CN108060951B - Variable-mode continuously variable valve mechanism - Google Patents
Variable-mode continuously variable valve mechanism Download PDFInfo
- Publication number
- CN108060951B CN108060951B CN201711225541.4A CN201711225541A CN108060951B CN 108060951 B CN108060951 B CN 108060951B CN 201711225541 A CN201711225541 A CN 201711225541A CN 108060951 B CN108060951 B CN 108060951B
- Authority
- CN
- China
- Prior art keywords
- rocker arm
- adjustable
- valve
- exhaust
- brake
- 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.)
- Expired - Fee Related
Links
Images
Classifications
-
- 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
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
-
- 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
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
A variable-mode continuously variable valve mechanism belongs to the field of engine valve driving and auxiliary braking. The four-cam-type air-intake valve comprises four sets of cams, an adjustable rocker arm, an adjustable cam, a compression spring, a rocker arm return spring, a valve assembly and the like which are respectively used for exhaust braking, exhaust driving, air intake braking and air intake driving modes. By adjusting the phases of the four adjustable cams, not only the switching between the driving mode and the braking mode is realized, but also the continuous variable of the valve lift curve in each mode is realized, thereby improving the braking safety of the engine, realizing the adjustable braking power, improving the driving power, and reducing the fuel consumption and the exhaust emission.
Description
Technical Field
The invention relates to a variable-mode continuously variable valve mechanism, and belongs to the field of engine valve driving and auxiliary braking.
Background
GB 7258-2012 "motor vehicle operation safety technical condition": passenger cars with the car length of more than 9m (the car length is more than 8 m for special school buses), trucks with the total mass of more than or equal to 12000 kg, special operation vehicles and all dangerous goods transport vehicles are required to be provided with a retarder or other auxiliary braking devices. The electric eddy current retarder, the electromagnetic retarder and the like have the defect that the retarder is easy to overheat and lose efficacy after long-time operation, the problem of overheat can not occur after long-time operation although the maximum braking power of the engine auxiliary brake is lower, and the engine auxiliary brake has absolute advantages in the aspects of weight, noise, cost, installation space and the like. The two-stroke auxiliary braking technology can effectively improve the maximum braking power of the engine. To realize the two-stroke auxiliary braking, a variable-mode variable valve mechanism which has a four-stroke driving mode and a two-stroke braking mode and can be flexibly switched between the two modes must be developed.
In addition, although the vehicles such as trucks and medium-and large-sized buses are not kept in a large quantity as small-sized passenger cars, the vehicles have long driving mileage and are serious in fuel consumption and emission. Under the increasingly strict pressure of oil consumption and emission regulations, manufacturers of various commercial vehicles adopt a plurality of technologies such as high-pressure injection, variable valves, novel combustion modes and the like to improve the thermal efficiency of the diesel engine and reduce the emission. Therefore, a variable valve mechanism capable of realizing continuous variable valve events is needed for the engine of the commercial vehicle in the future.
At the present stage, no variable valve mechanism can simultaneously realize the variable mode requirement and the continuous variable valve event requirement and meet the practical requirement, so the development of the variable mode continuous variable valve mechanism is imperative.
Disclosure of Invention
The invention aims to: by designing a variable mode continuously variable valve mechanism, the variable mode continuously variable valve mechanism is used for realizing that: (a) in order to improve vehicle safety, the mechanism is required to provide a valve lift curve required by an engine two-stroke braking mode in addition to a valve lift curve required by an engine driving mode; (b) in order to improve the performance under engine drive and braking, it is necessary for the mechanism to implement a continuously variable valve lift profile.
The technical scheme adopted by the invention is as follows: a variable-mode continuously variable valve mechanism comprises a valve component, a cam, an adjustable rocker arm, an adjustable cam, a pressing spring, a rocker arm and a rocker arm return spring. The cam includes exhaust brake cam, exhaust drive cam, admit air brake cam and admit air drive cam, adjustable rocking arm includes the adjustable rocking arm of exhaust brake, the adjustable rocking arm of exhaust drive, the adjustable rocking arm of admit air brake and the adjustable rocking arm of drive of admitting air, adjustable cam includes the adjustable cam of exhaust brake, the adjustable cam of exhaust drive, the adjustable cam of admit air brake and the adjustable cam of drive of admitting air, the rocking arm contains exhaust brake rocking arm, exhaust drive rocking arm, admit air brake rocking arm and admit air drive rocking arm, rocking arm reset spring contains exhaust brake rocking arm reset spring and admit air brake rocking arm reset spring at least, the valve subassembly includes admission gate subassembly and exhaust valve subassembly. The adjustable rocker arm is provided with an adjustable end, an input end, an output curved surface and a supporting end. The adjustable end of the exhaust brake adjustable rocker arm is contacted with the exhaust brake adjustable cam, the adjustable end of the exhaust drive adjustable rocker arm is contacted with the exhaust drive adjustable cam, the adjustable end of the intake brake adjustable rocker arm is contacted with the intake brake adjustable cam, the adjustable end of the intake drive adjustable rocker arm is contacted with the intake drive adjustable cam, the support end of the exhaust brake adjustable rocker arm is contacted with the shaft part of the exhaust brake adjustable cam, the support end of the exhaust drive adjustable rocker arm is contacted with the shaft part of the exhaust drive adjustable cam, the support end of the intake brake adjustable rocker arm is contacted with the shaft part of the intake brake adjustable cam, the support end of the intake drive adjustable rocker arm is contacted with the shaft part of the intake drive adjustable cam, each compression spring respectively provides spring force to drive the input end of the exhaust brake adjustable rocker arm to be contacted with the exhaust brake cam constantly, the input end of the exhaust drive, The input end of the air inlet brake adjustable rocker arm is in contact with the air inlet brake cam at any moment, and the input end of the air inlet drive adjustable rocker arm is in contact with the air inlet drive cam at any moment. The output curved surface of the exhaust brake adjustable rocker arm drives an exhaust valve assembly through the exhaust brake rocker arm, the output curved surface of the exhaust drive adjustable rocker arm drives the exhaust valve assembly through the exhaust drive rocker arm, the output curved surface of the intake brake adjustable rocker arm drives an intake valve assembly through the intake brake rocker arm, the output curved surface of the intake drive adjustable rocker arm drives the intake valve assembly through the intake drive rocker arm, the exhaust brake rocker arm reset spring provides spring force to drive the exhaust brake rocker arm to be in contact with the output curved surface of the exhaust brake adjustable rocker arm at any moment, and the intake brake rocker arm reset spring provides spring force to drive the intake brake rocker arm to be in contact with the output curved surface. The output curved surface of the adjustable rocker arm drives the rocker arm directly or through the tappet cup and the push rod. The rocker arm drives the valve assembly directly or through a valve bridge assembly.
The adjustable cam includes a base circle segment and a convex segment. In the driving mode, the base circle section of the brake adjustable cam is contacted with the corresponding adjustable end. And in the braking mode, the base circle section of the driving adjustable cam is contacted with the corresponding adjustable end.
The valve bridge assembly is a first valve bridge assembly, a second valve bridge assembly, a third valve bridge assembly or a fourth valve bridge assembly. The first valve bridge assembly comprises a first valve bridge and a first transmission rod, the first valve bridge drives the first transmission rod through a boss, the first valve bridge comprises a first driving input end and a first valve bridge output end, and the first transmission rod comprises a first braking input end and a first transmission rod output end. The second valve bridge assembly comprises a second valve bridge and a driving rocker arm reset spring, and the second valve bridge comprises a second braking input end, a second driving input end, a second valve bridge first output end and a second valve bridge second output end. The third valve bridge assembly comprises a third valve bridge and a second transmission rod, the third valve bridge drives a second transmission rod through a hinge joint and a shoulder, the third valve bridge comprises a third driving input end and a third valve bridge output end, and the second transmission rod comprises a third braking input end and a second transmission rod output end. The fourth valve bridge assembly includes a drive input, a brake input, and an output. And a first valve bridge assembly is adopted on the exhaust side or the air inlet side, the driving rocker arm is contacted with a first driving input end, the braking rocker arm is contacted with a first braking input end, and the output end of the first valve bridge and the output end of the first transmission rod are respectively contacted with the two valve assemblies. And a second valve bridge assembly is adopted for the exhaust side or the air inlet side, the driving rocker arm is contacted with a second driving input end, the braking rocker arm is contacted with a second braking input end, a first output end of the second valve bridge and a second output end of the second valve bridge are respectively contacted with the two valve assemblies, and a reset spring of the driving rocker arm provides spring force to drive the driving rocker arm to be contacted with an output curved surface of the driving adjustable rocker arm at any time. And a third valve bridge component is adopted at the exhaust side or the air inlet side, the driving rocker arm is contacted with a third driving input end, the braking rocker arm is contacted with a third braking input end, and the output end of the third valve bridge and the output end of the second transmission rod are respectively contacted with the two valve components. And a fourth valve bridge component is adopted at the exhaust side or the air inlet side, the driving rocker arm is contacted with the driving input end, the braking rocker arm is contacted with the braking input end, and the output end drives one valve component.
When the rocker arm directly drives the valve assembly, the valve assembly includes a valve actuation input and a valve braking input. The driving rocker arm is in contact with the valve driving input end, and the braking rocker arm is in contact with the valve braking input end.
The invention has the beneficial effects that: the variable-mode continuously variable valve mechanism mainly comprises four sets of cams, an adjustable rocker arm, an adjustable cam, a compression spring, a rocker arm return spring, a valve assembly and the like which are respectively used for exhaust braking, exhaust driving, intake braking and intake driving modes. The following can be realized: by adjusting the phases of the four adjustable cams, not only the switching between the driving mode and the braking mode is realized, but also the continuous variable of the valve lift curve in each mode is realized, thereby not only improving the braking safety of the engine, but also realizing the adjustable braking power, improving the driving power, and reducing the fuel consumption and the exhaust emission.
Drawings
The invention is further described with reference to the following figures and examples.
Fig. 1 is a front view of an overhead camshaft type variable mode continuously variable valve mechanism.
Fig. 2 is a side view of an overhead camshaft variable mode continuously variable valve mechanism.
Fig. 3 is a front view of a variable mode continuously variable valve mechanism of a bottom-mounted camshaft type.
Fig. 4 is a side view of a variable mode continuously variable valve mechanism of the bottom-mounted camshaft type.
FIG. 5 is a schematic view of an adjustable rocker arm.
FIG. 6 is a schematic view of a first air bridge assembly.
FIG. 7 is a schematic illustration of a third valve bridge assembly.
FIG. 8 is a schematic illustration of a second valve bridge assembly.
FIG. 9 is a schematic illustration of a fourth valve bridge assembly.
FIG. 10 is a schematic view of a single valve assembly.
Fig. 11 is a schematic view of a hold-down spring having two movable spring ends.
In the figure: 101. an exhaust valve assembly; 102. an intake valve assembly; 11. a valve drive input; 12. a valve braking input; 201. an exhaust side valve bridge assembly; 202. an intake side valve bridge assembly; 211. a first air bridge; 2111. a first drive input; 2112. a first air bridge output; 212. a first drive lever; 2121. a first brake input; 2122. a first drive rod output end; 221. a second valve bridge; 2211. a second brake input; 2212. a second drive input; 2213. a second valve bridge first output end; 2214. a second output end of the second valve bridge; 231. a third valve bridge; 2311. a third drive input; 2312. a third valve bridge output; 232. a second transmission rod; 2321. a third brake input; 2322. an output end of the second transmission rod; 2001. a drive input; 2002. a brake input; 2003. an output end; 301. an exhaust brake rocker arm; 302. an exhaust drive rocker arm; 303. an intake brake rocker arm; 304. an intake drive rocker arm; 401. an exhaust brake cam; 402. an exhaust drive cam; 403. an intake brake cam; 404. an intake drive cam; 501. an exhaust brake adjustable rocker arm; 502. an exhaust drive adjustable rocker arm; 503. an intake brake adjustable rocker arm; 504. an air intake driving adjustable rocker arm; 51. an adjustable end; 52. an input end; 53. outputting a curved surface; 54. a chuck; 701. An exhaust brake hold-down spring; 702. the exhaust drives the compression spring; 703. an intake brake hold-down spring; 704. the air inlet drives the compression spring; 801. an exhaust brake adjustable cam; 802. the exhaust drives the adjustable cam; 803. an intake brake adjustable cam; 804. an air intake driving adjustable cam; 901. an exhaust brake rocker arm return spring; 902. an intake brake rocker arm return spring; 1001. exhausting and braking the tappet cup; 1002. exhausting to drive the tappet cup; 1003. air intake braking tappet cup; 1004. the inlet air drives the tappet cup; 1101. an exhaust brake push rod; 1102. an exhaust drive push rod; 1103. an air intake brake push rod; 1104. the intake air drives the push rod.
Detailed Description
The present invention relates to a variable mode continuously variable valve mechanism. Fig. 1 and 2 are front and side views, respectively, of an overhead camshaft type variable mode continuously variable valve mechanism. Fig. 3 and 4 are front and side views, respectively, of a variable mode continuously variable valve mechanism of the bottom camshaft type. The device comprises a valve component, a cam, an adjustable rocker arm, an adjustable cam, a compression spring, a rocker arm and a rocker arm return spring. The cam comprises an exhaust brake cam 401, an exhaust drive cam 402, an intake brake cam 403 and an intake drive cam 404, the adjustable rocker arms comprise an exhaust brake adjustable rocker arm 501, an exhaust drive adjustable rocker arm 502, an intake brake adjustable rocker arm 503 and an intake drive adjustable rocker arm 504, the adjustable cams comprise an exhaust brake adjustable cam 801, an exhaust drive adjustable cam 802, an intake brake adjustable cam 803 and an intake drive adjustable cam 804, the rocker arms comprise an exhaust brake rocker arm 301, an exhaust drive rocker arm 302, an intake brake rocker arm 303 and an intake drive rocker arm 304, the rocker arm reset springs at least comprise an exhaust brake rocker arm reset spring 901 and an intake brake rocker arm reset spring 902, and the valve assembly comprises an intake valve assembly and an exhaust valve assembly. FIG. 5 is a schematic view of an adjustable rocker arm. The adjustable rocker arm is provided with an adjustable end 51, an input end 52, an output curve 53 and a support end 54. The adjustable end 51, input end 52 and support end 54 may be smooth curved surfaces or may be rollers mounted on the adjustable rocker arm, and the input end 52 in fig. 1 to 5 is a roller to reduce friction loss. The adjustable end of the exhaust brake adjustable rocker arm 501 is in contact with the exhaust brake adjustable cam 801, the adjustable end of the exhaust drive adjustable rocker arm 502 is in contact with the exhaust drive adjustable cam 802, the adjustable end of the intake brake adjustable rocker arm 503 is in contact with the intake brake adjustable cam 803, the adjustable end of the intake drive adjustable rocker arm 504 is in contact with the intake drive adjustable cam 804, the support end of the exhaust brake adjustable rocker arm 501 is in contact with the shaft portion of the exhaust brake adjustable cam 801, the support end of the exhaust drive adjustable rocker arm 502 is in contact with the shaft portion of the exhaust drive adjustable cam 802, the support end of the intake brake adjustable rocker arm 503 is in contact with the shaft portion of the intake brake adjustable cam 803, and the support end of the intake drive adjustable rocker arm 504 is in contact with the shaft portion of the. The compression springs respectively provide spring force to drive the input end of the exhaust brake adjustable rocker arm 501 to be in contact with the exhaust brake cam 401 at the moment, the input end of the exhaust drive adjustable rocker arm 502 to be in contact with the exhaust drive cam 402 at the moment, the input end of the intake brake adjustable rocker arm 503 to be in contact with the intake brake cam 403 at the moment, the input end of the intake drive adjustable rocker arm 504 to be in contact with the intake drive cam 404 at the moment, the output curved surface of the exhaust brake adjustable rocker arm 501 drives the exhaust valve assembly through the exhaust brake rocker arm 301, the output curved surface of the exhaust drive adjustable rocker arm 502 drives the exhaust valve assembly through the exhaust drive rocker arm 302, the output curved surface of the intake brake adjustable rocker arm 503 drives the intake valve assembly through the intake brake rocker arm 303, the output curved surface of the intake drive adjustable rocker arm 504 drives the intake valve assembly through the intake drive rocker arm 304, and the exhaust, the intake brake rocker arm return spring 902 provides a spring force urging the intake brake rocker arm 303 into timed contact with the output curved surface of the intake brake adjustable rocker arm 503.
Fig. 1 to 4 show the case of a single camshaft and a single eccentric shaft, that is, the exhaust brake cam 401, the exhaust drive cam 402, the intake brake cam 403 and the intake drive cam 404 are arranged on one camshaft, and the exhaust brake adjustable cam 801, the exhaust drive adjustable cam 802, the intake brake adjustable cam 803 and the intake drive adjustable cam 804 are arranged on one eccentric shaft. Aiming at different engine models, the invention can also adopt the arrangement sequence of the exhaust brake cam 401, the exhaust driving cam 402, the intake brake cam 403 and the intake driving cam 404 which needs to be adjusted according to the engine models, and can also adopt a mechanism of a plurality of cams and a plurality of eccentric shafts according to the actual situation.
Fig. 1-4 illustrate an example of a set of four hold-down springs for the mechanism, namely exhaust brake hold-down spring 701, exhaust drive hold-down spring 702, intake brake hold-down spring 703 and intake drive hold-down spring 704, each having a movable spring end. In practical application, a pressing spring with a plurality of movable spring ends can be adopted, so that one pressing spring can provide a plurality of spring forces to ensure that the input ends of a plurality of groups of adjustable rocker arms are in contact with the corresponding cams at any time. Fig. 11 is a schematic view of a hold-down spring having two movable spring ends.
The output curved surface of the adjustable rocker arm drives the rocker arm directly or through the tappet cup and the push rod. Fig. 1 and 2 are examples of output curved direct drive rocker arms for an adjustable rocker arm, which may be used in an overhead camshaft engine. Fig. 3 and 4 illustrate examples of output curves of the adjustable rocker arm that may be used with a bottom mounted camshaft engine, and certainly a mid-mounted camshaft engine, via a tappet cup and a pushrod driven rocker arm.
The rocker arm drives the valve assembly directly or through a valve bridge assembly, examples of which are given in fig. 1 to 4.
The adjustable cam includes a base circle segment and a convex segment. In the driving mode, the base circle section of the brake adjustable cam is contacted with the corresponding adjustable end. And in the braking mode, the base circle section of the driving adjustable cam is contacted with the corresponding adjustable end.
Fig. 6-9 are schematic diagrams of a first, third, second, and fourth valve bridge assembly, respectively. The valve bridge assembly is a first valve bridge assembly, a second valve bridge assembly, a third valve bridge assembly or a fourth valve bridge assembly.
As shown in fig. 6, first valve bridge assembly includes first valve bridge 211 and first transfer rod 212, first valve bridge 211 driving first transfer rod 212 via a boss, first valve bridge 211 including a first drive input 2111 and a first valve bridge output 2112, and first transfer rod 212 including a first brake input 2121 and a first transfer rod output 2122. For the exhaust side or the intake side, a first valve bridge assembly is used, the driving rocker arm is in contact with a first driving input 2111, the braking rocker arm is in contact with a first braking input 2121, and a first valve bridge output 2112 and a first transmission rod output 2122 are in contact with the two valve assemblies respectively. In the driving mode, two intake valves operate synchronously, and two exhaust valves operate synchronously; in the braking mode, one intake valve is operated, the other intake valve is always kept in a closed state, and one exhaust valve is operated, the other exhaust valve is always kept in a closed state. The intake and exhaust sides of the example mechanisms of FIGS. 1-4 each employ a first valve bridge assembly.
As shown in fig. 8, the second valve bridge assembly includes a second valve bridge 221 and a drive rocker arm return spring, the second valve bridge 221 including a second brake input 2211, a second drive input 2212, a second valve bridge first output 2213 and a second valve bridge second output 2214. And a second valve bridge component is adopted for the exhaust side or the air inlet side, the driving rocker arm is contacted with a second driving input end 2212, the braking rocker arm is contacted with a second braking input end 2211, a first output end 2213 of the second valve bridge and a second output end 2214 of the second valve bridge are respectively contacted with the two valve components, and a reset spring of the driving rocker arm provides spring force to drive the driving rocker arm to be contacted with an output curved surface of the driving adjustable rocker arm at any time. In the driving mode, two intake valves operate synchronously, and two exhaust valves operate synchronously; in the braking mode, the two intake valves are operated in synchronization and the two exhaust valves are operated in synchronization.
Referring to FIG. 7, the third valve bridge assembly includes a third valve bridge 231 and a second transfer bar 232, the third valve bridge 231 driving the second transfer bar 232 via a hinge and shoulder, the third valve bridge 231 including a third drive input 2311 and a third valve bridge output 2312, and the second transfer bar 232 including a third brake input 2321 and a second transfer bar output 2322. A third valve bridge assembly is used on the exhaust side or the intake side, the drive rocker arm is in contact with a third drive input 2311, the brake rocker arm is in contact with a third brake input 2321, and a third valve bridge output 2312 and a second transmission rod output 2322 are in contact with the two valve assemblies respectively. In the driving mode, two intake valves operate synchronously, and two exhaust valves operate synchronously; in the braking mode, the two intake valves are operated in synchronization and the two exhaust valves are operated in synchronization.
As shown in fig. 9, the fourth valve bridge assembly includes a drive input 2001, a brake input 2002, and an output 2003. For the exhaust or intake side a fourth valve bridge assembly is used, the drive rocker arm is in contact with the drive input 2001, the brake rocker arm is in contact with the brake input 2002, and the output 2003 drives one valve assembly.
FIG. 10 is a schematic view of a single valve assembly. When the rocker arm directly drives the valve assembly, the valve assembly includes a valve actuation input 11 and a valve braking input 12. The actuating rocker arm is in contact with the valve actuation input 11 and the braking rocker arm is in contact with the valve braking input 12.
Claims (4)
1. A variable mode continuously variable valve mechanism comprises a valve assembly, and is characterized in that: the device also comprises a cam, an adjustable rocker arm, an adjustable cam, a compression spring, a rocker arm and a rocker arm return spring; the rocker arm drives the valve assembly directly or through a valve bridge assembly; the cams include an exhaust brake cam (401), an exhaust drive cam (402), an intake brake cam (403), and an intake drive cam (404), the adjustable rocker arms comprise an exhaust brake adjustable rocker arm (501), an exhaust drive adjustable rocker arm (502), an intake brake adjustable rocker arm (503) and an intake drive adjustable rocker arm (504), the adjustable cams comprise an exhaust brake adjustable cam (801), an exhaust drive adjustable cam (802), an intake brake adjustable cam (803) and an intake drive adjustable cam (804), the rocker arms comprise an exhaust brake rocker arm (301), an exhaust drive rocker arm (302), an intake brake rocker arm (303) and an intake drive rocker arm (304), the rocker arm return spring at least comprises an exhaust brake rocker arm return spring (901) and an intake brake rocker arm return spring (902), and the valve assembly comprises an intake valve assembly and an exhaust valve assembly; the adjustable rocker arm is provided with an adjustable end (51), an input end (52), an output curved surface (53) and a support end (54); the adjustable end of an exhaust brake adjustable rocker arm (501) is in contact with an exhaust brake adjustable cam (801), the adjustable end of an exhaust drive adjustable rocker arm (502) is in contact with an exhaust drive adjustable cam (802), the adjustable end of an intake brake adjustable rocker arm (503) is in contact with an intake brake adjustable cam (803), the adjustable end of the intake drive adjustable rocker arm (504) is in contact with an intake drive adjustable cam (804), the support end of the exhaust brake adjustable rocker arm (501) is in contact with the shaft part of the exhaust brake adjustable cam (801), the support end of the exhaust drive adjustable rocker arm (502) is in contact with the shaft part of the exhaust drive adjustable cam (802), the support end of the intake brake adjustable rocker arm (503) is in contact with the shaft part of the intake brake adjustable cam (803), the support end of the intake drive adjustable rocker arm (504) is in contact with the shaft part of the intake drive adjustable cam (804), and the compression springs respectively provide spring force to drive the input end of the exhaust brake adjustable rocker arm (501) and the 401) The output curved surface of the adjustable exhaust brake rocker arm (501) drives an exhaust valve assembly through an exhaust brake rocker arm (301), the output curved surface of the adjustable exhaust drive rocker arm (502) drives an exhaust valve assembly through an exhaust drive rocker arm (302), the output curved surface of the adjustable intake brake rocker arm (503) drives an intake valve assembly through an intake brake rocker arm (303), the output curved surface of the adjustable intake drive rocker arm (504) drives an intake valve assembly through an intake drive rocker arm (304), an exhaust brake rocker arm reset spring (901) provides spring force to drive the exhaust brake rocker arm (301) to be in contact with the output curved surface of the adjustable exhaust brake rocker arm (501) at the moment, the air inlet brake rocker arm return spring (902) provides spring force to drive the air inlet brake rocker arm (303) to be in contact with the output curved surface of the air inlet brake adjustable rocker arm (503) at any moment; the adjustable cam comprises a base circle section and a convex section; in the driving mode, the base circle section of the brake adjustable cam is contacted with the corresponding adjustable end; and in the braking mode, the base circle section of the driving adjustable cam is contacted with the corresponding adjustable end.
2. The variable mode continuously variable valve mechanism according to claim 1, characterized in that: the valve bridge assembly adopts a first valve bridge assembly, a second valve bridge assembly, a third valve bridge assembly or a fourth valve bridge assembly; the first air door bridge assembly comprises a first air door bridge (211) and a first transmission rod (212), the first air door bridge (211) drives the first transmission rod (212) through a boss, the first air door bridge (211) comprises a first driving input end (2111) and a first air door bridge output end (2112), and the first transmission rod (212) comprises a first braking input end (2121) and a first transmission rod output end (2122); the second valve bridge assembly comprises a second valve bridge (221) and a driving rocker arm return spring, wherein the second valve bridge (221) comprises a second brake input end (2211), a second driving input end (2212), a second valve bridge first output end (2213) and a second valve bridge second output end (2214); the third valve bridge assembly comprises a third valve bridge (231) and a second transmission rod (232), the third valve bridge (231) drives the second transmission rod (232) through a hinge joint and a shoulder, the third valve bridge (231) comprises a third driving input end (2311) and a third valve bridge output end (2312), and the second transmission rod (232) comprises a third braking input end (2321) and a second transmission rod output end (2322); the fourth valve bridge assembly includes a drive input (2001), a brake input (2002), and an output (2003); a first valve bridge component is adopted on the exhaust side or the air inlet side, the driving rocker arm is contacted with a first driving input end (2111), the braking rocker arm is contacted with a first braking input end (2121), and a first valve bridge output end (2112) and a first transmission rod output end (2122) are respectively contacted with the two valve components; a second valve bridge assembly is adopted for the exhaust side or the air inlet side, the driving rocker arm is contacted with a second driving input end (2212), the braking rocker arm is contacted with a second braking input end (2211), a first output end (2213) of the second valve bridge and a second output end (2214) of the second valve bridge are respectively contacted with the two valve assemblies, and a reset spring of the driving rocker arm provides spring force to drive the driving rocker arm to be contacted with an output curved surface of the driving adjustable rocker arm at any time; a third valve bridge component is adopted at the exhaust side or the air inlet side, the driving rocker arm is contacted with a third driving input end (2311), the braking rocker arm is contacted with a third braking input end (2321), and a third valve bridge output end (2312) and a second transmission rod output end (2322) are respectively contacted with the two valve components; a fourth valve bridge assembly is employed for either the exhaust or intake side, with the drive rocker arm contacting the drive input (2001), the brake rocker arm contacting the brake input (2002), and the output (2003) actuating one of the valve assemblies.
3. The variable mode continuously variable valve mechanism according to claim 1, characterized in that: when the rocker arm directly drives the valve assembly, the valve assembly comprises a valve driving input end (11) and a valve braking input end (12); the driving rocker arm is in contact with the valve driving input end (11), and the braking rocker arm is in contact with the valve braking input end (12).
4. The variable mode continuously variable valve mechanism according to claim 1, characterized in that: the output curved surface of the adjustable rocker arm drives the rocker arm directly or through the tappet cup and the push rod; the rocker arm drives the valve assembly directly or through a valve bridge assembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711225541.4A CN108060951B (en) | 2017-11-29 | 2017-11-29 | Variable-mode continuously variable valve mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711225541.4A CN108060951B (en) | 2017-11-29 | 2017-11-29 | Variable-mode continuously variable valve mechanism |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108060951A CN108060951A (en) | 2018-05-22 |
| CN108060951B true CN108060951B (en) | 2020-01-10 |
Family
ID=62136051
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201711225541.4A Expired - Fee Related CN108060951B (en) | 2017-11-29 | 2017-11-29 | Variable-mode continuously variable valve mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108060951B (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004169646A (en) * | 2002-11-21 | 2004-06-17 | Toyota Motor Corp | Internal combustion engine having variable valve system |
| CN101624925A (en) * | 2008-07-11 | 2010-01-13 | 德国曼商用车辆股份公司 | Combustion engine with a motor brake device and a valve lash adjusting mechanism |
| CN106762011A (en) * | 2016-12-13 | 2017-05-31 | 大连理工大学 | A kind of compact multimode formula Variabale valve actuation system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10140941A1 (en) * | 2001-08-21 | 2003-03-20 | Bosch Gmbh Robert | Valve mechanism with a variable valve opening cross section |
-
2017
- 2017-11-29 CN CN201711225541.4A patent/CN108060951B/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004169646A (en) * | 2002-11-21 | 2004-06-17 | Toyota Motor Corp | Internal combustion engine having variable valve system |
| CN101624925A (en) * | 2008-07-11 | 2010-01-13 | 德国曼商用车辆股份公司 | Combustion engine with a motor brake device and a valve lash adjusting mechanism |
| CN106762011A (en) * | 2016-12-13 | 2017-05-31 | 大连理工大学 | A kind of compact multimode formula Variabale valve actuation system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108060951A (en) | 2018-05-22 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108049931B (en) | Variable-mode continuously variable valve mechanism | |
| Wang | Introduction to engine valvetrains | |
| WO2018223804A1 (en) | Valve actuation system with variable modes | |
| WO2018223798A1 (en) | Dual-camshaft switch fulcrum-type variable mode valve driving system | |
| US20170241305A1 (en) | Engine Braking Method and System | |
| CN107100686B (en) | Single camshaft switch fulcrum type variable-mode valve driving system | |
| US7201125B2 (en) | Valve train for an internal combustion engine | |
| JP5036321B2 (en) | System and method for operation of a multi-lift valve | |
| CN101849086B (en) | Device for actuating the decompression engine brake in an internal combustion engine provided with hydraulic tappets | |
| KR20140036266A (en) | Primary and auxiliary rocker arm assembly for engine valve actuation | |
| WO2006004591A2 (en) | Rocker arm system for engine valve actuation | |
| US10584619B2 (en) | Variable valve gear | |
| CN108071444B (en) | Variable-mode continuously variable valve mechanism | |
| JP2000045738A (en) | Compression engine brake device | |
| WO2009151352A1 (en) | Late miller internal combustion engine | |
| CN104454178A (en) | Engine braking method | |
| CN108071443B (en) | Variable-mode continuously variable valve mechanism | |
| WO2009002234A1 (en) | Exhaust valve mechanism for an internal combustion engine | |
| CN108060951B (en) | Variable-mode continuously variable valve mechanism | |
| JP6484624B2 (en) | Piston machine | |
| US7069888B2 (en) | System and method for valve actuation | |
| Radulescu et al. | Development of a switching roller finger follower for cylinder deactivation in gasoline engine applications | |
| US10619528B2 (en) | Compression brake for internal combustion engine | |
| CN102071982B (en) | Mobile rocker arm shaft type variable valve timing mechanism | |
| CN104712397A (en) | Combined rocker engine braking device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200110 Termination date: 20211129 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |