CN108301888B - Engine valve mechanism, engine and automobile - Google Patents
Engine valve mechanism, engine and automobile Download PDFInfo
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- CN108301888B CN108301888B CN201510859430.3A CN201510859430A CN108301888B CN 108301888 B CN108301888 B CN 108301888B CN 201510859430 A CN201510859430 A CN 201510859430A CN 108301888 B CN108301888 B CN 108301888B
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Abstract
The invention provides an engine valve actuating mechanism, an engine and an automobile, and relates to the technical field of automobiles to simplify the structure and a control system of the engine valve actuating mechanism. The engine valve mechanism comprises a camshaft, a valve transmission mechanism and a shifting pin, two cylindrical cams with the same working surface are adjacently arranged on a camshaft sleeve, and the starting section of the working surface of one cylindrical cam is opposite to the starting section of the working surface of the other cylindrical cam; the lifting height of the cylindrical cam is larger than or equal to the distance between the central planes of two disc cams in the same disc cam group; one end of the displacement pin is positioned in the displacement ring groove between the two cylindrical cams, when one end of the displacement pin is positioned between the initial sections of the working faces of the two cylindrical cams, the displacement pin moves to a first position along the radial direction of the mandrel, the displacement pin enables the cam shaft sleeve to move along the first direction through one cylindrical cam, the displacement pin moves to a second position along the radial direction of the mandrel, and the displacement pin enables the cam shaft sleeve to move in the opposite direction through the other cylindrical cam.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an engine valve actuating mechanism, an engine and an automobile.
Background
The engine is a component for providing power for the automobile and is one of the core components of the automobile. At present, an engine valve actuating mechanism is usually arranged in an engine and used for opening and closing valves at regular time according to the working sequence of the engine and the requirement of each working cycle so as to enable gas to enter a cylinder and exhaust gas to be discharged from the cylinder, thereby realizing continuous working of the engine. The traditional engine valve actuating mechanism generally comprises a camshaft and a valve drive mechanism, wherein a disc cam for driving the valve drive mechanism to work is arranged on the camshaft so as to drive a corresponding valve to open and close, once the camshaft is designed, the motion law of the valve (including the valve lift and the valve opening duration) is fixed, namely, the motion law of the valve cannot be changed along with the change of the working condition of the engine, namely, the air input of the engine is not changed under the control of other mechanisms. However, for the engine, the optimal air intake amount required by the engine under different working conditions is different, and the fixed motion law of the valve cannot enable the engine to obtain good response under high load and low load, so that the engine cannot achieve optimal dynamic performance and economical efficiency under low load and high load.
In order to effectively solve the problems, an engine valve actuating mechanism with variable valve lift is provided, wherein each valve is driven by one of two disc cams with the same base circle radius and different working surface profiles on a cam shaft, and the disc cams for driving the valves are switched to ensure that the valves have two different motion laws so as to match the requirements of the engine on air inflow under different working conditions, reduce pumping loss and improve the dynamic property and the economical efficiency of the engine. The existing engine valve actuating mechanism with variable valve lift usually comprises a mandrel and a plurality of cam shaft sleeves sleeved on the mandrel, the cam shaft sleeves can rotate along with the mandrel, the cam shaft sleeves can move along the axial direction of the mandrel, two disc cams with the same base circle radius and different working surface profiles are annularly arranged on each cam shaft sleeve, and the disc cams for driving the valves are switched by enabling the cam shaft sleeves to move along the length direction of the mandrel so as to change the motion rule of the valves.
However, in the existing engine valve actuating mechanism with variable valve lift, a displacement pin is usually provided to move the cam shaft sleeve along the axial direction of the core shaft, since the cam shaft sleeve needs to move along the axial direction of the core shaft in two directions, each cam shaft sleeve needs to be provided with at least two displacement pins, and each displacement pin is provided with a controller to realize the two-way movement of the cam shaft sleeve along the axial direction of the core shaft, so that the structure and the control system of the engine valve actuating mechanism are complicated.
Disclosure of Invention
In view of this, the present invention is directed to a valve actuating mechanism of an engine, so as to solve the technical problem that the structure and the control system of the existing valve actuating mechanism of the engine are complicated.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an engine valve actuating mechanism comprises a camshaft, a valve drive mechanism and a displacement pin, wherein the camshaft comprises a mandrel and a cam shaft sleeve sleeved on the mandrel, the cam shaft sleeve can rotate along with the mandrel, the cam shaft sleeve can move along the axial direction of the mandrel, at least one group of disc-shaped cam groups are arranged on the camshaft sleeve, and each group of disc-shaped cam groups comprises two disc-shaped cams capable of driving the valve drive mechanism to work;
two cylindrical cams are further adjacently arranged on the camshaft sleeve, the working surfaces of the two cylindrical cams are the same, and the starting section of the working surface of one cylindrical cam is opposite to the starting section of the working surface of the other cylindrical cam; the lifting height of the cylindrical cam is larger than or equal to the distance between the central planes of two disc cams in the same disc cam group; a shifting ring groove is formed between the two cylindrical cams, and two groove walls of the shifting ring groove are working surfaces of the two cylindrical cams;
one end of the displacement pin is positioned in the displacement ring groove, and when one end of the displacement pin is positioned between the working surface initial sections of the two cylindrical cams, the displacement pin moves to a first position or a second position along the radial direction of the mandrel; said displacement pin moving said camsleeve in a first direction through said cylindrical cam progressively contacting said displacement pin as said displacement pin moves to a first position; when the displacement pin moves to the second position, the displacement pin moves the cam sleeve in the opposite direction by another cylindrical cam gradually contacting the displacement pin.
Further, the diameters of the two cylindrical cams are the same; an accommodating ring groove is formed in the working surface of one of the cylindrical cams, the depth direction of the accommodating ring groove is along the axial direction of the mandrel, and the opening direction of the accommodating ring groove faces to the other cylindrical cam;
the shifting pin is provided with a first extending part and a second extending part which extend in opposite directions, when the shifting pin moves to a first position, the first extending part is positioned in the shifting ring groove, one end of the first extending part, which is back to the second extending part, is opposite to the outer edge of the accommodating ring groove, and the second extending part is positioned outside the shifting ring groove; when the shifting pin moves to the second position, one end, back to the second extending portion, of the first extending portion is located in the containing ring groove, the second extending portion is located in the shifting ring groove, and one end, back to the first extending portion, of the second extending portion is opposite to the working surface, facing the opening direction of the containing ring groove, of the cylindrical cam.
Furthermore, an accommodating ring groove is formed in the working surface of one of the cylindrical cams, the depth direction of the accommodating ring groove is along the axial direction of the mandrel, the opening direction of the accommodating ring groove faces to the other cylindrical cam, and the diameter of the groove wall, far away from the cam shaft sleeve, of the accommodating ring groove is larger than that of the other cylindrical cam;
a first extending part extending towards the cylindrical cam provided with the accommodating ring groove is arranged on the displacement pin, and when the displacement pin moves to a first position, one end, facing the cylindrical cam provided with the accommodating ring groove, of the first extending part is opposite to the outer edge of the accommodating ring groove; when the shift round pin removed the second position, first extension orientation is provided with hold the annular the one end of cylindrical cam is located hold in the annular, just first extension dorsad is provided with hold the annular the one end of cylindrical cam with the orientation hold the opening direction of annular the working face of cylindrical cam is relative.
Further, the engine valve actuating mechanism further comprises a limit pin assembly, and after the cam shaft sleeve is displaced, the limit pin assembly limits the axial movement of the cam shaft sleeve along the mandrel.
Furthermore, two limiting ring grooves are annularly arranged on the outer surface of the cam shaft sleeve adjacently, and the distance between the central planes of the two limiting ring grooves is equal to the distance between the central planes of the two disc cams in the same disc cam group;
the limiting pin assembly comprises a limiting pin and an elastic piece, one end of the limiting pin can fall into one of the limiting ring grooves, the limiting pin can move towards the camshaft sleeve or move away from the camshaft sleeve, one end of the elastic piece is connected with an engine cylinder cover, and the other end of the elastic piece is connected with the limiting pin.
Furthermore, two limiting ring grooves are annularly arranged on the inner surface of the cam shaft sleeve adjacently, and the distance between the central planes of the two limiting ring grooves is equal to the distance between the central planes of the two disc cams in the same disc cam group;
the edge on the dabber the guiding hole has radially been seted up to the dabber, the spacer pin subassembly includes spacer pin and elastic component, the one end of spacer pin can fall into one of them in the spacing annular, just the spacer pin can be followed the radial movement of dabber, the one end of elastic component with the dabber is connected, the other end with the spacer pin is connected.
Further, along the axial direction of the mandrel, a key is arranged on the mandrel, and a key groove matched with the key is arranged on the inner surface of the cam shaft sleeve; or, along the axial direction of the mandrel, the key groove is arranged on the mandrel, and the key matched with the key groove is arranged on the inner surface of the cam shaft sleeve.
Further, the valve drive mechanism comprises a rocker arm, one end of the rocker arm is connected with a valve, the other end of the rocker arm is provided with a valve lash adjuster, the rocker arm is provided with a roller, and the roller is in contact with one of the disc cams of the disc cam group.
Compared with the prior art, the engine valve actuating mechanism has the following advantages:
in the valve actuating mechanism of the engine provided by the invention, the two cylindrical cams with the same working surface are arranged on the camshaft sleeve, and the starting sections of the working surfaces of the two cylindrical cams are opposite, so that the lifting sections of the working surfaces of the two cylindrical cams are opposite, the ending sections of the working surfaces of the two cylindrical cams are also opposite, one end of the displacement pin is positioned in the displacement ring groove between the two cylindrical cams, and when one end of the displacement pin is positioned between the starting sections of the working surfaces of the two cylindrical cams, the displacement pin can move to the first position or the second position along the radial direction of the mandrel. When the valve actuating mechanism is used, when one end of the displacement pin is positioned between the working surface initial sections of the two cylindrical cams, the displacement pin is moved to the first position, and in the rotating process of the cam shaft sleeve, the displacement pin is gradually contacted with the working surface lifting section and the working surface termination section of one of the cylindrical cams; when one end of the displacement pin is positioned between the working surface initial sections of the two cylindrical cams, the displacement pin is moved to the second position, and the displacement pin is gradually contacted with the working surface lifting section and the working surface termination section of the other cylindrical cam in the rotating process of the cam shaft sleeve. Therefore, the switching of the disc cams of the driving valve transmission mechanism can be realized through the action of the two cylindrical cams of the displacement pin opposite to the initial section of the working surface, the degree of freedom of the displacement pin is only one, namely, the movement of the displacement pin only moves along the radial direction of the mandrel, and therefore, the movement of the displacement pin only needs one controller to control, and the structure and the control system of the engine valve mechanism are simplified.
The invention also aims to provide an engine to solve the technical problem that the structure and the control system of the existing engine valve mechanism are complex. In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an engine is provided with the engine valve gear according to the technical scheme.
The engine and the engine valve actuating mechanism have the same advantages compared with the prior art, and the detailed description is omitted.
The invention further aims to provide an automobile to solve the technical problem that the structure and the control system of the existing engine valve mechanism are complex. In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an automobile is provided with the engine according to the technical scheme.
The advantages of the automobile and the engine are the same compared with the prior art, and the detailed description is omitted.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic diagram of an assembled valve train of an engine according to an embodiment of the present invention;
FIG. 2 is an exploded schematic view of the engine valve train depicted in FIG. 1;
FIG. 3 is a front view of the engine valve train depicted in FIG. 1;
FIG. 4 is a front view of the cylindrical cam of FIG. 1;
FIG. 5 is a schematic view of the shift pin of FIG. 1 in a first position;
FIG. 6 is a schematic view of the shift pin of FIG. 1 in a second position;
FIG. 7 is a schematic illustration of a displacement pin in a first position in another engine valve train according to an embodiment of the present invention;
FIG. 8 is a schematic illustration of a displaced pin in a second position in another engine valve train according to an embodiment of the present invention.
Description of reference numerals:
10-mandrel, 20-camshaft sleeve,
30-a displacement pin, 40-a limit pin assembly,
50-valve drive mechanism, 60-valve,
11-guide hole, 21-disc cam,
22-cylindrical cam, 22 a-start of working plane,
22 b-face lifting section, 22 c-face termination section,
23-a shifting ring groove, 24-a receiving ring groove,
24 a-the outer edge, 24 b-the outer slot wall,
24 c-groove bottom, 25-limit ring groove,
31-the pin body, 32-the first extension,
33-a second extension, 34-a step,
41-limit pin, 42-elastic body,
51-rocker arm, 52-lash adjuster,
53-roller.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Referring to fig. 1 and fig. 2, an engine valve actuating mechanism according to an embodiment of the present invention includes a camshaft, a valve train 50, and a shift pin 30, where the camshaft includes a core shaft 10 and a cam shaft sleeve 20 sleeved on the core shaft 10, the cam shaft sleeve 20 can rotate with the core shaft 10, and the cam shaft sleeve 20 can move along an axial direction of the core shaft 10, at least one group of disc-shaped cam sets is disposed on the cam shaft sleeve 20, each group of disc-shaped cam sets includes two disc-shaped cams 21 capable of driving the valve train 50 to operate, two cylindrical cams 22 are further disposed on the cam shaft sleeve 20 adjacent to each other, working surfaces of the two cylindrical cams 22 are the same, and a starting section 22a of a working surface of one cylindrical cam 22 is opposite to a starting section 22a of a working surface of; the lifting height of the cylindrical cam 22 is larger than or equal to the distance between the central planes of the two disc cams 21 in the same disc cam group; a shifting ring groove 23 is formed between the two cylindrical cams 22, and two groove walls of the shifting ring groove 23 are working surfaces of the two cylindrical cams 22; one end of the displacement pin 30 is located in the displacement ring groove 23, and when one end of the displacement pin 30 is between the working surface starting sections 22a of the two cylindrical cams 22, the displacement pin 30 moves to a first position or a second position along the radial direction of the mandrel 10; when the shift pin 30 moves to the first position, the shift pin 30 moves the cam sleeve 20 in the first direction by a cylindrical cam 22 gradually coming into contact therewith; when the shift pin 30 moves to the second position, the shift pin 30 moves the camshaft housing 20 in the opposite direction by another cylindrical cam 22 gradually coming into contact therewith.
In the above embodiments, one or more cam sleeves 20 may be sleeved on the mandrel 10, and at least one set of disc-shaped cam sets may be disposed on each cam sleeve 20, for example, one cam sleeve 20 is sleeved on the mandrel 10, and one set of disc-shaped cam sets is disposed on the cam sleeve 20 to control the opening and closing of one valve of one of the cylinders of the engine; two cam shaft sleeves 20 may be sleeved on the mandrel 10, and two groups of disc-shaped cam groups may be provided on each cam shaft sleeve 20, wherein each group of disc-shaped cam groups controls the opening and closing of one valve of one of the cylinders of the engine. The number of the cam sleeves 20 and the number of the disc-shaped cam groups on the cam sleeves 20 can be set according to actual requirements, and the displacement process of each cam sleeve 20 is the same. In the present embodiment, for convenience of describing the displacement process of the camshaft sleeve 20, a detailed description will be given by taking an example in which one camshaft sleeve 20 is sleeved on the mandrel 10 and a group of disc-shaped cam groups is provided on the camshaft sleeve 20.
For example, a cam sleeve 20 is sleeved on the mandrel 10, a group of disc-shaped cam sets is arranged in the middle of the cam sleeve 20, each disc-shaped cam set comprises two disc-shaped cams 21, the base circle radii of the two disc-shaped cams 21 are the same, the cam profiles of the two disc-shaped cams 21 are different, and the different disc-shaped cams 21 drive the valve train 50 to work, so that the valves 60 have different motion laws.
One end ring of the cam sleeve 20 is provided with two cylindrical cams 22, that is, as shown in fig. 3, the left end ring of the cam sleeve 20 is provided with two cylindrical cams 22, the working surfaces of the two cylindrical cams 22 are the same, that is, the lifting heights of the two cylindrical cams 22 are the same, that is, the cam lifts of the two cylindrical cams 22 are the same, that is, as shown in fig. 4, the two cylindrical cams 22 each include a working surface starting section 22a, a working surface rising section 22b, and a working surface terminating section 22c, and in the axial direction of the mandrel 10, the height difference between the working surface starting section 22a and the working surface terminating section 22c of the two cylindrical cams 22 is the same, and the lifting height of the two cylindrical cams 22 is greater than or equal to the distance between the central planes of the two disc cams 21 in the disc cam group, namely, the height difference between the working surface initial section 22a and the working surface end section 22c of the two cylindrical cams 22 is larger than or equal to the distance between the central planes of the two disc cams 21 in the disc cam group.
The working surface starting section 22a of one of the cylindrical cams 22 is opposite to the working surface starting section 22a of the other cylindrical cam 22, that is, the working surface starting section 22a of the left cylindrical cam 22 is opposite to the working surface starting section 22a of the right cylindrical cam 22 in fig. 3, the working surface lifting section 22b of the left cylindrical cam 22 is opposite to the working surface lifting section 22b of the right cylindrical cam 22, and the working surface terminating section 22c of the left cylindrical cam 22 is opposite to the working surface terminating section 22c of the right cylindrical cam 22; a shift ring groove 23 is formed between the two cylindrical cams 22, and two groove walls of the shift ring groove 23 are working surfaces of the two cylindrical cams 22, so that the width of a region of the shift ring groove 23 corresponding to the working surface start section 22a is the largest, and the width of a region of the shift ring groove 23 corresponding to the working surface end section 22c is the smallest, in the axial direction of the mandrel 10.
When one end of the displacement pin 30 is located in the displacement ring groove 23, and one end of the displacement pin 30 is located between the working surface starting sections 22a of the two cylindrical cams 22, the displacement pin 30 can move in the radial direction of the mandrel 10, and the displacement pin 30 has two positions, i.e., a first position in fig. 5 and a second position in fig. 6, as shown in fig. 5, when the displacement pin 30 moves to the first position, the displacement pin 30 contacts the working surface of the right cylindrical cam 22, and the cam sleeve 20 is moved in the first direction by the right cylindrical cam 22, even if the cam sleeve 20 moves to the right, the disc cam 21 that drives the valve operating mechanism 50 is switched from the right disc cam 21 in fig. 5 to the left disc cam 21 in fig. 5; as shown in fig. 6, when the shift pin 30 moves to the second position, the shift pin 30 contacts the operating surface of the left cylindrical cam 22, and the camshaft sleeve 20 is moved in the reverse direction by the left cylindrical cam 22, so that the disc cam 21 that drives the valve operating mechanism 50 is switched from the left disc cam 21 in fig. 6 to the right disc cam 21 in fig. 6 even if the camshaft sleeve 20 moves to the left.
When the engine valve gear provided in the above-described embodiment is used, for example, referring to fig. 5, if it is necessary to switch the disc cam 21 that drives the valve train 50 from the disc cam 21 on the right in fig. 5 to the disc cam 21 on the left in fig. 5, that is, to move the shift pin 30 to the first position shown in fig. 5, when one end of the shift pin 30 is located between the start sections 22a of the working surfaces of the two cylindrical cams 22, the shift pin 30 is moved to the first position shown in fig. 5, during the rotation of the camshaft housing 20, the shift pin 30 gradually comes into contact with the lift section 22b and the end section 22c of the working surface of the cylindrical cam 22 on the right in fig. 5, and since the shift pin 30 cannot move in the left-right direction in fig. 5, the camshaft housing 20 moves in the right-direction in fig. 5 due to the interaction between the shift pin 30 and the cylindrical cam 22 on the right in fig. 5, the disc cam 21 that effects the operation of the drive valve train 50 is switched from the disc cam 21 on the right side in fig. 5 to the disc cam 21 on the left side in fig. 5.
Referring to fig. 6, if the disc cam 21 for driving the valve operating mechanism 50 is switched from the disc cam 21 on the left side in fig. 6 to the disc cam 21 on the right side in fig. 6, that is, the shift pin 30 needs to be moved to the second position shown in fig. 6, when one end of the shift pin 30 is located between the working surface starting sections 22a of the two cylindrical cams 22, the shift pin 30 is moved to the second position shown in fig. 6, the shift pin 30 gradually contacts the working surface lifting section 22b and the working surface terminating section 22c of the cylindrical cam 22 on the left side in fig. 6 during the rotation of the cam sleeve 20, and since the shift pin 30 cannot move in the left-right direction in fig. 6, the cam sleeve 20 moves in the left-right direction in fig. 6 under the interaction between the shift pin 30 and the cylindrical cam 22 on the left side in fig. 6, and the disc cam 21 for driving the valve operating mechanism 50 is switched from the disc cam 21 on the left side in fig. 6 to the disc cam 21 on the right side in fig. 6 And a wheel 21.
As can be seen from the above description, in the engine valve operating mechanism provided in the embodiment of the present invention, when the cam sleeve 20 is provided with two cylindrical cams 22 having the same working surface, and the working surface starting sections 22a of the two cylindrical cams 22 are opposite to each other, so that the working surface lifting sections 22b of the two cylindrical cams 22 are opposite to each other, the working surface terminating sections 22c of the two cylindrical cams 22 are also opposite to each other, one end of the displacement pin 50 is located in the displacement ring groove 23 between the two cylindrical cams 22, and one end of the displacement pin 30 is located between the working surface starting sections 22a of the two cylindrical cams 22, the displacement pin 30 can move to the first position or the second position in the radial direction of the spindle 10. When the engine valve actuating mechanism provided by the embodiment of the invention is used, when one end of the displacement pin 30 is positioned between the working surface initial sections 22a of the two cylindrical cams 22, the displacement pin 30 is moved to a first position, and in the rotating process of the cam shaft sleeve 20, the displacement pin 30 is gradually contacted with the working surface lifting section 22b and the working surface termination section 22c of one cylindrical cam 22, and in the process, because the displacement pin 30 is fixed, under the action of the displacement pin 30 and the cylindrical cams 22, the cam shaft sleeve 20 is moved along a first direction, so that the switching of the disc-shaped cam 21 of the driving valve transmission mechanism 50 is realized; when one end of the displacement pin 30 is located between the working face initial sections 22a of the two cylindrical cams 22, the displacement pin 30 is moved to the second position, and during the rotation of the cam sleeve 20, the displacement pin 30 gradually contacts with the working face lifting section 22b and the working face terminating section 22c of the other cylindrical cam 22, and during the process, because the displacement pin 30 is fixed, the cam sleeve 20 is moved in the opposite direction under the action of the displacement pin 30 and the cylindrical cam 22, so that the switching of the disc cams 21 of the driving valve mechanism 50 is realized. Therefore, the switching of the disc cam 21 of the driving valve train 50 can be realized by the action of the two cylindrical cams 22 of the displacement pin 30 opposite to the working surface starting section 22a, and the degree of freedom of the displacement pin 30 is only one, namely, the movement of the displacement pin 30 only moves along the radial direction of the mandrel 10, so that the movement of the displacement pin 30 only needs to be controlled by one controller, thereby simplifying the structure and the control system of the engine valve train.
In the above embodiment, the controller for controlling the movement of the shift pin 30 may be an electronic actuator such as a solenoid valve, a hydraulic actuator, a pneumatic actuator, or an electromechanical actuator.
In the above embodiment, the structure of the displacement pin 30 may be various, and in the embodiment of the present invention, two ways are exemplified.
In a first mode, with continued reference to fig. 1, 5 and 6, the two cylindrical cams 22 have the same diameter; along the axial direction of the mandrel 10, a containing ring groove 24 is formed on the working surface of one cylindrical cam 22, and the opening direction of the containing ring groove 24 faces to the other cylindrical cam 22; the displacement pin 30 is provided with a first extension part 32 and a second extension part 33 which extend in opposite directions, when the displacement pin 30 moves to the first position, the first extension part 32 is positioned in the displacement ring groove 23, one end of the first extension part 32, which is back to the second extension part 33, is opposite to the outer edge 24a of the accommodating ring groove 24, and the second extension part 33 is positioned outside the displacement ring groove 23; when the displacement pin 30 moves to the second position, the first extension 32 is located in the receiving ring groove 24, the second extension 33 is located in the displacement ring groove 23, and one end of the second extension 33, which faces away from the first extension 32, is opposite to the working surface of the cylindrical cam 22 facing the opening direction of the receiving ring groove 24.
In specific implementation, please continue to refer to fig. 5, the diameters of the two cylindrical cams 22 on the cam shaft sleeve 20 are the same, a shifting ring groove 23 is formed between the two cylindrical cams 22, two groove walls of the shifting ring groove 23 are working surfaces of the two cylindrical cams 22, along the axial direction of the mandrel 10, an accommodating ring groove 24 is formed on the right cylindrical cam 22, and an opening direction of the accommodating ring groove 24 faces the left cylindrical cam 22, that is, the depth direction of the accommodating ring groove 24 is along the axial direction of the mandrel 10; the displacement pin 30 includes a pin body 31, the pin body 31 is provided with a first extension 32 and a second extension 33 at a lower end in fig. 5, the first extension 32 extends toward the cylindrical cam 22 on the right side in fig. 5, the second extension 33 extends toward the cylindrical cam 22 on the left side in fig. 5, a distance between a lower surface of the first extension 32 and an axis of the mandrel 10 in fig. 5 is smaller than a distance between a lower surface of the second extension 33 and the axis of the mandrel 10, a step 34 is provided between the first extension 32 and the second extension 33, and a distance between a right end of the first extension 32 and a left end of the second extension 33 is smaller than or equal to a width of a region of the displacement ring groove 23 corresponding to the working face start section 22 a.
In the case of using the engine valve gear provided in the above-described embodiment, with continuing reference to fig. 5, if it is necessary to switch the disc cam 21 that drives the valve operating mechanism 50 from the disc cam 21 on the right side in fig. 5 to the disc cam 21 on the left side in fig. 5, that is, to move the displacement pin 30 to the first position shown in fig. 5, when the lower end of the displacement pin 30 is located between the working surface starting sections 22a of the two cylindrical cams 22, that is, when the first extension portion 32 and the second extension portion 33 of the displacement pin 30 are located between the working surface starting sections 22a of the two cylindrical cams 22, the displacement pin 30 is moved to the first position shown in fig. 5, even if the displacement pin 30 is moved upward, at this time, the first extension portion 32 is located in the displacement ring groove 23, the right end of the first extension portion 32 is opposite to the working surface of the cylindrical cam 22 on the right side, that is opposite to the outer edge 24a of the receiving ring groove 24 on the cylindrical cam 22 on the right side, the left end of the first extending portion 32 is opposite to the working surface of the left cylindrical cam 22, that is, the step portion 34 formed between the first extending portion 32 and the second extending portion 33 is opposite to the working surface of the left cylindrical cam 22, and a gap is formed between the left end of the first extending portion 32 and the working surface of the left cylindrical cam 22, the second extending portion 33 is located outside the displacement ring groove 23, the lower surface of the second extending portion 33 is opposite to the outer circumferential surface of the left cylindrical cam 22, and a gap is formed between the lower surface of the second extending portion 33 and the outer circumferential surface of the left cylindrical cam 22, during the rotation of the cam sleeve 20, the right end of the first extending portion 32 of the displacement pin 30 is gradually contacted with the working surface lifting section 22b and the working surface terminating section 22c of the right cylindrical cam 22 in fig. 5, and because the displacement pin 30 cannot move in the left-right direction in fig. 5, under the interaction between the first extending portion 32 and the right cylindrical cam 22, the camshaft housing 20 is moved in the right direction in fig. 5, and the disc cam 21 that drives the valve operating mechanism 50 is switched from the disc cam 21 on the right side in fig. 5 to the disc cam 21 on the left side in fig. 5.
With continued reference to fig. 6, if it is desired to switch the disc cam 21 for driving the valve train 50 from the disc cam 21 on the left side in fig. 6 to the disc cam 21 on the right side in fig. 6, i.e., to move the displacement pin 30 to the second position shown in fig. 6, when the lower end of the displacement pin 30 is located between the working face starting sections 22a of the two cylindrical cams 22, i.e., when the first and second extensions 32 and 33 of the displacement pin 30 are located between the working face starting sections 22a of the two cylindrical cams 22, the displacement pin 30 is moved to move the displacement pin 30 to the second position shown in fig. 6, even if the displacement pin 30 is moved downward, at which time, the first extension 32 is located in the accommodating ring groove 24, the right end of the first extension 32 is opposed to the groove bottom 24c of the accommodating ring groove 24, and there is a gap between the right end of the first extension 32 and the groove bottom 24c of the accommodating ring groove 24, the upper surface of the first extension 32 is opposed to the outer groove wall 24b of the accommodating ring, and a gap is provided between the upper surface of the first extending portion 32 and the outer groove wall 24b of the accommodating ring groove 24, the right end of the second extending portion 33 is opposite to the outer edge 24a of the accommodating ring groove 24, and a gap is provided between the right end of the second extending portion 33 and the outer edge 24a of the accommodating ring groove 24, the second extending portion 33 is located in the displacement ring groove 23, the left end of the second extending portion 33 is opposite to the working surface of the left cylindrical cam 22, during the rotation of the camshaft sleeve 20, the left end of the second extending portion 33 is gradually contacted with the working surface lifting section 22b and the working surface terminating section 22c of the left cylindrical cam 22 in fig. 6, and since the displacement pin 30 cannot move in the left-right direction in fig. 6, under the interaction between the second extending portion 33 and the left cylindrical cam 22 in fig. 6, the camshaft sleeve 20 moves in the left-right direction in fig. 6, and the disc-shaped cam 21 for driving the valve operating mechanism 50 is switched from the left disc-shaped cam 21 in fig. And a wheel 21.
It should be noted that the cylindrical cam 22 on the left side in fig. 5 may be provided with a weight-reducing ring groove of the cylindrical cam 22 whose opening direction is toward the right side, so as to reduce the weight of the camshaft sleeve 20.
In the first mode, the diameters of the two cylindrical cams 22 are the same, and in practical applications, the diameters of the two cylindrical cams 22 may not be the same.
In a second way, referring to fig. 7 and 8, along the axial direction of the mandrel 10, an accommodating ring groove 24 is formed on one of the cylindrical cams 22, an opening direction of the accommodating ring groove 24 faces to the other cylindrical cam 22, and a diameter of a groove wall of the accommodating ring groove 24 far away from the cam shaft sleeve 20 is larger than that of the other cylindrical cam 22; the displacement pin 30 is provided with a first extension 32 extending towards the cylindrical cam 22 provided with the accommodating ring groove 24, and when the displacement pin 30 moves to the first position, one end of the first extension 32 facing the cylindrical cam 22 provided with the accommodating ring groove 24 is opposite to the outer edge 24a of the accommodating ring groove 24; when the displacement pin 30 moves to the second position, the end of the first extension portion 32 facing the cylindrical cam 22 provided with the accommodating ring groove 24 is located in the accommodating ring groove 24, and the end of the first extension portion 32 facing away from the cylindrical cam 22 provided with the accommodating ring groove 24 is opposite to the working surface of the cylindrical cam 22 facing the opening direction of the accommodating ring groove 24.
In specific implementation, please refer to fig. 7, along the axial direction of the mandrel 10, an accommodating ring groove 24 is formed on the right cylindrical cam 22, an opening direction of the accommodating ring groove 24 faces the left cylindrical cam 22, a diameter of the left cylindrical cam 22 is smaller than a diameter of the right cylindrical cam 22 and smaller than a diameter of an outer groove wall 24b of the accommodating ring groove 24, and a shifting ring groove 23 is formed between the two cylindrical cams 22; the displacement pin 30 includes a pin body 31, the pin body 31 is provided with a first extension 32 at a lower end in fig. 7, the first extension 32 extends toward the cylindrical cam 22 on the right side in fig. 7, and a length of the first extension 32 is equal to or less than a width of a region of the displacement ring groove 23 corresponding to the working face start section 22 a.
In the case of using the engine valve gear provided in the above-described embodiment, with continuing reference to fig. 7, if it is necessary to switch the disc cam 21 that drives the valve operating mechanism 50 from the disc cam 21 on the right side in fig. 7 to the disc cam 21 on the left side in fig. 7, that is, to move the displacement pin 30 to the first position shown in fig. 7, when the lower end of the displacement pin 30 is located between the start sections 22a of the operating surfaces of the two cylindrical cams 22, that is, when the first extension portion 32 of the displacement pin 30 is located between the start sections 22a of the operating surfaces of the two cylindrical cams 22, the displacement pin 30 is moved to move the displacement pin 30 to the first position shown in fig. 7, even if the displacement pin 30 is moved upward, at this time, the first extension portion 32 is located between the two cylindrical cams 22, the right end of the first extension portion 32 is opposite to the operating surface of the cylindrical cam 22 on the right side, that is opposite to the outer edge 24a of the accommodating ring groove 24 on the cylindrical, during the rotation of the cam sleeve 20, the right end of the first extension portion 32 of the displacement pin 30 gradually contacts with the working surface lifting section 22b and the working surface terminating section 22c of the right cylindrical cam 22 in fig. 7, and since the displacement pin 30 cannot move in the left-right direction in fig. 7, under the interaction of the first extension portion 32 and the right cylindrical cam 22 in fig. 7, the cam sleeve 20 moves in the right direction in fig. 7, and the disc cam 21 for driving the valve operating mechanism 50 is switched from the disc cam 21 on the right in fig. 7 to the disc cam 21 on the left in fig. 7.
With continued reference to fig. 8, if it is desired to switch the disc cam 21 for driving the valve train 50 from the disc cam 21 on the left side in fig. 8 to the disc cam 21 on the right side in fig. 8, i.e., to move the displacement pin 30 to the second position shown in fig. 8, when the lower end of the displacement pin 30 is located between the working face starting sections 22a of the two cylindrical cams 22, i.e., when the first extension portion 32 of the displacement pin 30 is located between the working face starting sections 22a of the two cylindrical cams 22, the displacement pin 30 is moved to the second position shown in fig. 8, even if the displacement pin 30 is moved downward, at which time, the first extension portion 32 is located in the accommodation ring groove 24, the right end of the first extension portion 32 is opposite to the groove bottom 24c of the accommodation ring groove 24, and there is a gap between the right end of the first extension portion 32 and the groove bottom 24c of the accommodation ring groove 24, the upper surface of the first extension portion 32 is opposite to the outer groove wall 24b of the accommodation, and a gap is provided between the upper surface of the first extension 32 and the outer groove wall 24b of the receiving ring groove 24, the side surface of the pin body 31 is opposed to the outer edge 24a of the receiving ring groove 24, and a gap is formed between the side surface of the pin body 31 and the outer edge 24a of the accommodating ring groove 24, the left end of the first extension part 32 is opposite to the working surface of the left cylindrical cam 22, and during the rotation of the cam sleeve 20, the left end of the first extension 32 comes into contact with the face lifting section 22b and the face terminating section 22c of the cylindrical cam 22 on the left side in fig. 8, since the displacement pin 30 cannot move in the left-right direction in fig. 8, the cam sleeve 20 moves in the left direction in fig. 8 by the interaction of the first extending portion 32 and the cylindrical cam 22 on the left side in fig. 8, and the disc cam 21 that drives the valve operating mechanism 50 is switched from the disc cam 21 on the left side in fig. 8 to the disc cam 21 on the right side in fig. 8.
In the above embodiment, in order to prevent the cam sleeve 20 from moving axially along the spindle 10 after the cam sleeve 20 has been displaced, referring to fig. 2 and 3, the engine valve train further includes a limit pin assembly 40, and after the cam sleeve 20 has been displaced, the limit pin assembly 40 limits the cam sleeve 20 from moving axially along the spindle 10. When the displacement of the camshaft sleeve 20 is completed to the right in fig. 5 or to the left in fig. 6, the stopper pin assembly 40 restricts the axial movement of the camshaft sleeve 20 along the spindle 10, so that the axial movement of the camshaft sleeve 20 along the spindle 10 after the displacement is completed can be prevented.
The arrangement of the limit pin assembly 40 can be various, for example, please refer to fig. 2 and fig. 3, two limit ring grooves 25 are formed on the outer surface of the cam shaft sleeve 20, and the distance between the central planes of the two limit ring grooves 25 is equal to the distance between the central planes of the two disc cams 21 in the same disc cam group; the limit pin assembly 40 includes a limit pin 41 and an elastic member 42, one end of the limit pin 42 can fall into one of the limit ring grooves 25, the limit pin 41 can move towards the camshaft sleeve 10 or move away from the camshaft sleeve 10, one end of the elastic member 42 is connected with the engine cylinder head, and the other end is connected with the limit pin 41.
In specific implementation, as shown in fig. 5, two limiting ring grooves 25 are annularly arranged on the outer surface of the left end of the camshaft sleeve 20 adjacently, the distance between the central planes of the two limiting ring grooves 25 is equal to the distance between the central planes of the two disc cams 21 in the disc cam group, the cross-sectional shapes of the limiting ring grooves 25 can be triangular, arc-shaped or square, and the two limiting ring grooves 25 are in arc transition; the stopper pin 41 is provided on the engine head, and the stopper pin 41 is movable in the radial direction of the mandrel 10, and one end of the stopper pin 41 may fall into one of the stopper ring grooves 25, for example, as shown in fig. 5, the shift pin 30 is located at the first position, the left disc cam 21 on the cam sleeve 20 drives the valve operating mechanism 50, and the lower end of the stopper pin 41 falls into the left stopper ring groove 25, or, as shown in fig. 6, the shift pin 30 is located at the second position, the right disc cam 21 on the cam sleeve 20 drives the valve operating mechanism 50, and the lower end of the stopper pin 41 falls into the right stopper ring groove 25; when the shift pin 30 is switched between the first position and the second position, the cam sleeve 20 moves in the axial direction of the spindle 10, and the lower end of the stopper pin 41 in fig. 5 can be switched between the two stopper ring grooves 25.
One end of the elastic member 42 is connected with the engine cylinder head, and the other end is connected with the limit pin 41, when the lower end of the limit pin 41 falls into the limit ring groove 25 on the right side in fig. 5, that is, when the stopper pin 41 is engaged with the stopper ring groove 25 on the left side in fig. 5, the elastic member 42 applies force to the stopper pin 41, so as to press the limit pin 41 into the limit ring groove 25 on the right side, so that the lower end of the limit pin 41 is always contacted and pressed against the groove wall of the limit ring groove 25 on the right side, when the stopper pin 41 moves from the stopper ring groove 25 on the right side to the stopper ring groove 25 on the left side in fig. 5, the stopper pin 41 is subjected to the transition region of two adjacent stopper ring grooves 25, the elastic member 42 is compressed and contracted by the compression force generated on the elastic member 42, so that the stopper pin 41 can be smoothly moved from the right-side stopper ring groove 25 to the left-side stopper ring groove 25 in fig. 5, and the cam sleeve 20 can be locked after the displacement is completed. The elastic member 42 may be a spring or a leaf spring.
In the above embodiment, the limiting ring groove 25 is disposed on the outer surface of the camshaft sleeve 20, and in practical application, the limiting ring groove 25 may also be disposed on the inner surface of the camshaft sleeve 20, for example, referring to fig. 7 and 8, two limiting ring grooves 25 are disposed on the inner surface of the camshaft sleeve 20 in adjacent rings, and the distance between the central planes of the two limiting ring grooves 25 is equal to the distance between the central planes of the two disc cams 21 in the same disc-shaped cam group; the mandrel 10 is provided with a guide hole 11 along the radial direction of the mandrel 10, the limit pin assembly 40 comprises a limit pin 41 and an elastic part 42, one end of the limit pin 41 can fall into one of the limit ring grooves 25, the limit pin 41 can move along the radial direction of the mandrel 10, one end of the elastic part 42 is connected with the mandrel 10, and the other end of the elastic part is connected with the limit pin 41.
In specific implementation, as shown in fig. 7, two limiting ring grooves 25 are annularly arranged on the inner surface of the left end of the camshaft sleeve 20 adjacently, the distance between the central planes of the two limiting ring grooves 25 is equal to the distance between the central planes of the two disc cams 21 in the disc cam group, the cross-sectional shapes of the limiting ring grooves 25 can be triangular, arc-shaped or square, and the two limiting ring grooves 25 are in arc transition; the stopper pin 25 is disposed in the guide hole 11 of the mandrel 10, and the stopper pin 41 is movable in the radial direction of the mandrel 10, and one end of the stopper pin 41 may fall into one of the stopper ring grooves 25, for example, as shown in fig. 7, the shift pin 30 is located at the first position, the left disc cam 21 on the cam sleeve 20 drives the valve operating mechanism 50, and the lower end of the stopper pin 41 falls into the left stopper ring groove 25, or, as shown in fig. 8, the shift pin 30 is located at the second position, the right disc cam 21 on the cam sleeve 20 drives the valve operating mechanism 50, and the lower end of the stopper pin 41 falls into the right stopper ring groove 25; when the shift pin 30 is switched between the first position and the second position, the cam sleeve 20 moves in the axial direction of the spindle 10, and the lower end of the stopper pin 41 in fig. 7 can be switched between the two stopper ring grooves 25.
One end of the elastic member 42 is connected to the mandrel 10, and the other end is connected to the stopper pin 41, and when the lower end of the stopper pin 41 falls into the stopper ring groove 25 on the right side in fig. 7, that is, when the stopper pin 41 is engaged with the stopper ring groove 25 on the left side in fig. 7, the elastic member 42 applies force to the stopper pin 41, so as to press the limit pin 41 into the limit ring groove 25 on the right side, so that the lower end of the limit pin 41 is always contacted and pressed against the groove wall of the limit ring groove 25 on the right side, when the stopper pin 41 moves from the stopper ring groove 25 on the right side to the stopper ring groove 25 on the left side in fig. 7, the stopper pin 41 is subjected to the transition region of two adjacent stopper ring grooves 25, the elastic member 42 is compressed and contracted by the compression force generated on the elastic member 42, so that the stopper pin 41 can be smoothly moved from the right-side stopper ring groove 25 to the left-side stopper ring groove 25 in fig. 5, and the cam sleeve 20 can be locked after the displacement is completed. The elastic member 42 may be a spring or a leaf spring.
In the above embodiment, the cam shaft sleeve 20 is sleeved on the mandrel 10, the cam shaft sleeve 20 can rotate with the mandrel 10 and can move along the axial direction of the mandrel 10, and the cam shaft sleeve 20 and the mandrel 10 can be connected by a key, for example, please continue to refer to fig. 2, the mandrel 10 is provided with a key along the axial direction of the mandrel 10, and the inner surface of the cam shaft sleeve 20 is provided with a key groove matched with the key. In practical applications, a key groove may be formed on the mandrel 10 along the axial direction of the mandrel 10, and a key matching with the key groove may be formed on the inner surface of the cam sleeve 20.
With continued reference to fig. 2, in the valve train of the engine according to the embodiment of the present invention, the valve train 50 includes a rocker arm 51, one end of the rocker arm 51 is connected to the valve 60, the other end is provided with a valve lash adjuster 52, the rocker arm 51 is provided with a roller 53, and the roller 53 contacts with one of the disc cams 21 of the disc cam set. The rocker arm 51 is in contact with the disc cam 21 through the roller 53, and the roller 53 is in rolling contact with the disc cam 21, so that the abrasion of the disc cam 21 and the roller 53 can be reduced, and the service life of the valve actuating mechanism of the engine can be prolonged. In addition, the valve clearance adjuster 52 may adjust the valve clearance to prevent the valve clearance from being too small to cause poor sealing between the valve 60 and the cylinder of the engine, and to prevent the valve clearance from being too large to cause collision between the valve 60 and other transmission members.
In the above embodiment, the valve operating mechanism 50 is a rocker arm type valve operating mechanism, but in practical application, a tappet type valve operating mechanism may be used, and of course, the valve 60 may be directly contacted with the disc cam 21 to form a direct drive type valve operating mechanism.
The embodiment of the invention also provides an engine, and the engine is provided with the engine valve mechanism in the embodiment. The engine and the engine valve actuating mechanism have the same advantages compared with the prior art, and the detailed description is omitted.
The embodiment of the invention also provides an automobile which is provided with the engine in the embodiment. The advantages of the vehicle and the engine relative to the prior art are the same, and are not described in detail herein.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. An engine valve actuating mechanism comprises a camshaft, a valve actuating mechanism (50) and a displacement pin (30), wherein the camshaft comprises a mandrel (10) and a cam shaft sleeve (20) sleeved on the mandrel (10), the cam shaft sleeve (20) can rotate along with the mandrel (10), the cam shaft sleeve (20) can move along the axial direction of the mandrel (10), at least one group of disc-shaped cam groups is arranged on the cam shaft sleeve (20), and each group of disc-shaped cam groups comprises two disc-shaped cams (21) capable of driving the valve actuating mechanism (50) to work; it is characterized in that the preparation method is characterized in that,
two cylindrical cams (22) are further adjacently arranged on the cam shaft sleeve (20), the working surfaces of the two cylindrical cams (22) are the same, and the starting section (22a) of the working surface of one cylindrical cam (22) is opposite to the starting section (22a) of the working surface of the other cylindrical cam (22); the lifting height of the cylindrical cam (22) is larger than or equal to the central plane spacing of two disc cams (21) in the same disc cam group; a shifting ring groove (23) is formed between the two cylindrical cams (22), and two groove walls of the shifting ring groove (23) are working surfaces of the two cylindrical cams (22);
one end of the displacement pin (30) is positioned in the displacement ring groove (23), when one end of the displacement pin (30) is between the working face initial sections (22a) of the two cylindrical cams (22), the displacement pin (30) moves to a first position or a second position along the radial direction of the mandrel (10); said displacement pin (30) moving said camsleeve (20) in a first direction by said cylindrical cam (22) progressively contacting said displacement pin (30) as said displacement pin (30) moves to a first position; when the displacement pin (30) moves to the second position, the displacement pin (30) moves the cam sleeve (20) in the opposite direction by another cylindrical cam (22) gradually contacting the displacement pin.
2. An engine valve train according to claim 1, wherein the diameters of the two cylindrical cams (22) are the same; an accommodating ring groove (24) is formed in the working surface of one of the cylindrical cams (22), the depth direction of the accommodating ring groove (24) is along the axial direction of the mandrel (10), and the opening direction of the accommodating ring groove (24) faces to the other cylindrical cam (22);
a first extending portion (32) and a second extending portion (33) which extend in opposite directions are arranged on the displacement pin (30), when the displacement pin (30) moves to a first position, the first extending portion (32) is located in the displacement ring groove (23), one end, facing away from the second extending portion (33), of the first extending portion (32) is opposite to an outer edge (24a) of the accommodating ring groove (24), and the second extending portion (33) is located outside the displacement ring groove (23); when the displacement pin (30) moves to the second position, one end of the first extension portion (32) facing away from the second extension portion (33) is located in the accommodating ring groove (24), the second extension portion (33) is located in the displacement ring groove (23), and one end of the second extension portion (33) facing away from the first extension portion (32) is opposite to the working surface of the cylindrical cam (22) facing the opening direction of the accommodating ring groove (24).
3. The valve gear of the engine according to claim 1, characterized in that the working surface of one of the cylindrical cams (22) is provided with an accommodating ring groove (24), the depth direction of the accommodating ring groove (24) is along the axial direction of the mandrel (10), the opening direction of the accommodating ring groove (24) faces to the other cylindrical cam (22), and the diameter of the groove wall of the accommodating ring groove (24) far away from the cam shaft sleeve (20) is larger than that of the other cylindrical cam (22);
the displacement pin (30) is provided with a first extension part (32) extending towards the cylindrical cam (22) provided with the accommodating ring groove (24), and when the displacement pin (30) moves to a first position, one end, facing the cylindrical cam (22) provided with the accommodating ring groove (24), of the first extension part (32) is opposite to the outer edge (24a) of the accommodating ring groove (24); when shift round pin (30) moved the second position, first extension (32) orientation is provided with hold annular groove (24) the one end of cylinder cam (22) is located hold annular groove (24), just first extension (32) are provided with dorsad hold annular groove (24) the one end of cylinder cam (22) with the orientation hold the opening direction of annular groove (24) the working face of cylinder cam (22) is relative.
4. An engine valve train according to claim 1, further comprising a stop pin assembly (40), wherein the stop pin assembly (40) limits axial movement of the cam sleeve (20) along the spindle (10) after the cam sleeve (20) has been displaced.
5. The engine valve gear according to claim 4, characterized in that two limiting ring grooves (25) are arranged on the outer surface of the camshaft sleeve (20) in adjacent rings, and the distance between the central planes of the two limiting ring grooves (25) is equal to the distance between the central planes of the two disc cams (21) in the same disc cam group;
the limiting pin assembly (40) comprises a limiting pin (41) and an elastic piece (42), one end of the limiting pin (41) can fall into one limiting ring groove (25), the limiting pin (41) can move towards the cam shaft sleeve (20) or move away from the cam shaft sleeve (20), one end of the elastic piece (42) is connected with an engine cylinder cover, and the other end of the elastic piece is connected with the limiting pin (41).
6. The engine valve gear according to claim 4, characterized in that two limiting ring grooves (25) are arranged on the inner surface of the camshaft sleeve (20) in an adjacent ring mode, and the distance between the central planes of the two limiting ring grooves (25) is equal to the distance between the central planes of the two disc cams (21) in the same disc cam group;
follow on dabber (10) radial guiding hole (11) have been seted up to dabber (10), stop pin subassembly (40) include spacer pin (41) and elastic component (42), one end of spacer pin (41) can fall into one of them in spacing annular (25), just spacer pin (41) can be followed the radial movement of dabber (10), the one end of elastic component (42) with dabber (10) are connected, the other end with spacer pin (41) are connected.
7. Engine valve train according to any of claims 1 to 6, characterized in that the cam sleeve (20) is keyed to the spindle (10).
8. An engine valve train according to claim 7, characterized in that the valve train (50) comprises a rocker arm (51), one end of the rocker arm (51) being connected to a valve (60) and the other end being provided with a valve lash adjuster (52), the rocker arm (51) being provided with a roller (53), the roller (53) being in contact with one of the disc cams (21) of the set.
9. An engine characterised in that the engine is provided with an engine valve train according to any one of claims 1 to 8.
10. A motor vehicle, characterized in that it is provided with an engine according to claim 9.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201510859430.3A CN108301888B (en) | 2015-11-30 | 2015-11-30 | Engine valve mechanism, engine and automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201510859430.3A CN108301888B (en) | 2015-11-30 | 2015-11-30 | Engine valve mechanism, engine and automobile |
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| CN108301888B true CN108301888B (en) | 2020-11-17 |
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|---|---|---|---|---|
| DE10148177A1 (en) * | 2001-09-28 | 2003-04-17 | Ina Schaeffler Kg | Valve drive with valve stroke reversal for gas exchange valves of 4-stroke IC engines has slide grooves extending across each other due to location at small relative distance, to reduce axial space requirement |
| CN101595281A (en) * | 2007-03-02 | 2009-12-02 | 奥迪股份公司 | The valve mechanism that is used for the bearing that comprises the energy axial motion of gas exchange valves of internal combustion engine |
| CN103306774A (en) * | 2012-03-06 | 2013-09-18 | 株式会社电装 | Valve lift adjusting device |
| CN104454068A (en) * | 2013-09-18 | 2015-03-25 | 马自达汽车株式会社 | Valve gear transmission apparatus of engine |
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2015
- 2015-11-30 CN CN201510859430.3A patent/CN108301888B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10148177A1 (en) * | 2001-09-28 | 2003-04-17 | Ina Schaeffler Kg | Valve drive with valve stroke reversal for gas exchange valves of 4-stroke IC engines has slide grooves extending across each other due to location at small relative distance, to reduce axial space requirement |
| CN101595281A (en) * | 2007-03-02 | 2009-12-02 | 奥迪股份公司 | The valve mechanism that is used for the bearing that comprises the energy axial motion of gas exchange valves of internal combustion engine |
| CN103306774A (en) * | 2012-03-06 | 2013-09-18 | 株式会社电装 | Valve lift adjusting device |
| CN104454068A (en) * | 2013-09-18 | 2015-03-25 | 马自达汽车株式会社 | Valve gear transmission apparatus of engine |
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