization, resulting in a new organization. In addition, pilot piston 162 may have a different shape and size (including length), and activation piston 164 may not fit inside pilot piston 162. Also, the springs herein may take different forms, such as coil springs, cone springs, torsion springs, leaf springs, and the like. Furthermore, there may be no brake valve lash adjustment screw. It is therefore intended that the present utility model cover the modifications and variations of this utility model provided they come within the scope of the appended claims or their equivalents.
Claims (5)
1. The utility model provides an engine valve actuating mechanism, includes connecting rod, lower connecting rod, start piston, direction piston, brake plunger and box, start piston, direction piston and brake plunger set up in the box, the direction piston is equipped with the guide way along its axial, go up connecting rod upper end and box formation first revolute pair, lower connecting rod lower extreme and brake plunger upper end formation second revolute pair, go up connecting rod lower extreme and lower connecting rod upper end formation third revolute pair and lie in the guide way of direction piston, brake plunger lower extreme is provided with the valve of engine, its characterized in that: the third revolute pair consists of a concave spherical surface at the lower end of an upper connecting rod, a steel ball and a concave spherical surface at the upper end of a lower connecting rod, wherein the upper connecting rod, the lower connecting rod and the steel ball have the same diameter, and the diameter is slightly smaller than the width of a guide groove, wherein
The steel ball is in contact with the starting piston, and the starting piston pushes the upper connecting rod and the lower connecting rod to a vertical position from an inclined position through the steel ball.
2. The engine valve actuation mechanism according to claim 1, characterized in that: the guide groove is in clearance fit with the upper connecting rod, the steel ball and the lower connecting rod in the width direction.
3. The engine valve actuation mechanism according to claim 1, characterized in that: the upper connecting rod is the same as the lower connecting rod.
4. The engine valve actuation mechanism according to claim 1, characterized in that: one end of a spring is arranged at the lower end of the brake plunger, and the other end of the spring is fixed on the box body.
5. The engine valve actuation mechanism according to claim 1, characterized in that: the box body is a rocker arm of the engine, a valve clearance adjusting screw is arranged on the rocker arm, and the lower end of the valve clearance adjusting screw and the upper end of the upper connecting rod form the first rotating pair.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322370208.XU CN221120089U (en) | 2023-09-01 | 2023-09-01 | Engine valve driving mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322370208.XU CN221120089U (en) | 2023-09-01 | 2023-09-01 | Engine valve driving mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221120089U true CN221120089U (en) | 2024-06-11 |
Family
ID=91364221
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322370208.XU Active CN221120089U (en) | 2023-09-01 | 2023-09-01 | Engine valve driving mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221120089U (en) |
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2023
- 2023-09-01 CN CN202322370208.XU patent/CN221120089U/en active Active
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