CN107288701B - Two-stroke compression release type auxiliary braking device and method for engine - Google Patents
Two-stroke compression release type auxiliary braking device and method for engine Download PDFInfo
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- CN107288701B CN107288701B CN201710502911.8A CN201710502911A CN107288701B CN 107288701 B CN107288701 B CN 107288701B CN 201710502911 A CN201710502911 A CN 201710502911A CN 107288701 B CN107288701 B CN 107288701B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The invention discloses a two-stroke compression release type braking device of an engine and a braking method thereof. The invention discloses a brake device which is characterized in that an exhaust valve of an engine is opened and controlled by an intake valve in a braking mode, the exhaust valve can be in a closed state when an exhaust stroke is started, compressed gas in a release cylinder is opened when the exhaust stroke is close to the end, the exhaust stroke is changed into a compression stroke, thus compression release type braking of two strokes can be realized, higher braking power can be obtained, and the actually output braking power can be controlled by adjusting the opening of a throttle valve according to actual requirements.
Description
Technical Field
The present invention relates to an engine auxiliary brake device and a braking method thereof, and more particularly, to a two-stroke compression release type auxiliary brake device for an engine and a braking method thereof.
Background
In order to ensure the safety performance of a vehicle during long-time braking and improve the service life of a vehicle service brake, adding an auxiliary braking device on a large commercial vehicle or a passenger car has become a development trend at home and abroad, and traffic regulations in many countries in the world take the auxiliary braking device as a necessary system of the commercial vehicle. The auxiliary braking technology of the automobile engine mainly comprises 4 stages of engine braking, exhaust braking, leakage braking and decompression braking.
Engine braking, i.e. engine reverse, is the simplest form of engine-assisted braking, which is to reverse the engine by using the inertia of the vehicle running after the engine is cut off, thereby changing the engine providing the vehicle power to an energy-consuming air compressor. In the process of reverse towing, the engine needs to overcome the mechanical friction loss in the engine, the loss of auxiliary mechanisms (such as an oil injection pump, a fan, a generator and the like) of the driving engine, the pumping loss, the irreversible loss of compressed gas, the transmission loss and the like, so that the effect of reducing the speed of the vehicle by consuming the power of the vehicle is achieved. The auxiliary braking technology has low noise and little harm to the engine, but has limited braking effect, so people develop other various auxiliary braking technologies on the basis of engine braking.
In the exhaust brake, a butterfly valve is arranged on an exhaust pipeline of an engine, the exhaust back pressure of the engine is increased by closing the exhaust pipeline, when a driver uses the exhaust brake, an exhaust switch is opened, a solenoid valve opens a channel from an air storage tank to an exhaust butterfly valve, the butterfly valve blocks the exhaust pipe, the exhaust back pressure is increased to about 3-4 bar, and the exhaust back pressure must be overcome by an exhaust stroke of an engine piston in operation, so that the braking power of the engine is increased. The exhaust braking technology of the engine is widely applied due to a series of advantages of small volume, simple structure, small design difficulty, easy manufacture, low cost and the like.
The leakage braking is that after the engine stops oil supply, the exhaust valve keeps a certain opening degree all the time in the air inlet, compression and expansion strokes of the engine, the air in the cylinder can be exhausted through the exhaust valve in the compression stroke and the expansion stroke, and the work done by the air to the piston in the expansion stroke is reduced, so that the braking power is increased.
The decompression braking is that in the compression stroke, when the piston reaches the top dead center, the decompression braking device of the engine opens the exhaust valve to form a gap, and the compressed high-pressure gas is discharged out of the cylinder rapidly, so that the engine has less work on the piston due to less gas in the cylinder in the expansion stroke, and the braking effect is increased. With the repetition of the engine working cycle, the kinetic energy of the automobile in advance is consumed, so that the purpose of reducing the speed of the automobile is achieved. The most complex structure and the most expensive price of this type of braking power are typical of all available products, and the braking power generated by this type of braking power is basically equivalent to the rated power of the engine when the engine is normally driven. In the disclosed engine compression-release brake arrangement, the engine exhaust valve opens near the end of the engine compression stroke, releasing compressed gas compressing the top dead center, this part of the compression work being the main source of braking work for the compression-release brake, and the braking work produced by the expansion and exhaust strokes of the engine thereafter being only a small amount of mechanical and exhaust losses. If the intake valve of the engine can reopen the intake air in the expansion stroke, and the exhaust valve reopens the compressed gas in the release cylinder when the exhaust stroke is close to the end, a part of compression work can be obtained on the basis of the braking work of the existing compression release type braking device, the maximum braking power is further improved, and the braking requirement of the vehicle in a larger range is met.
Disclosure of Invention
The invention aims to provide a two-stroke compression release type braking device of an engine and a braking method thereof, which can generate higher braking power so as to meet the braking requirement of a vehicle in a wider range.
In order to solve the technical problems, the invention is realized by the following technical scheme:
the two-stroke compression release type braking device of the engine comprises at least two cylinders with the same structure and 360 degrees of phase difference, wherein each cylinder is provided with a gas distribution cam, a valve rocker arm, a rocker arm plunger seat, a valve, an air passage, an electromagnetic valve and an oil pump, a first driving plunger, a second driven plunger and a first driven plunger, which correspond to each cylinder of intake valve rocker arm, are arranged on the rocker arm plunger seat, a main oil duct, a control oil duct, a main control valve core and a first oil duct and a first one-way valve, which are connected between the first driving plunger and the first driven plunger, are arranged in the rocker arm plunger seat, and the second driving plunger is connected with a second driven plunger of another cylinder with 360 degrees of phase difference with the cylinder through a second oil duct and a second one-way valve; the main control valve core is provided with a main control valve annular groove which is connected with the first oil duct and the second oil duct through a first oil duct auxiliary duct and a second oil duct auxiliary duct respectively; the valve end of the cylinder is provided with an inlet valve rocker plunger cavity and an inlet valve rocker plunger piston, the inlet valve rocker plunger piston is connected with the inlet valve, and the inlet valve rocker plunger piston oil drain hole is arranged on the inlet valve rocker plunger piston; a fourth one-way valve is arranged between the plunger cavity at the valve end of the intake valve rocker and a first oil duct in the intake valve rocker, the plunger end is provided with the plunger cavity at the valve end of the intake valve rocker, the plunger at the valve end of the intake valve rocker is connected with the tappet, a control valve core in the intake valve rocker is arranged between the plunger cavity at the valve end of the intake valve rocker and the plunger cavity at the valve end of the intake valve rocker, the plunger cavity at the valve end of the exhaust valve rocker, the plunger at the valve end of the exhaust valve rocker, a first oil duct in the exhaust valve rocker and a second oil duct in the exhaust valve rocker are arranged in the exhaust valve rocker of the cylinder, and the plunger at the valve end of the exhaust valve rocker is connected with the push rod; a third one-way valve is arranged between the tappet plunger cavity at the tappet end of the exhaust valve rocker and the first oil duct in the exhaust valve rocker, an exhaust valve rocker inner control valve core is arranged between the first oil duct in the exhaust valve rocker and the main oil duct, an exhaust valve rocker inner control valve annular groove is arranged on the control valve core, all control valve core opening ends are connected with the control oil duct, oil leakage holes are formed in the spring side, and oil inlet hole ends of all one-way valves are connected with the main oil duct.
Preferably, the control oil duct is connected with the oil pump through an electromagnetic valve.
Preferably, the intake valve of the cylinder has an intake advance angle.
Preferably, a throttle valve is arranged on an air inlet passage of the cylinder.
The invention also discloses a braking method of the two-stroke compression release type braking device of the engine, which comprises the following steps:
when braking, the engine stops oil injection and ignition, the distribution cam moves normally, the electromagnetic valve is electrified, oil enters the control oil passage, engine oil pushes the main control valve core, the control valve core in the intake valve rocker arm and the control valve core in the exhaust valve rocker arm to move along the respective axial directions, the annular groove on the control valve core is connected with the oil passage port, the second oil passage is closed with the main oil passage, the first oil passage is closed with the main oil passage, and the second driving plunger takes effect on the driving function of the second driven plunger of another cylinder with the phase difference of 360 DEG with the cylinder; the first driving plunger takes effect on the driving function of the first driven plunger of the same cylinder; the first oil passage in the exhaust valve rocker is communicated between the tappet plunger cavity at the tappet end of the exhaust valve rocker and the main oil passage, when the tappet plunger at the tappet end of the exhaust valve rocker moves upwards, engine oil is drained to the main oil passage, and the tappet plunger at the tappet end of the exhaust valve rocker drives the exhaust rocker to lose the movement function;
when one cylinder B of the engine is at the end of the exhaust stroke, the intake valve is not opened, the other cylinder A which is different from the cylinder in phase by 360 degrees is at the end of the compression stroke, the second driven plunger of the cylinder A is connected with the second driving plunger of the cylinder B through a fourth oil duct, and the second driving plunger of the cylinder A is connected with the second driven plunger of the cylinder B through a second oil duct;
at this moment, the air cylinder inlet valve at the end of the exhaust stroke is opened and continues to the air intake stroke, the plunger at the tappet end of the air inlet valve rocker arm moves upwards, so that the first driving plunger and the second driving plunger are compressed, the first driven plunger and the second driven plunger of the other air cylinder A are pushed to move downwards through a third oil duct and a fourth oil duct respectively, as the oil drain hole is arranged on the plunger at the tappet end of the air outlet valve rocker arm of the other air cylinder A, when the plunger at the tappet end of the air outlet valve rocker arm moves to the upper surface of the oil drain hole to be flush with the lower surface of the second oil duct in the air inlet valve rocker arm, the plunger cavity at the tappet end of the air inlet valve is closed, and then the air inlet valve of the other air cylinder A is pushed to be opened through the air inlet valve rocker arm, and simultaneously the first driving plunger and the second driving plunger are pushed to move upwards, and then the air outlet valve is opened through the air outlet rocker arm, and when the upper end of the concave groove of the first driving plunger exceeds the lower end of the main oil duct, the first main oil duct is communicated through the first driving plunger and the main oil duct, and the pressure is released, and the air outlet is closed under the action of the spring;
the first driven plunger of the cylinder B is not provided with an oil drain hole, and the tappet plunger at the valve end of the rocker arm of the exhaust valve is provided with the oil drain hole, so that the exhaust valve of the cylinder B is directly pushed to be opened, the exhaust valve of the cylinder B at the end of a compression stroke is ensured to be opened before the intake valve, high-pressure gas in the cylinder enters the intake pipe when the intake valve is prevented from being opened, the gas in the intake pipe is caused to fluctuate, the air inflow is reduced, and the reduction of braking power is avoided.
Compared with the prior art, the invention has the advantages that
1) When the piston moves to the compression stroke top dead center, the exhaust valve can be opened before the intake valve, so that high-pressure gas in the cylinder can be prevented from entering the intake pipe when the intake valve is opened, and the gas in the intake pipe is caused to fluctuate, so that the air inflow is reduced, and the reduction of braking power is avoided.
2) The butterfly valve can be arranged in the air inlet pipe, the air inflow is regulated through the opening of the butterfly valve, and the output power of the engine is regulated, so that stepless speed regulation is realized.
3) The size of the braking mechanism is small, the braking response frequency is high, and the braking effect is more timely.
4) The intake valve of the engine is able to reopen the intake air during the expansion stroke, while the exhaust valve reopens the compressed gas in the release cylinder near the end of the exhaust stroke. The two-stroke compression release type braking can be realized, higher braking power can be obtained, and the actually output braking power can be controlled by adjusting the opening of the throttle valve according to actual demands.
Drawings
FIG. 1 is a schematic cross-sectional view of a two-stroke compression-release brake apparatus for an engine according to the present invention in a non-braking state.
Fig. 2 is a schematic sectional view showing a braking state of the two-stroke compression release type braking device of the engine according to the present invention.
The reference numerals in the drawings are: an exhaust valve 101; main oil gallery 102; a control oil passage 103; an exhaust valve rocker inner control valve annular groove 104; an exhaust rocker arm 105; an exhaust valve rocker inner control spool 106; a second oil passage 107 in the exhaust valve rocker arm; a first oil passage 108 in the exhaust valve rocker arm; a plug 109; a rocker arm plunger mount 110; a first driven plunger 111; a third check valve 112; a lifter plunger cavity 113 at the lifter end of the exhaust valve rocker arm; a first one-way valve 114; a second check valve 115; a first oil passage 116; a first active plunger female slot 117; a first active plunger oil hole 118; a second oil passage 119; an oil hole 120; a second slave plunger 121; a first oil passage 122 in the intake valve rocker arm; a fourth check valve 123; a second oil passage 124 in the intake valve rocker arm; valve end tappet plunger cavity 125 of intake valve rocker arm; the valve end tappet plunger oil drain hole 126 of the intake valve rocker arm; a valve end tappet plunger 127 of an exhaust valve rocker arm; an intake valve 128; an intake valve rocker arm 129; an intake valve rocker inner control spool 130; an intake valve rocker inner control valve annular groove 131; a second active plunger 132; tappet plunger 133 at tappet end of intake valve rocker arm; a first active plunger 134; tappet plunger cavity 135 at the tappet end of the intake valve rocker arm; an oil drain hole 136; a cam shaft 137; a tappet 138; a tappet 139; tappet plunger 140 at the tappet end of the intake valve rocker arm; a second oil passage auxiliary 141; a main control valve annular groove 142; a main control spool 143; first oil passage auxiliary passage 144; a first slave plunger 145 of another cylinder; a third oil passage 146 and a fourth oil passage 147; a first active plunger 148 of the other cylinder; a second active plunger 149 of the other cylinder; a rocker plunger mount 150 for the other cylinder; a second slave plunger 151 of the other cylinder; intake valve 152 of the other cylinder; exhaust valve 153 of the other cylinder.
Detailed Description
The two-stroke compression release type braking device of the engine comprises at least two cylinders with 360-degree phase difference, wherein each cylinder is provided with a gas distribution cam, a valve rocker arm, a rocker arm plunger seat 110, a valve, an air passage, an electromagnetic valve and an oil pump, a first driving plunger 134, a second driving plunger 132, a second driven plunger 121 and a first driven plunger 111 are arranged on the rocker arm plunger seat 110, the first driving plunger 134, the second driving plunger 132 and the first driven plunger 111 are corresponding to each cylinder inlet valve rocker arm 129, a main oil duct 102, a control oil duct 103, a main control valve core 143 and a first oil duct 116 and a first one-way valve 114 which are connected between the first driving plunger 134 and the first driven plunger 111 are arranged in the rocker arm plunger seat 110, and the second driving plunger 132 is connected with a second driven plunger 151 of another cylinder with 360-degree phase difference with the cylinder through a second oil duct 119 and a second one-way valve 115; the main control valve core 143 is provided with a main control valve annular groove 142 which is respectively connected with the first oil duct 116 and the second oil duct 119 through a first oil duct auxiliary duct 144 and a second oil duct auxiliary duct 141; the cylinder is characterized in that an intake valve rocker arm 129 is internally provided with an intake valve rocker arm inner first oil duct 122 and an intake valve rocker arm inner second oil duct 124, the valve end is provided with an intake valve rocker arm valve end tappet cavity 125 and an intake valve rocker arm valve end tappet plunger 127, the intake valve rocker arm valve end tappet plunger is connected with an intake valve 128, and an intake valve rocker arm valve end tappet plunger oil drain hole 126 is arranged on the intake valve plunger, and the oil drain hole 126 ensures that an exhaust valve of a compression top dead center cylinder is opened before the intake valve during braking; a fourth one-way valve 123 is arranged between the valve end tappet plunger cavity 125 of the intake valve rocker arm and the first oil duct 122 in the intake valve rocker arm, the tappet end is provided with the valve rocker arm tappet plunger cavity 135 of the intake valve rocker arm, the valve rocker arm tappet plunger 133 of the intake valve rocker arm and the oil hole 136, the valve rocker arm tappet plunger 133 of the intake valve rocker arm is connected with the tappet, a valve rocker inner control valve core 130 is arranged between the valve rocker arm tappet plunger cavity 135 of the intake valve rocker arm and the valve end tappet plunger cavity 125 of the intake valve rocker arm, the valve rocker arm 105 of the cylinder is internally provided with the valve rocker arm tappet plunger cavity 113, the valve rocker arm tappet plunger 140, the first oil duct 108 in the valve rocker arm and the second oil duct 107 in the valve rocker arm, and the valve rocker arm tappet plunger 140 of the valve rocker arm is connected with the push rod 139; a third one-way valve 112 is arranged between the tappet plunger cavity 113 at the tappet end of the exhaust valve rocker arm and the first oil duct 108 in the exhaust valve rocker arm, an exhaust valve rocker inner control valve core 106 is arranged between the first oil duct 108 in the exhaust valve rocker arm and the main oil duct 102, an exhaust valve rocker inner control valve annular groove 104 is arranged on the control valve core 106, the opening ends of all the control valve cores are connected with the control oil duct 103, oil drain holes 136 are formed in the spring sides, and the oil inlet ends of all the one-way valves are connected with the main oil duct 102.
Preferably, the control oil passage 103 is connected to an oil pump via an electromagnetic valve.
Preferably, the intake valve 128 of the cylinder has an intake advance angle.
Preferably, a throttle valve is arranged on an air inlet passage of the cylinder.
The invention relates to a braking method of a two-stroke compression release type braking device of an engine, which comprises the following steps:
during braking, the engine stops injecting oil and igniting, the distribution cam normally moves, the electromagnetic valve is electrified, the oil pump drives the control oil duct 103 to feed oil, the engine oil pushes the main control valve core 143 and the control valve core 106 in the exhaust valve rocker arm 105 to move along the respective axial directions, the annular groove 139 on the control valve core 143 is connected with an oil duct port, the second oil duct 119 is closed with the main oil duct 102, the first oil duct 116 is closed with the main oil duct 102, and the second driving plunger 132 takes effect on the driving function of the second driven plunger 151 of another cylinder which is 360 degrees different from the phase of the cylinder; the first driving plunger 134 takes effect on the driving function of the first driven plunger 111 of the same cylinder; the first oil duct 108 in the exhaust valve rocker arm between the plunger cavity 113 at the tappet end of the exhaust valve rocker arm and the main oil duct 102 is communicated, when the plunger 140 at the tappet end of the exhaust valve rocker arm moves upwards, oil is drained to the main oil duct 102, and the plunger 140 at the tappet end of the exhaust valve rocker arm drives the exhaust rocker arm 105 to move and fail;
when one cylinder B of the engine is at the end of the exhaust stroke, the intake valve is not opened, the other cylinder A which is 360 degrees different from the phase of the cylinder is at the end of the compression stroke, the second driven plunger 121 of the cylinder A is connected with the second driving plunger 149 of the cylinder B through the fourth oil duct 147, and the second driving plunger 132 of the cylinder A is connected with the second driven plunger 151 of the cylinder B through the second oil duct 119;
at this time, the intake valve 152 of the cylinder at the end of the exhaust stroke is opened and continues to the intake stroke, the tappet plunger of the tappet end of the intake valve rocker arm moves upwards, so that the first driving plunger 148 and the second driving plunger 149 are compressed, the first driven plunger 145 and the second driven plunger 121 of the other cylinder a are respectively pushed to move downwards through the third oil duct 146 and the fourth oil duct 147, as the oil drain hole 126 is arranged on the tappet plunger 127 of the valve rocker arm of the other cylinder a, when the tappet plunger 127 of the valve rocker arm moves to the upper surface of the oil drain hole 126 to be flush with the lower surface of the second oil duct 124 in the intake valve rocker arm, the tappet plunger cavity 125 of the intake valve rocker arm is closed, and then the intake valve 128 of the other cylinder a is pushed to be opened through the intake valve rocker arm 129, and simultaneously the first driving plunger 134 and the second driving plunger 132 are pushed to move upwards, and then the first driving plunger 111 of the cylinder is pushed to move downwards through the exhaust valve 105 to open the exhaust valve 101, when the upper end of the concave groove 117 of the first driving plunger 116 exceeds the lower end of the main oil duct 102, the first main oil duct 118 is released, and the pressure is released under the action of the valve rocker arm 101;
the first driven plunger 111 of the cylinder B has no oil drain hole, and the valve end tappet plunger 127 of the exhaust valve rocker is provided with the oil drain hole 126, so that the exhaust valve 101 of the cylinder B is directly pushed to be opened, the exhaust valve of the cylinder B at the end of the compression stroke is ensured to be opened before the intake valve, high-pressure gas in the cylinder enters the intake pipe when the intake valve is opened, the gas in the intake pipe is caused to fluctuate, the air input is reduced, and the reduction of braking power is avoided.
For a multi-cylinder engine, if the engine comprises at least two cylinders with 360-degree phase difference, the braking device and the braking method can be adopted for each two cylinders with 360-degree phase difference, so that two-stroke compression release type braking can be realized.
Taking a 4-cylinder machine as an example, an intake valve of a 1-cylinder is opened at the top dead center of a piston under the action of a cam shaft, when the engine is in a braking state, the engine stops injecting oil, a main control valve core seals oil in a control oil duct to flow to a main oil duct, and then the 4-cylinder intake valve just starting a working stroke is opened through a pipeline structure in a rocker arm seat, so that an exhaust valve of the 4-cylinder is opened, the exhaust valve of the 1-cylinder is opened due to the opening of the intake valve of the 1-cylinder, the exhaust valves of the 1-cylinder are closed due to the action of a limiting hole only by a certain opening degree, and the intake valves of the 1-cylinder and the 4-cylinder are opened all the time in the descending process of the piston, and the working stroke of the 4-cylinder is equivalent to an air suction stroke at the moment.
Due to the advanced angle design of the valve timing mechanism of the engine, the 4-cylinder exhaust valve is opened in advance when the piston approaches the bottom dead center. In the next working stroke, 1 cylinder is compressed and 4 cylinders are exhausted. The intake valve and the exhaust valve of the 1 cylinder are closed under the action of a cam shaft, and the piston moves upwards. When the piston approaches top dead center quickly, the intake valve of the 4 cylinders opens in advance, so that the intake valve of the 1 cylinders opens, and the exhaust valve of the 1 cylinders opens. At this time, the cylinder that acts as a brake is mainly the compression stroke, because the piston consumes more work to overcome the larger back pressure.
And then a working stroke, 1 cylinder does work, 4 cylinders do air, the working process of the first 1 cylinder air intake and 4 cylinders do work is basically the same, and the two cylinders are equivalent to air suction. The 2,3 cylinders also have the same working process due to the connection of the pipelines. In summary, every 180 ° of crankshaft rotation, two cylinders are in compression, since the displacement cylinder corresponds to the compression cylinder, which are the main sources of braking action
When the vehicle does not need auxiliary braking, the main control valve core does not block the control oil duct and the main oil duct. The engine works normally with 4 strokes.
Finally, it should also be noted that the above disclosure is only a specific embodiment of the present invention. All modifications directly derived or suggested to one skilled in the art from the present disclosure should be considered as being within the scope of the present invention.
Claims (5)
1. The utility model provides a two-stroke compression release formula arresting gear of engine, includes two at least cylinders that differ 360 phase place, the cylinder have distribution cam, valve rocker, rocking arm plunger seat, valve, air flue, solenoid valve and oil pump, its characterized in that: the rocker arm plunger seat is provided with a first driving plunger, a second driven plunger and a first driven plunger, wherein the first driving plunger, the second driving plunger and the second driven plunger correspond to the rocker arm of the intake valve of each cylinder, the first driven plunger corresponds to the rocker arm of the exhaust valve of each cylinder, the rocker arm plunger seat is internally provided with a main oil duct, a control oil duct, a main control valve core, a first oil duct and a first one-way valve, the first oil duct and the first one-way valve are connected between the first driving plunger and the first driven plunger, and the second driving plunger is connected with the second driven plunger of another cylinder with the phase difference of 360 degrees with the cylinder through the second oil duct and the second one-way valve; the main control valve core is provided with a main control valve annular groove which is connected with the first oil duct and the second oil duct through a first oil duct auxiliary duct and a second oil duct auxiliary duct respectively; the valve end of the cylinder is provided with an inlet valve rocker plunger cavity and an inlet valve rocker plunger piston, the inlet valve rocker plunger piston is connected with the inlet valve, and the inlet valve rocker plunger piston oil drain hole is arranged on the inlet valve rocker plunger piston; a fourth one-way valve is arranged between the plunger cavity at the valve end of the intake valve rocker and a first oil duct in the intake valve rocker, the plunger end is provided with the plunger cavity at the valve end of the intake valve rocker, the plunger at the valve end of the intake valve rocker is connected with the tappet, a control valve core in the intake valve rocker is arranged between the plunger cavity at the valve end of the intake valve rocker and the plunger cavity at the valve end of the intake valve rocker, the plunger cavity at the valve end of the exhaust valve rocker, the plunger at the valve end of the exhaust valve rocker, a first oil duct in the exhaust valve rocker and a second oil duct in the exhaust valve rocker are arranged in the exhaust valve rocker of the cylinder, and the plunger at the valve end of the exhaust valve rocker is connected with the push rod; a third one-way valve is arranged between the tappet plunger cavity at the tappet end of the exhaust valve rocker and the first oil duct in the exhaust valve rocker, an exhaust valve rocker inner control valve core is arranged between the first oil duct in the exhaust valve rocker and the main oil duct, an exhaust valve rocker inner control valve annular groove is arranged on the control valve core, all control valve core opening ends are connected with the control oil duct, oil leakage holes are formed in the spring side, and oil inlet hole ends of all one-way valves are connected with the main oil duct.
2. The two-stroke compression release type brake device of an engine according to claim 1, wherein the control oil passage is connected to the oil pump via an electromagnetic valve.
3. The two-stroke compression-release brake device for an engine as recited in claim 1, wherein said intake valve of said cylinder has an intake advance angle.
4. The two-stroke compression-release brake device of an engine according to claim 1, wherein a throttle valve is provided on an intake passage of the cylinder.
5. A method of braking a two-stroke compression-release brake apparatus for an engine as claimed in claim 1, comprising the steps of:
when braking, the engine stops oil injection and ignition, the distribution cam moves normally, the electromagnetic valve is electrified, oil enters the control oil passage, engine oil pushes the main control valve core, the control valve core in the intake valve rocker arm and the control valve core in the exhaust valve rocker arm to move along the respective axial directions, the annular groove on the control valve core is connected with the oil passage port, the second oil passage is closed with the main oil passage, the first oil passage is closed with the main oil passage, and the second driving plunger takes effect on the driving function of the second driven plunger of another cylinder with the phase difference of 360 DEG with the cylinder; the first driving plunger takes effect on the driving function of the first driven plunger of the same cylinder; the first oil passage in the exhaust valve rocker is communicated between the tappet plunger cavity at the tappet end of the exhaust valve rocker and the main oil passage, when the tappet plunger at the tappet end of the exhaust valve rocker moves upwards, engine oil is drained to the main oil passage, and the tappet plunger at the tappet end of the exhaust valve rocker drives the exhaust rocker to lose the movement function;
when one cylinder B of the engine is at the end of the exhaust stroke, the intake valve is not opened, the other cylinder A which is different from the cylinder in phase by 360 degrees is at the end of the compression stroke, the second driven plunger of the cylinder A is connected with the second driving plunger of the cylinder B through a fourth oil duct, and the second driving plunger of the cylinder A is connected with the second driven plunger of the cylinder B through a second oil duct;
at this moment, the air cylinder inlet valve at the end of the exhaust stroke is opened and continues to the air intake stroke, the plunger at the tappet end of the air inlet valve rocker arm moves upwards, so that the first driving plunger and the second driving plunger are compressed, the first driven plunger and the second driven plunger of the other air cylinder A are pushed to move downwards through a third oil duct and a fourth oil duct respectively, as the oil drain hole is arranged on the plunger at the tappet end of the air outlet valve rocker arm of the other air cylinder A, when the plunger at the tappet end of the air outlet valve rocker arm moves to the upper surface of the oil drain hole to be flush with the lower surface of the second oil duct in the air inlet valve rocker arm, the plunger cavity at the tappet end of the air inlet valve is closed, and then the air inlet valve of the other air cylinder A is pushed to be opened through the air inlet valve rocker arm, and simultaneously the first driving plunger and the second driving plunger are pushed to move upwards, and then the air outlet valve is opened through the air outlet rocker arm, and when the upper end of the concave groove of the first driving plunger exceeds the lower end of the main oil duct, the first main oil duct is communicated through the first driving plunger and the main oil duct, and the pressure is released, and the air outlet is closed under the action of the spring;
the first driven plunger of the cylinder B is not provided with an oil drain hole, and the tappet plunger at the valve end of the rocker arm of the exhaust valve is provided with the oil drain hole, so that the exhaust valve of the cylinder B is directly pushed to be opened, the exhaust valve of the cylinder B at the end of a compression stroke is ensured to be opened before the intake valve, high-pressure gas in the cylinder enters the intake pipe when the intake valve is prevented from being opened, the gas in the intake pipe is caused to fluctuate, the air inflow is reduced, and the reduction of braking power is avoided.
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| CN109237109B (en) * | 2018-11-19 | 2024-03-29 | 绵阳富临精工机械股份有限公司 | Electromagnetic valve structure with pressure relief mechanism |
| CN110173314B (en) * | 2019-05-15 | 2023-07-18 | 浙江大学 | Valve bridge capable of realizing compression release type engine braking and exhaust braking method thereof |
| CN110259540B (en) * | 2019-07-08 | 2023-09-12 | 浙江大学 | Engine exhaust braking energy recovery device and method thereof |
| CN110645066A (en) * | 2019-11-07 | 2020-01-03 | 潍坊力创电子科技有限公司 | Compression release type in-cylinder brake device for engine |
| CN115263485B (en) * | 2022-07-29 | 2023-05-23 | 山东大学 | Mechanism for realizing braking in engine cylinder and engine |
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