CN103758604A

CN103758604A - Gas distributing mechanism for engine and car with same

Info

Publication number: CN103758604A
Application number: CN201410036327.4A
Authority: CN
Inventors: 桂小林; 张金龙; 路和林; 王建航; 韩泽明; 王斌; 张续升
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2014-01-23
Filing date: 2014-01-23
Publication date: 2014-04-30
Anticipated expiration: 2034-01-23
Also published as: CN103758604B

Abstract

The invention discloses a gas distributing mechanism for an engine and a car with the gas distributing mechanism. The gas distributing mechanism comprises a valve mechanism, a rocker arm assembly, a first roller, a second roller, a cam shaft, a bearing structure, a phase adjusting mechanism, and a third roller or a limiting pin. A driving molded surface is constructed at the bottom of the rocker arm assembly and is suitable for driving a valve to move, the first roller and the second roller can be arranged on the rocker arm assembly in a pivoted mode, the cam shaft comprises an inner shaft and an outer shaft, the inner shaft and the outer shaft are coaxially arranged, an inner shaft cam and an outer shaft cam which rotate along with the corresponding shafts are arranged on the inner shaft and the outer shaft respectively, the outer shaft cam abuts against the first roller, the inner shaft cam abuts against the second roller, the phase adjusting mechanism is used for adjusting the relative phase of the inner shaft and the outer shaft, a circular-arc curved surface or a sliding groove is formed in the bearing structure, the third roller can be tightly attached to the circular-arc curved surface in a rolling mode, and the limiting pin can be arranged in the sliding groove in a sliding and matching mode. The gas distributing mechanism can achieve secondary opening of the valve, the continuous opening time of the valve can be prolonged at the same time, the structure is simple and compact, and the influence on the height of the engine is small.

Description

Valve mechanism for engine and vehicle with valve mechanism

Technical Field

The invention relates to the field of automobile structures, in particular to a valve actuating mechanism for an engine and a vehicle with the valve actuating mechanism.

Background

The valve timing mechanism of the engine is used for driving the valve to open and close, the valve timing phase of the valve timing mechanism is generally determined based on local optimization of a certain narrow working condition range of the engine, the valve timing phase is fixed and unchanged in the working process, and the valve motion law is completely determined by the cam profile. However, the cam profile is single, the valve motion law cannot be adjusted according to the actual working condition requirement of the engine, the cam profile cannot be adapted to different operating conditions of the engine at the same time, the oil consumption is high, the emission is poor, the improvement of the power performance of the engine is not facilitated, the general variable valve lift technology can only change the maximum valve opening lift, the change mode is single, the structure is complex, the number of parts is large, and the control is complicated.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the above-mentioned problems in the prior art. Therefore, an object of the present invention is to provide a valve gear for an engine, which can realize secondary opening of a valve, and can prolong the valve opening duration, and has a simple and compact structure and small influence on the height of the engine.

Another object of the present invention is to provide a vehicle having the valve train described above.

A valve gear for an engine according to an embodiment of the present invention includes: a valve train; a rocker arm assembly configured at a bottom thereof with a driving profile adapted to drive a valve of a valve train in a direction parallel to a valve centerline; the first roller and the second roller are both arranged on the rocker arm component in a pivoting manner; a camshaft including an inner shaft and an outer shaft coaxially disposed, the inner shaft having an inner shaft cam that rotates in synchronization with the inner shaft, the outer shaft having an outer shaft cam that rotates in synchronization with the outer shaft, the outer shaft cam abutting against the first roller, the inner shaft cam abutting against the second roller; a support structure for supporting the camshaft; and a phase adjustment mechanism for adjusting the relative phase of the inner shaft and the outer shaft; the valve train further comprises a third roller, the third roller is pivotally arranged on the rocker arm assembly, an arc curved surface is further constructed on the supporting structure, and the third roller can be tightly attached to the arc curved surface in a rolling manner; or the valve train further comprises a limiting pin, the limiting pin is arranged on the rocker arm assembly, a sliding groove is further constructed on the supporting structure, and the limiting pin is slidably matched in the sliding groove.

According to the valve actuating mechanism for the engine in the embodiment of the invention, the camshaft comprising the inner shaft and the outer shaft which are coaxially arranged is adopted, the purposes of secondary opening of the valve and prolonging of the opening duration of the valve can be realized, when the secondary opening of the valve is realized, the scavenging function can be realized, and the requirements of the engine (such as a gasoline engine and a diesel engine) on the valve motion rules under different working conditions can be met. Meanwhile, the valve actuating mechanism and the rocker arm assembly thereof according to the embodiment of the invention have the advantages of compact structure, small required arrangement space, small influence on the height of the engine, relatively simple oil circuit arrangement and small mechanical loss.

According to one embodiment of the invention, the rocker arm assembly comprises: two side plate portions that are opposed to each other and are disposed at an interval; the two driving parts are respectively arranged at the outer sides of the two side plate parts, and the bottom surfaces of the driving parts form the driving molded surfaces; the number of the first rollers is two, and the two first rollers are respectively arranged on the outer sides of the two side plate parts; the number of the second rollers is one, and the second rollers are arranged between the two side plate parts; the number of the third rollers is two, and the two third rollers are respectively arranged at the outer sides of the two driving parts.

According to one embodiment of the present invention, the two side plate portions and the two first rollers are connected by a first pin; the two side plate parts are connected with the second roller through a second pin shaft; the two driving parts are connected with the two third rollers through third pin shafts respectively.

According to an embodiment of the present invention, the first roller is located at one end of the side plate portion, and the second roller is located at the other end of the side plate portion.

According to one embodiment of the present invention, the support structure is formed with an upper recess portion and a lower recess portion, respectively, the upper recess portion penetrating upward through a top surface of the support structure, the lower recess portion penetrating downward through a bottom surface of the support structure, wherein the camshaft is supported in the upper recess portion and the third roller is housed in the lower recess portion, and a top surface of the lower recess portion constitutes the circular arc curved surface.

According to one embodiment of the present invention, the upper concave portion is a semicircular arc shape, and the diameter of the upper concave portion is substantially equal to the diameter of the camshaft (outer shaft).

According to an embodiment of the present invention, the outer shaft cam is interference-fitted on the outer shaft, the inner shaft cam is clearance-fitted on the outer shaft, a limit groove is formed on the outer shaft, and the inner shaft cam is connected by a stopper pin penetrating the inner shaft cam, the limit groove, and the inner shaft.

According to an embodiment of the present invention, the valve gear for an engine further includes: the hydraulic tappet is matched with the other end of the valve rocker, and the driving molded surface is abutted against the valve rocker roller.

According to one embodiment of the invention, the phase adjustment mechanism is a phaser.

The vehicle according to the embodiment of the invention further includes the valve gear for the engine according to the above embodiment of the invention.

Drawings

FIG. 1 is a schematic structural diagram of a valve train for an engine according to one embodiment of the present invention;

FIG. 2 is a side view of a valve train for an engine according to one embodiment of the present invention;

FIG. 3 is a schematic diagram of a structure at a rocker arm assembly of a valve train for an engine according to one embodiment of the present invention;

FIG. 4 is a schematic structural view of a support structure for a valve train of an engine according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a camshaft for a valve train of an engine according to an embodiment of the present invention;

FIG. 6 is a schematic structural diagram of a valve train for an engine according to another embodiment of the present invention;

FIG. 7 is a side view of a valve train for an engine according to another embodiment of the present invention;

FIG. 8 is a schematic diagram of a structure at a rocker arm assembly of a valve train for an engine according to another embodiment of the present invention;

fig. 9 is a structural schematic diagram of a support structure of a valve train for an engine according to another embodiment of the present invention.

Reference numerals:

a valve mechanism 100,

A valve mechanism 1, a valve 11,

A rocker arm component 2,

A side plate part 21,

A driving part 23, a driving profile 231,

A first roller 31, a first roller 32, a third roller 33, a stopper pin 34,

A camshaft 42,

Inner shaft 422, inner shaft cam 4221 and stop pin 4222

An outer shaft 423, an outer shaft cam 4231, a limit groove 4232,

Support structure 5, upper concave part 51, lower concave part 52, arc curved surface 521, sliding groove 53,

Valve rocker arm 61, valve rocker roller 611, hydraulic tappet 62,

A first pin 71, a second pin 72, a third pin 73,

Elastic reset structure 8

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

The engine body group of the engine is a bracket of the engine, and is a base body for assembling a crank connecting rod mechanism, a valve actuating mechanism and all systems. In the art, generally, a block assembly mainly includes a cylinder block, a cylinder head gasket, an oil pan, and the like, the oil pan is generally disposed at the bottom of the cylinder block, the cylinder head is disposed at the top of the cylinder block, and the cylinder head gasket is disposed between the top surface of the cylinder block and the bottom surface of the cylinder head for sealing a gap therebetween.

The cylinder cover, the top of the piston and the cylinder form a combustion chamber, the top of the combustion chamber is provided with an air inlet and an air outlet, and an air valve of the valve mechanism penetrates through the cylinder cover and seals the air inlet and the air outlet. For the existing general engine, a two-in two-out valve mode is mostly adopted, and a few valve modes adopt one-in one-out or three-in two-out valve modes.

For the same engine, there are usually many different working conditions, such as low-speed small-load working condition, high-speed large-load working condition, etc., when the engine is in different working conditions, the torque and power output by the engine are different, and the content of harmful gas discharged by the engine is also different, the valve train of the engine opens and closes the intake valve and the exhaust valve at regular time according to the working cycle and the ignition sequence requirement in each cylinder.

Generally, a valve gear can adjust the lift amount of a valve, but the adjustment mode is single, and the use requirement cannot be well met. The valve timing mechanism according to the embodiment of the invention can realize secondary opening of the valve, can also appropriately prolong the opening time of the valve, and has various adjusting modes, thereby better meeting the requirements of different working conditions.

It will be appreciated that the valve gear according to embodiments of the invention may be used to actuate valve events on the intake side, but may of course be used to actuate valve events on the exhaust side, or both on the intake and exhaust sides to actuate respective valve events. Preferably, the valve gear according to the embodiment of the present invention is used for driving the valve action on the exhaust side, and in the following description, the valve gear is used for driving the valve on the exhaust side as an example.

A valve gear 100 for an engine according to an embodiment of the invention is described in detail below with reference to fig. 1 to 9.

A valve gear 100 for an engine according to an embodiment of the invention includes a valve train 1, a rocker arm assembly 2, a first roller 31, a second roller 32, a third roller 33 or a stopper pin 34, a camshaft 42 including an inner shaft 422 and an outer shaft 423 that are coaxially arranged, a support structure 5 for supporting the camshaft 42, and a phase adjusting mechanism (not shown) for adjusting the relative phases of the inner shaft 422 and the outer shaft 423.

The valve mechanism 1 is well known to those skilled in the art, and for example, the valve mechanism 1 may include a valve 11, and the valve 11 may reciprocate up and down in a valve guide along a center line of the valve 11 to open or close an intake port or an exhaust port of a combustion chamber, and for these components, which may be arranged in the same manner as in the prior art, will not be described in detail.

As shown in fig. 2, 3, 7 and 8, the bottom of the rocker arm assembly 2 is configured with a driving profile 231, the driving profile 231 is adapted to drive the valve 11 of the valve mechanism 1 to move in a direction parallel to the center line of the valve 11, and the driving profile 231 may be, but not limited to, a shoe profile. It should be understood that the specific line type of the driving profile 231 can be flexibly designed by those skilled in the art according to actual needs, and is not limited to the shoe profile described above.

The first roller 31 and the second roller 32 are both pivotally provided on the rocker arm assembly 2. That is, the first roller 31 is provided on the rocker arm assembly 2 and is pivotable with respect to the rocker arm assembly 2, and the second roller 32 is provided on the rocker arm assembly 2 and is pivotable with respect to the rocker arm assembly 2.

As shown in fig. 1 to 3, 5, and 6 to 8, the camshaft 42 includes an inner shaft 422 and an outer shaft 423 that are coaxially arranged, the inner shaft 422 has inner shaft cams 4221 that rotate in synchronization with the inner shaft 422, and the outer shaft 423 has outer shaft cams 4231 that rotate in synchronization with the outer shaft 423.

The outer shaft cam 4231 may be interference-fitted to the outer shaft 423, the inner shaft cam 4221 may be clearance-fitted to the outer shaft 423, a limit groove 4232 may be formed on the outer shaft 423, and the inner shaft cam 4221 may be coupled to the inner shaft 422 by a stopper pin 4222 inserted through the inner shaft cam 4221, the limit groove 4232, and the inner shaft 422.

Referring to fig. 1, 5 and 6, the inner shaft 422 is embedded in the outer shaft 423, and the inner shaft 422 and the outer shaft 423 are rotatable relative to each other or rotatable in synchronization with each other. The stop pin 4222 can slide in the limit groove 4232, and the limit groove 4232 can limit the rotation angle of the inner shaft cam 4221 relative to the outer shaft 423, i.e. the relative phase of the inner shaft 422 and the outer shaft 423 can be continuously adjusted within a certain angle through the limit function of the limit groove 4232.

The outer shaft cam 4231 abuts against the first roller 31, and the inner shaft cam 4221 abuts against the second roller 32. In other words, the outer shaft cams 4231 and the first rollers 31 are equal in number and respectively in one-to-one abutting engagement, and the inner shaft cams 4221 and the second rollers 32 are equal in number and respectively in one-to-one abutting engagement.

According to some embodiments of the present invention, each of the inner and

outer shaft cams

4221 and 4231 has a large base circle (a section in fig. 2 and 7), a small base circle (B section in fig. 2 and 7), and a transition section (C section in fig. 2 and 7) connecting between the large and small base circles, but is not limited thereto, and it is possible for those skilled in the art to adaptively set the profile of the cam according to actual needs.

For example, the lift amount of the valve 11 may be the largest when the large base circles of the two cams (i.e., the outer shaft cam 4231 and the inner shaft cam 42) are in abutting contact with the respective rollers (i.e., the first roller 31 or the second roller 32). That is, when the large base circle of the outer shaft cam 4231 is in abutting contact with the first roller 31 and the large base circle of the inner shaft cam 4221 is in abutting contact with the second roller 32, the valve 11 is in the maximum open lift state.

When the small base circle of at least one of the two cams is in contact with the corresponding roller, the valve 11 may be in a closed state, i.e., the lift amount of the valve 11 is minimized. For example, the valve 11 may be in the closed state when the large base circle of the outer shaft cam 4231 is in abutting contact with the first roller 31 and the small base circle of the inner shaft cam 4221 is in abutting contact with the second roller 32, or when the small base circle of the outer shaft cam 4231 is in abutting contact with the first roller 31 and the large base circle of the inner shaft cam 4221 is in abutting contact with the second roller 32.

And when the transition sections of the two cams are in contact with the corresponding rollers or one is the transition section and the other is the large base circle, the lift amount of the valve 11 can be between zero lift and maximum lift. For example, when the transition section of the outer shaft cam 4231 is in abutting contact with the first roller 31 and the transition section of the inner shaft cam 4221 is in abutting contact with the second roller 32, or when the transition section of the outer shaft cam 4231 is in abutting contact with the first roller 31 and the large base circle of the inner shaft cam 4221 is in abutting contact with the second roller 32, the lift amount of the valve 11 may be between zero lift and maximum lift.

It should be understood, however, that the present invention is not limited thereto, and it will be apparent to those skilled in the art from this disclosure that the profiles of the two cams can be flexibly designed, and that the amount of lift of the drive valve 11 following actuation of the rocker arm assembly 2 can be adaptively varied as the position of contact between the two cam profiles and the corresponding roller changes, as will be readily understood by those skilled in the art.

In the embodiment as shown in fig. 1-5, the valve train 100 further comprises a third roller 33, the third roller 33 being pivotably provided on the rocker arm assembly 2, the third roller 33 being provided on the rocker arm assembly 2 and being pivotable with respect to the rocker arm assembly 2.

The support structure 5 is configured with a curved arc surface 521, the third roller 33 is rollably abutted against the curved arc surface 521, and when the rocker arm assembly 2 is actuated, the third roller 33 rolls along the curved arc surface 521. That is, the movement locus of the rocker arm assembly 2 can be limited by adopting the matching structure of the third roller 33 and the arc curved surface 521, and the stability of the rocker arm assembly 2 can be well maintained, and the structure is simple. Meanwhile, the arc curved surface 521 is adopted, so that smooth and smooth generation of the valve 11 can be ensured, and the impact of the valve train 100 is reduced. It is understood that the valve train 100 can adjust the parameters of the curved circular arc surface 521 for different engine models.

In the embodiment shown in fig. 6-9, the valve train 100 further includes a spacing pin 34. The limit pin 34 may be provided on the rocker arm assembly 2.

The support structure 5 is also constructed with a slide groove 53, and the stopper pin 34 is slidably fitted in the slide groove 53. When the rocker arm assembly 2 is actuated, the stopper pin 34 moves along the slide groove 53. That is to say, the motion trail of the rocker arm assembly 2 can be limited by adopting the matching structure of the limiting pin 34 and the sliding groove 53, and meanwhile, the stability of the rocker arm assembly 2 can be well maintained, and the structure is simple. Meanwhile, the sliding groove 53 is adopted, so that smooth and smooth generation of the valve 11 can be ensured, and the impact of the valve train 100 is reduced. It is understood that the valve train 100 can adjust the shape parameters of the sliding groove 53 for different engine models.

The phase adjustment mechanism is used to adjust the relative phase of the outer shaft 423 and the inner shaft 422, thereby changing the relative phase of the outer shaft cam 4231 and the inner shaft cam 4221. According to one embodiment of the invention, the phase adjustment mechanism may be a phaser, which may be a single rotor phaser, i.e., only one rotor, which may be connected to one of the inner shaft 422 and the outer shaft 423 and the stator of the phaser may be connected to the other of the inner shaft 422 and the outer shaft 423 to adjust the phase of one shaft relative to the other shaft. Taking the example that the rotor of the phaser is connected with the inner shaft 422 and the stator is connected with the outer shaft 423, the phaser can change the relative phase of the inner shaft 422, when the phaser is adjusted clockwise, the valve 11 realizes the continuous increase of the secondary opening lift, and when the phaser is adjusted anticlockwise, the opening duration of the valve 11 is gradually increased. It should be understood that the phaser has been known in the art to adjust the relative phase of two shafts and that the specific construction of the phaser, the specific operating principle of the phaser and the adjustment process are not specifically described herein.

It can be understood that, because the valve train 100 according to the embodiment of the present invention drives the same-side valve 11 by using the inner shaft 422 and the outer shaft 423 which are coaxially arranged, after the relative phases of the two shafts are adjusted by the phaser in the valve train 100 according to the embodiment of the present invention, the secondary opening of the valve 11 and the extension of the opening time of the valve 11 can be realized.

Specifically, in the process of rotation of the camshaft 42, the large base circles of the two cams are both in contact with the corresponding roller, and at this time, the lift amount of the valve 11 may be the largest, and at the same time, the large base circle of one cam is in contact with the corresponding roller, and the transition section of the other cam is in contact with the corresponding roller, and at this time, the lift amount of the valve 11 is reduced relative to the maximum lift amount, so that the valve 11 has two opening actions, wherein one opening action is up to the maximum lift amount, and the other opening lift amount is reduced relative to the maximum lift amount, and the purpose of secondary opening of the valve 11 is achieved.

Further, when the interval of the secondary opening of the valve 11 is large, for example, when the secondary opening of the valve 11 on the exhaust side is close to the valve closing time on the intake side, the scavenging function can be realized, so that the low-speed torque and the transient response performance of the engine can be improved. If the valve 11 on the exhaust side is opened for the second time, the heat management can be enhanced, the rapid warming-up is realized, the problem of difficulty in cold start of the engine at low compression ratio is solved, the emission of the engine can be reduced, and the idling stability and the running smoothness of the engine cooler and the torque control and other effects in the DPF regeneration stage are improved. The specific control of the time interval of the secondary opening of the valve 11 can be realized by adaptively designing the cam profile, but is not limited thereto.

After the relative phases of the two shafts are adjusted by the phaser, the relative phases of the inner shaft cam 4221 and the outer shaft cam 4231 are changed, so that the purpose of increasing the opening time of the valve 11 can be achieved, for example, after the relative phases of the two shafts are adjusted, the inner shaft cam 4221 and the outer shaft cam 4231 can be continuously contacted with corresponding rollers by a large base circle, and the opening time of the valve 11 can be greatly prolonged.

Therefore, according to the valve actuating mechanism 100 for the engine according to the above embodiment of the present invention, the camshaft 42 including the inner shaft 422 and the outer shaft 423 that are coaxially disposed is adopted, so that the purpose of secondary opening of the valve 11 and extension of the opening duration of the valve 11 can be achieved, when the secondary opening of the valve 11 is achieved, a scavenging function can be achieved, and the requirements of the engine (for example, a gasoline engine and a diesel engine) on the valve motion laws of different working conditions can be met. Meanwhile, the valve actuating mechanism 100 and the rocker arm assembly 22 thereof according to the embodiment of the invention have compact structure, small required arrangement space, small influence on the height of the engine, relatively simple oil circuit arrangement and small mechanical loss.

The illustrated valve train 100 is described in detail below with reference to fig. 1-9.

As shown in fig. 3 and 8, the rocker arm assembly 2 may include two side plate portions 21 and two drive portions 23. The two side plate portions 21 are opposed to each other and spaced apart from each other. The two side plate portions 21 may be connected to each other by an intermediate connecting portion. The two driving portions 23 are respectively provided outside the two side plate portions 21, and the bottom surfaces of the driving portions 23 constitute driving profiles 231. As shown in fig. 2 and 7, the bottom surface of the driving portion 23 is a curved surface to form the driving profile 231, where the curved surface can be divided into multiple sub-curved surfaces connected in sequence, i.e. the driving profile 231 can be configured as a shoe, so that the moving speed, acceleration and jump value of the valve 11 can be reduced, the stability of the valve train 100 can be ensured, and the design accuracy requirement of the cam profile can be reduced, and the cost can be saved, but is not limited thereto.

Two first rollers 31 are provided, and the two first rollers 31 are provided outside the two side plate portions 21, respectively; the second roller 32 is one, and the second roller 32 is provided between the two side plate portions 21. Accordingly, there are two outer shaft cams 4231, one inner shaft cam 4221, and the inner shaft cam 4221 is located between the two outer shaft cams 4231.

The number of the third rollers 33 is two, and the two third rollers 33 may be provided outside the two driving portions 23, respectively. Accordingly, the support structure 5 is configured with a curved circular arc surface 521 which cooperates with the two third rollers 33, respectively. As shown in fig. 4, the support structure 5 is formed with an upper recess 51 and a lower recess 52, respectively, the upper recess 51 penetrating upward through the top surface of the support structure 5, and the lower recess 52 penetrating downward through the bottom surface of the support structure 5, wherein the camshaft 42 is supported in the upper recess 51 and the third roller 33 is housed in the lower recess 52, and the top surface of the lower recess 52 constitutes a circular arc curved surface 521. The support structure 5 can thereby also better support the camshaft 42.

Further, as shown in fig. 2, the upper concave portion 51 may be a semicircular arc shape, and the diameter of the upper concave portion 51 is substantially equal to the diameter of the camshaft 42 (the outer shaft 423), so that the outer shaft 423 is supported better and the outer shaft 423 is axially limited.

As shown in fig. 4, in some embodiments, the support structure 5 is configured in a rectangular plate shape, and the support structure 5 is provided with an upper notch 51 corresponding to the camshaft 42 and a lower notch 52 corresponding to the third roller 33, so that the structure is simple, the processing is convenient, the cost is low, the occupied space is small, and the arrangement is convenient.

Wherein the support structure 5 is provided on the engine block. Here, it should be noted that, in the art, the engine block mainly includes components such as a cylinder block, a cylinder head gasket, and an oil pan, but in the present invention, the engine block should be broadly understood, that is, the engine block may include not only the components included in the engine block in the above-mentioned conventional sense, but also some accessory mounting components. For example, in the above description, "the support structure 5 is provided on the block group of the engine", it is understood that the support structure 5 is provided directly on the block group, such as a cylinder head, or an intermediate part may be fixedly provided on the cylinder head, and the support structure 5 is provided on the intermediate part, i.e., the intermediate part here is understood to be a part of the block group.

Further, as shown in fig. 3, the two side plate portions 21 and the two first rollers 31 may be connected by a first pin 71, the two side plate portions 21 and the second rollers 32 may be connected by a second pin 72, and the two driving portions 23 and the two third rollers 33 may be connected by third pins 73, respectively. Thereby, the arrangement of the third roller 33 is more flexible. Of course, the pivotable connection of the third roller 33 to the rocker arm assembly 2 is not limited thereto, and the third roller 33 may be provided coaxially with one of the first roller 31 and the second roller 32. In other words, the third roller may also be pivotally connected to the rocker arm assembly 2 via one of the first pin 71 and the second pin 72, thereby increasing the compactness of the valve train 100, reducing parts, and saving costs.

As shown in fig. 3, the side plate portion 21 may be formed in a "V" shape. The first roller 31 may be located at one end of the side plate portion 21, and the second roller 32 may be located at the other end of the side plate portion 21, thereby having a simpler and more compact structure and fewer parts.

As shown in fig. 7 and 8, the stopper pin 34 may be integrally formed with the third pin 73, and both ends of the third pin 73 extend to both sides and beyond the two swing arms 211 to form the stopper pin 34. The stopper pin 34 may be two. Accordingly, as shown in fig. 9, the support structure 5 may be provided with a circular arc-shaped sliding groove 53, and the stopper pin 34 may slide in the sliding groove 53. The stop pin 34 may be stepped, and the specific shape of the sliding groove 53 may be designed according to the motion trajectory required by the rocker arm assembly 2, but is not limited thereto.

As shown in fig. 1-3, the valve train 100 further includes a valve rocker 61 and a hydraulic tappet 62, the valve rocker 61 is provided with a valve rocker roller 611, the top of the valve 11 is engaged with one end of the valve rocker 61, the hydraulic tappet 62 is engaged with the other end of the valve rocker 61, and the driving profile 231 abuts against the valve rocker roller 611. Thus, when the rocker arm assembly 2 is actuated, the driving profile 231 at the bottom thereof pushes the rocker roller 611 to actuate the rocker arm 61, and the rocker arm 61 in turn actuates the valve 11 to open the valve 11.

The hydraulic lifter 62 may be used to adjust the valve 11 lash, and the specific configuration and operation of the hydraulic lifter 62 are well known in the art and are widely used in the art, such as in VVL technology, and therefore the hydraulic lifter 62 will not be described in detail herein.

In some embodiments, two driving portions 23 are provided with one supporting structure 5 on the outer side, and the driving portions 23 are provided with third rollers 33 on the outer side. In the example of fig. 1 and 2, each valve train 1 comprises two valves 11, correspondingly, two drive portions 23, three rollers 33, support structures 5 and curved circular arc surfaces 521, and one valve 11 corresponds to one drive portion 23, one third roller 33, one support structure 5 and one curved circular arc surface 521. This makes it possible to better support the camshaft 42 and increase the stability of the valve train 100 during operation.

It is to be understood that, in the above-described embodiment, in order to ensure that the outer shaft cam 4231 and the first roller 31 and the inner shaft cam 4221 and the second roller 32 can constantly maintain a contact state, and prevent the slipping phenomenon, the valve train 100 further has the elastic return structure 8, the elastic return structure 8 can elastically push the first roller 31 and the second roller 32 so that the first roller 31 always abuts against the outer peripheral surface of the outer shaft cam 4231 and the second roller 32 always abuts against the inner shaft cam 4221, for those skilled in the art, the elastic return structure 8 can be designed in different structures, sizes and forms according to the structural characteristics of the rocker arm assembly 2, can be an integral structure or a split structure, as long as the corresponding cam can be ensured to be contacted with the corresponding roller at any time, this should be readily understood by those skilled in the art, and is therefore not particularly limited herein. For example, as shown in fig. 1, the resilient return structure 8 may be a spring.

A vehicle according to an embodiment of the invention is briefly described below.

The vehicle according to the embodiment of the invention includes the valve gear 100 for the engine according to the embodiment of the invention described above. Therefore, the vehicle provided by the embodiment of the invention has the advantages of good dynamic property, less harmful gas emission, energy conservation and environmental protection.

It should be understood that other components of a vehicle according to embodiments of the present invention, such as the engine, transmission, differential, braking system, etc., are well known in the art and will not be described in any detail herein.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A valve train for an engine, comprising:

a valve train;

a rocker arm assembly configured at a bottom thereof with a driving profile adapted to drive a valve of a valve train in a direction parallel to a valve centerline;

the first roller and the second roller are both arranged on the rocker arm component in a pivoting manner;

a camshaft including an inner shaft and an outer shaft coaxially disposed, the inner shaft having an inner shaft cam that rotates in synchronization with the inner shaft, the outer shaft having an outer shaft cam that rotates in synchronization with the outer shaft, the outer shaft cam abutting against the first roller, the inner shaft cam abutting against the second roller;

a support structure for supporting the camshaft; and

a phase adjustment mechanism for adjusting the relative phase of the inner shaft and the outer shaft; wherein,

the valve train further comprises a third roller, the third roller is pivotally arranged on the rocker arm assembly, an arc curved surface is further constructed on the supporting structure, and the third roller can be tightly attached to the arc curved surface in a rolling manner; or

The valve train further comprises a limiting pin, the limiting pin is arranged on the rocker arm assembly, a sliding groove is further constructed on the supporting structure, and the limiting pin is slidably matched in the sliding groove.

2. A valve gear for an engine according to claim 1,

the rocker arm assembly includes:

two side plate portions that are opposed to each other and are disposed at an interval;

the two driving parts are respectively arranged at the outer sides of the two side plate parts, and the bottom surfaces of the driving parts form the driving molded surfaces;

the number of the first rollers is two, and the two first rollers are respectively arranged on the outer sides of the two side plate parts; the number of the second rollers is one, and the second rollers are arranged between the two side plate parts; the number of the third rollers is two, and the two third rollers are respectively arranged at the outer sides of the two driving parts.

3. The valve train according to claim 2 wherein the two side plate portions and the two first rollers are connected by a first pin; the two side plate parts are connected with the second roller through a second pin shaft; the two driving parts are connected with the two third rollers through third pin shafts respectively.

4. The valve train according to claim 3, wherein the first roller is located at one end of the side plate portion, and the second roller is located at the other end of the side plate portion.

5. A valve gear for an engine according to claim 3, wherein the support structure is formed with an upper recess portion and a lower recess portion, respectively, the upper recess portion penetrating upward through a top surface of the support structure, the lower recess portion penetrating downward through a bottom surface of the support structure, wherein the camshaft is supported in the upper recess portion and the third roller is received in the lower recess portion, and a top surface of the lower recess portion constitutes the curved circular arc surface.

6. A valve gear for an engine according to claim 5, wherein the upper concave portion is semi-circular arc shaped, and the diameter of the upper concave portion is substantially equal to the diameter of the camshaft (outer shaft).

7. A valve gear for an engine according to claim 1, wherein the outer shaft cam is interference fitted to the outer shaft, the inner shaft cam is clearance fitted to the outer shaft, a stopper groove is formed in the outer shaft, and the inner shaft cam is connected to the stopper pin by passing through the inner shaft cam, the stopper groove, and the inner shaft.

8. A valve train for an engine according to claim 1, further comprising:

the hydraulic tappet is matched with the other end of the valve rocker, and the driving molded surface is abutted against the valve rocker roller.

9. A valve gear for an engine according to any one of claims 1 to 8 wherein the phase adjustment mechanism is a phaser.

10. A vehicle characterized by comprising a valve gear for an engine according to any one of claims 1 to 9.