CN102817663A - Continuous variable distribution timing mechanism - Google Patents
Continuous variable distribution timing mechanism Download PDFInfo
- Publication number
- CN102817663A CN102817663A CN2012103257719A CN201210325771A CN102817663A CN 102817663 A CN102817663 A CN 102817663A CN 2012103257719 A CN2012103257719 A CN 2012103257719A CN 201210325771 A CN201210325771 A CN 201210325771A CN 102817663 A CN102817663 A CN 102817663A
- Authority
- CN
- China
- Prior art keywords
- variable
- cam
- air inlet
- oil
- hydraulic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Abstract
The invention provides a continuous variable distribution timing mechanism. The continuous variable distribution timing mechanism comprises a variable camshaft, a variable air inlet cam, an air exhaust cam, a variable cam control rod and a hydraulic actuating mechanism, wherein both the variable air inlet cam and the air exhaust cam are installed on the variable camshaft, a spiral spline tooth is arranged on the variable camshaft, a spiral spline groove which is matched the spiral spline tooth is arranged on the variable air inlet cam, the variable air inlet cam is connected with a variable air inlet cam control groove integrally, the variable cam control rod is connected with the hydraulic actuating mechanism, a variable cam control rod shifting fork is installed on the variable cam control rod, and the variable cam control rod shifting fork is installed inside the variable air inlet cam control groove. The continuous variable distribution timing mechanism can change the timing phase of an air inlet valve according to changes of working conditions when an engine works on different working conditions, so that the emission of nitrogen oxide (NOx) of the engine is reduced.
Description
Technical field
What the present invention relates to is a kind of motor, specifically the distribution device of motor.
Background technique
Rigorous day by day along with the engine exhaust rules; The discharging that various technology reduce diesel engine is is constantly researched and developed in each Diesel Engine Plant commercial city; Especially reduce the discharging of NOx, reduce NOx through change air inlet phase variable technique at present and be considered to development in future trend.This method is also referred to as miller cycle, and following characteristics are arranged:
1) only change intake valve and open and close constantly, thereby change actual compression ratio, and exhaust is regularly constant, and expansion ratio is constant.Expansion ratio is greater than compression ratio during big the load.
2) the intake valve timing variation shifts to an earlier date the open and close time jointly or delays, and corresponding valve overlap also changes.During high load, intake valve is opened in advance, is closed in advance, and overlapping angle increases, and helps scavenging, and reduces heat load; Low-load, intake valve is delayed the pass, and overlapping angle reduces.
3) high compression ratio is adopted in starting and during low-load, has improved part load performance; During high load, adopt low compression ratio, limited the undue increase of maximum explosive pressure, to guarantee the reliability of motor.
4) in the Miller system, pressurized air cools off once after turbosupercharger, so the circularly-supercharged system that is exactly low temperature of Miller system.Boost pressure in the same cylinder has lower temperature when lower dead center, and charge increases, and the overinflation coefficient is big, and cylinder temperature is low during the compression beginning, thereby has reduced heat load.
5) there is lower cylinder temperature in the Miller system, and the discharging of NOx is less.
6) Miller system and other pressurization systems relatively need higher compression ratio when reaching same mean effective pressure; When high pressure-charging, often need adopt the two-stage supercharging system.
When the research miller cycle, the researcher carries out simulation calculation earlier, in this process, can arbitrarily change valve timing; But in the diesel engine practical work process, wanting at every moment to change valve timing is the comparison difficulty; The main problem that exists is a distribution device, and the gas distribution system of big marine diesel engine is to drive hydraulic tappet by a distribution cam axle; Drive push rod again, push rod promotes the unlatching of rocking arm and air inlet and exhaust valve realization air valve.For vehicle gasoline engine; The distribution device of motor car engine is an overhead camshaft; Have plenty of single overhead type (SOHC), have plenty of double overhead formula (DOHC), drive suction valve or outlet valve by single camshaft; Change port timing so can change a certain camshaft separately, according to the operating mode realization port timing continuous variable of motor.There is the variable valve timing of oneself technological in the existing a plurality of brands of automotive field, like the VVT of Toyota Company, the i-VTEC of Honda company, the CVVT of Nissan, the MIVEC of Mitsubishi, the Double Vanos system of BMW company etc.
Wartsila company has adopted miller cycle to combine the adjustable turbo charged scheme of secondary to reduce the NOx discharging on the Wartsila20 medium speed diesel.Discharging can reduce effectively through the Miller cooling combustion process that circulates, but height Miller circulation (intake valve is closed in advance) needs high pressure-charging pressure, and to this, one of effective measures are exactly to adopt the two-stage supercharging system, can make boost pressure reach 10bar.The raising of engine efficiency is to adopt efficient two-stage supercharging system and make the better ratio division result of realization between engine compresses and the expansion stroke through the Miller circulation.
MAN company has carried out the experimental study that single type supercharging system changes the two-stage adjustable pressurization system on the 6L32/44CR diesel engine, what wherein the high pressure stage turbine adopted is variable geometry turbine, and the low pressure stage turbine is non-adjustable turbine.Test finds, change the two-step supercharging system into after, boost pressure has been increased to about 6.5bar by original 4.0bar, power per cylinder can be brought up to 640kW by original 560kW, through having adopted the Miller circulation, maximum explosive pressure has only increased by 6%.The nozzle area of high pressure stage turbine becomes big when loading greater than 55% rated power, adopted Miller to circulate at load greater than 40% o'clock.
At present, therefore argosy, just can not change valve timing through the phase place of independent change camshaft with the air inlet and exhaust valve of V-type diesel by camshaft actuated two row cylinders.
Summary of the invention
Thereby the object of the present invention is to provide the port timing that can change suction valve to reduce a kind of continuous and variable gas distribution timing mechanism of discharging of the NOx of motor according to the variation of operating mode.
The objective of the invention is to realize like this:
A kind of continuous and variable gas distribution timing mechanism of the present invention; It is characterized in that: comprise variable cam, variable air inlet cam, exhaust cam, variable cam controlling rod, hydraulic actuator; Variable air inlet cam and exhaust cam are installed on the variable cam, and the helical spline tooth is set on the variable cam, and the Turbo Flora keyway that matches with the helical spline tooth is set on the variable air inlet cam; The variable air inlet cam connect variable air inlet cam control flume and with its one; The variable cam controlling rod connects hydraulic actuator, and variable cam controlling rod fork is installed on the variable cam controlling rod, and variable cam controlling rod fork is installed in the variable air inlet cam control flume.
The present invention can also comprise:
1, described hydraulic actuator comprises hydraulic oil fuel tank, hydraulic-pressure pump, solenoid electric valve, oil hydraulic cylinder, oil inlet pipe, return tube; The hydraulic oil fuel tank connects hydraulic-pressure pump, and hydraulic-pressure pump is communicated with solenoid electric valve through oil inlet pipe, and the hydraulic oil fuel tank is communicated with solenoid electric valve through return tube; Oil hydraulic cylinder is provided with filler opening and oil outlet; Solenoid electric valve is communicated with filler opening and oil outlet, and piston is set in the oil hydraulic cylinder, and piston is between filler opening and oil outlet; Piston connects the variable cam controlling rod, moves thereby the flow direction of the switch control hydraulic oil through the control solenoid electric valve promotes piston.
2, described variable air inlet cam, exhaust cam respectively have two, two exhaust cams between two variable air inlet cams, thereby the maximum displacement that block limits variable air inlet cam control flume is set on the variable cam.
3, also comprise variable cam controlling rod position transducer, variable cam controlling rod position transducer is installed on the oil hydraulic cylinder.
Advantage of the present invention is: the present invention can change the port timing of suction valve according to the variation of operating mode when motor is worked under different operating modes, thereby reduce the discharging of the NOx of motor.
Description of drawings
Fig. 1 is a structural representation of the present invention;
Fig. 2 a is a cam portion structural representation of the present invention, and Fig. 2 b is camshaft of the present invention and exhaust cam schematic representation, and Fig. 2 c is intake cam of the present invention and control flume schematic representation;
Fig. 3 is a hydraulic mechanism schematic representation of the present invention.
Embodiment
For example the present invention is done description in more detail below in conjunction with accompanying drawing:
In conjunction with Fig. 1～3, the distribution device of most big marine diesel engines drives through camshaft, and camshaft is the driving link of valve actuation mechanism, and cam face is bearing periodic impulsive load, so cam face should wear-resisting and endurance.Require camshaft itself that enough perception and toughness are arranged when therefore designing, alternate load and the distortion of stressed back are little to withstand shocks.In order to make preparation process simple, use assembled camshaft, the segmentation manufacturing is assembled into a camshaft at last.Among Fig. 1; Variable cam 1 connects intake cam 2 through helical spline; Through moving variable cam controlling rod 3 the variable air inlet cam is moved; The straight spline tooth interference fit of exhaust cam 4 usefulness connects, and can change the stationary phase of cam like this according to the needs of difference cylinder, more helps the assembling of camshaft.
According to the phase place of the original intake cam of diesel engine with through the maximum variable phase place that experiment obtains, calculate maximum phase rotator
Confirm the maximum moving displacement S of variable air inlet cam according to the spatial position of reality
Max, and then confirm the pitch L of helical spline, following formula according to the maximum variable phase place:
In the formula;
---be intake cam maximum phase corner, unit is °;
θ
Max---change the angle for the diesel engine intake valve timing is maximum, unit is a ° CA;
S
Max---be the maximum moving displacement of air inlet variable cam, unit is mm;
L---be the pitch of helical spline tooth, unit is mm.
Referring to Fig. 2, on the camshaft 1 that the present invention designed the helical spline tooth is arranged, intake cam 2 also has the Turbo Flora keyway; Both mate each other; Intake cam 2 can move axially on camshaft 1, and is simple in order to make processing technology, adopts the segmented camshaft; Each cylinder is one group, is fitting together at last.
Gather the signal of diesel engine through diesel engine speed sensor 5 and injection pump rack position transducer 6; Judge the working state of diesel engine through this signal; Promptly be under what kind of operating mode and work; The signal of sensor is transferred to electronic control system 7 then, and electronic control system 7 is single chip control module, mainly is the output of storage data and control command; The data of its storage inside are the MAP figure that the best suction valve of diesel engine under different operating modes shifts to an earlier date opening angle, and this MAP figure is the data that diesel engine measures on test-bed.The diesel engine condition and the MAP in control system that in electronic control system 7, judge through sensor signal scheme enterprising row interpolation; Output order then; Pass to hydraulic actuator 8 signals, make variable cam controlling rod 3 move certain displacement, so change has taken place the phase place of variable air inlet cam 2; Feed back to electronic control system 7 through variable cam controlling rod position transducer 9, guarantee that the displacement that variable cam controlling rod 3 moves is accurately.
The structural representation of hydraulic actuator 8 is seen Fig. 3; Hydraulic actuator 8 provides high-pressure and hydraulic oil through hydraulic-pressure pump 12, controls the oil mass that gets into oil hydraulic cylinder 14 through the switch of solenoid electric valve 10, and then the piston displacement of oil hydraulic cylinder is changed; Hydraulic-pressure pump 12 connects hydraulic oil fuel tank 11; Electronic control system 7 connects solenoid electric valve 10, the turnover of solenoid electric valve 10 control hydraulic oil oil-feeds 13 and hydraulic oil oil return 15,14 motions of control oil hydraulic cylinder.Concrete working procedure is following:
1, when receiving electronic control system 7, sends when increasing suction valve advance angle execution command by solenoid electric valve 10; Unlatching through control electromagnetic valve makes hydraulic oil be applied to the left side of oil hydraulic cylinder 14 pistons; Force piston to move to right, on variable cam 1, axially move right, owing to be that the helical spline tooth connects because controlling rod 3 promotes variable air inlet cam 2; So intake cam rotates in moving process, make the switching of suction valve shift to an earlier date several angle constantly.
2, send and reduce suction valve advance angle when execution command when solenoid electric valve 10 receives electronic control system 7; Unlatching through control electromagnetic valve makes hydraulic oil be applied to the right side of oil hydraulic cylinder 14 pistons; Piston will move to left; Variable air inlet cam 2 is moved round about, is that the connection of helical spline tooth is rotated variable air inlet cam 2 round about equally, suction valve is opened and closed postpone certain angle constantly.
Claims (5)
1. continuous and variable gas distribution timing mechanism; It is characterized in that: comprise variable cam, variable air inlet cam, exhaust cam, variable cam controlling rod, hydraulic actuator; Variable air inlet cam and exhaust cam are installed on the variable cam, and the helical spline tooth is set on the variable cam, and the Turbo Flora keyway that matches with the helical spline tooth is set on the variable air inlet cam; The variable air inlet cam connect variable air inlet cam control flume and with its one; The variable cam controlling rod connects hydraulic actuator, and variable cam controlling rod fork is installed on the variable cam controlling rod, and variable cam controlling rod fork is installed in the variable air inlet cam control flume.
2. a kind of continuous and variable gas distribution timing mechanism according to claim 1; It is characterized in that: described hydraulic actuator comprises hydraulic oil fuel tank, hydraulic-pressure pump, solenoid electric valve, oil hydraulic cylinder, oil inlet pipe, return tube; The hydraulic oil fuel tank connects hydraulic-pressure pump, and hydraulic-pressure pump is communicated with solenoid electric valve through oil inlet pipe, and the hydraulic oil fuel tank is communicated with solenoid electric valve through return tube; Oil hydraulic cylinder is provided with filler opening and oil outlet; Solenoid electric valve is communicated with filler opening and oil outlet, and piston is set in the oil hydraulic cylinder, and piston is between filler opening and oil outlet; Piston connects the variable cam controlling rod, moves thereby the flow direction of the switch control hydraulic oil through the control solenoid electric valve promotes piston.
3. a kind of continuous and variable gas distribution timing mechanism according to claim 1 and 2; It is characterized in that: described variable air inlet cam, exhaust cam respectively have two; Two exhaust cams between two variable air inlet cams, thereby the maximum displacement that block limits variable air inlet cam control flume is set on the variable cam.
4. a kind of continuous and variable gas distribution timing mechanism according to claim 1 and 2 is characterized in that: also comprise variable cam controlling rod position transducer, variable cam controlling rod position transducer is installed on the oil hydraulic cylinder.
5. a kind of continuous and variable gas distribution timing mechanism according to claim 3 is characterized in that: also comprise variable cam controlling rod position transducer, variable cam controlling rod position transducer is installed on the oil hydraulic cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2012103257719A CN102817663A (en) | 2012-09-05 | 2012-09-05 | Continuous variable distribution timing mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2012103257719A CN102817663A (en) | 2012-09-05 | 2012-09-05 | Continuous variable distribution timing mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN102817663A true CN102817663A (en) | 2012-12-12 |
Family
ID=47302056
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2012103257719A Pending CN102817663A (en) | 2012-09-05 | 2012-09-05 | Continuous variable distribution timing mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN102817663A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103899374A (en) * | 2014-03-27 | 2014-07-02 | 哈尔滨工程大学 | Mechanical device capable of infinitely adjusting phase advance angle |
| CN112682121A (en) * | 2020-12-21 | 2021-04-20 | 中国北方发动机研究所(天津) | Distribution camshaft suitable for variable distribution mechanism of single cylinder diesel |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10184331A (en) * | 1996-12-26 | 1998-07-14 | Yamaha Motor Co Ltd | Return oil splash preventing structure for four cycle engine |
| CN101000018A (en) * | 2006-11-20 | 2007-07-18 | 张建元 | Divided cylinder type diesel engine |
| US20100122679A1 (en) * | 2008-11-18 | 2010-05-20 | Hyundai Motor Company | Oil circuit of continuously variable valve timing device |
| CN102606253A (en) * | 2012-04-01 | 2012-07-25 | 五邑大学 | Hydraulic type continuously variable valve device of engine |
| CN202810988U (en) * | 2012-09-05 | 2013-03-20 | 哈尔滨工程大学 | Continuously variable valve timing mechanism |
-
2012
- 2012-09-05 CN CN2012103257719A patent/CN102817663A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10184331A (en) * | 1996-12-26 | 1998-07-14 | Yamaha Motor Co Ltd | Return oil splash preventing structure for four cycle engine |
| CN101000018A (en) * | 2006-11-20 | 2007-07-18 | 张建元 | Divided cylinder type diesel engine |
| US20100122679A1 (en) * | 2008-11-18 | 2010-05-20 | Hyundai Motor Company | Oil circuit of continuously variable valve timing device |
| CN102606253A (en) * | 2012-04-01 | 2012-07-25 | 五邑大学 | Hydraulic type continuously variable valve device of engine |
| CN202810988U (en) * | 2012-09-05 | 2013-03-20 | 哈尔滨工程大学 | Continuously variable valve timing mechanism |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103899374A (en) * | 2014-03-27 | 2014-07-02 | 哈尔滨工程大学 | Mechanical device capable of infinitely adjusting phase advance angle |
| CN112682121A (en) * | 2020-12-21 | 2021-04-20 | 中国北方发动机研究所(天津) | Distribution camshaft suitable for variable distribution mechanism of single cylinder diesel |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7607503B1 (en) | Operating a vehicle with high fuel efficiency | |
| Wang | Introduction to engine valvetrains | |
| US8375904B2 (en) | Early intake valve closing and variable valve timing assembly and method | |
| EP1474600B1 (en) | An apparatus for an internal combustion engine | |
| CN107939466B (en) | Multi-stage sliding cam actuator for an internal combustion engine assembly | |
| CN101078375A (en) | Gasoline engine valve lift and phase variable system | |
| CN109154242B (en) | Method for operating an internal combustion engine and internal combustion engine | |
| CN101258312A (en) | Method for operating internal-combustion engines | |
| AU2014201031B2 (en) | Method and systems for variable valve timing for a v-engine with a single central camshaft | |
| EP2184452B1 (en) | Diesel engine having a system for variable control of the intake valves and inner exhaust gas recirculation | |
| CN101092893A (en) | High pressurized miller cycle dynamo and control method | |
| Kreuter et al. | Variable valve actuation–switchable and continuously variable valve lifts | |
| CN202810988U (en) | Continuously variable valve timing mechanism | |
| US20160160710A1 (en) | Engine braking via advancing the exhaust valve | |
| WO2009151352A1 (en) | Late miller internal combustion engine | |
| EP2553242B1 (en) | Improved differential-stroke internal combustion engine | |
| Isenstadt et al. | Naturally aspirated gasoline engines and cylinder deactivation | |
| CN102787879B (en) | A kind of engine air distribution system valve lift continuous variable mechanism | |
| US10060308B2 (en) | Modularized multifunctional variable valve actuation system for use in 6-cylinder internal combustion engine | |
| CN102817663A (en) | Continuous variable distribution timing mechanism | |
| Fuchs et al. | Development of a high performance two-cycle engine brake for medium and heavy duty diesel engines | |
| SE1650792A1 (en) | Four Stroke Internal Combustion Engine and thereto-related Method | |
| CN116391075A (en) | Method for operating an internal combustion engine, in particular of a motor vehicle | |
| US11852045B2 (en) | Method for controlling an internal combustion engine arrangement | |
| JP2018119443A (en) | Control device of internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C02 | Deemed withdrawal of patent application after publication (patent law 2001) | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20121212 |