CN110863881A - Compression release type in-cylinder brake device for engine - Google Patents
Compression release type in-cylinder brake device for engine Download PDFInfo
- Publication number
- CN110863881A CN110863881A CN201911293498.4A CN201911293498A CN110863881A CN 110863881 A CN110863881 A CN 110863881A CN 201911293498 A CN201911293498 A CN 201911293498A CN 110863881 A CN110863881 A CN 110863881A
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- control shaft
- camshaft
- plunger
- hole
- oil
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- 230000006835 compression Effects 0.000 title claims abstract description 33
- 238000007906 compression Methods 0.000 title claims abstract description 33
- 230000007246 mechanism Effects 0.000 claims abstract description 85
- 239000003921 oil Substances 0.000 claims description 96
- 239000000346 nonvolatile oil Substances 0.000 claims description 10
- 239000010705 motor oil Substances 0.000 claims description 8
- 230000002093 peripheral effect Effects 0.000 claims description 7
- 238000007789 sealing Methods 0.000 claims description 7
- 230000007704 transition Effects 0.000 claims description 5
- 230000004308 accommodation Effects 0.000 claims 1
- 238000002360 preparation method Methods 0.000 claims 1
- 230000000694 effects Effects 0.000 abstract description 4
- 230000033001 locomotion Effects 0.000 description 6
- 238000003801 milling Methods 0.000 description 6
- 230000009471 action Effects 0.000 description 4
- 239000010720 hydraulic oil Substances 0.000 description 3
- 239000003981 vehicle Substances 0.000 description 3
- 230000006978 adaptation Effects 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000002441 reversible effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000035484 reaction time Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
-
- 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
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
-
- 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
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/08—Shape of cams
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0242—Variable control of the exhaust valves only
- F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
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- 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
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L2001/0471—Assembled camshafts
-
- 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
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L2001/0475—Hollow camshafts
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
The invention discloses a compression release type engine cylinder braking device, wherein a camshaft is provided with a camshaft axial passage, an exhaust cam is provided with an exhaust cam radial hole communicated with the camshaft axial passage, a braking mechanism is arranged in the camshaft corresponding to each exhaust cam, the braking mechanism comprises a sliding plunger and a control shaft which are connected, the sliding plunger is slidably arranged in the exhaust cam radial hole, the control shaft is slidably arranged in the camshaft axial passage, and the control shaft is provided with a cylindrical surface structure matched with the passage surface of the camshaft axial passage along the whole length of the control shaft; when braking in the cylinder, the control shaft slides along the axial channel of the cam shaft and drives the sliding plunger to slide along the radial hole of the exhaust cam and extend out of the cam surface of the exhaust cam to form a braking bulge, so that the sliding plunger cannot sink due to the support of the control bearing even if the sliding plunger is pressed by the downward force of the tappet, and the braking effect is good; the control shaft is of a non-cantilever structure, the axial channel of the cam shaft supports the control shaft, the control shaft is not easy to damage or break, and braking is safe and reliable.
Description
Technical Field
The invention relates to the technical field of engines, in particular to a compression release type in-cylinder brake device of an engine.
Background
In the normal operation process of the engine, the engine completes four working cycles of air intake, compression, work application and exhaust every time the camshaft rotates 360 degrees. At the end of the compression stroke, fuel is combusted in the cylinder, and work is applied in the subsequent expansion stroke.
The brake in the engine cylinder is a form of auxiliary brake of the whole vehicle, and the brake in the engine cylinder contributes to improving the brake capacity of the whole vehicle and reducing the brake load of the main brake of the whole vehicle. When the engine cylinder is braked, the compression stroke engine applies auxiliary work to the outside, when the compression stroke is close to the top dead center, the exhaust valve is opened by a small lift range under the driving of the braking device in the engine cylinder, the compressed high-pressure gas in the cylinder is rapidly released, the pressure in the cylinder is rapidly reduced, and the energy of the power stroke is reduced, so that the engine does not apply work to the outside basically in the next power stroke, the engine is decelerated, and the purpose of braking in the engine cylinder is achieved.
Chinese utility model patent with publication number CN201241740Y, entitled "a four-stroke internal combustion engine rocker arm integrated form arresting gear" discloses an engine in-cylinder arresting gear, it sets up two braking archs on the exhaust cam for realize opening the intake valve before the intake stroke finishes and increasing the air input, open exhaust valve release pressure before the compression stroke finishes and realize the in-cylinder braking of engine, in order to offset the valve lift that the braking arch arouses when the engine normally operates, need set up hydraulic control's clearance compensation mechanism on the rocker arm. Because the normal operating state accounts for the vast majority of the operating state of the whole engine, the clearance compensation mechanism is in the working state in the vast majority of the operating time of the engine, higher requirements on reliability and the like are provided, and the structure is more complex.
To this end, the applicant developed a new type of in-cylinder engine braking device and has already filed a patent application with application number 201911000047.7 entitled "compression-release in-cylinder engine braking device", but in subsequent practical applications, the applicant found that the following problems exist, which are to be further improved: when the brake state is in the cylinder, the reverse thrust of the sliding plunger on hydraulic oil is large, so that the pressure of the hydraulic oil is high instantly, impact is caused on a sealing element and the like, and the sealing reliability is influenced; under the condition of high hydraulic pressure, the condition that hydraulic oil is not compressible is not established, so that the sliding plunger is caused to sink in a proper amount under the action of the tappet, and the braking effect is influenced.
In order to solve the problems of the patent application with the application number of 201911000047.7 and the name of a compression release type engine in-cylinder brake device, the applicant has further developed and filed a patent application with the application number of 201911180709.3 and the name of a compression release type engine in-cylinder brake device, but in subsequent practical applications, the applicant finds that the following problems still exist and need to be further improved:
201911180709.3 patent application, because the control shaft wherein can only be supported at the tip, the shaft section between the both ends does not have the support, is cantilever structure, and when the braking state in the jar, the thrust of slip plunger to the control shaft is very big, easily causes the control shaft to damage or even fracture, has the trouble hidden danger.
Disclosure of Invention
In view of the above, the technical problems to be solved by the present invention are: provided is a compression-release in-cylinder brake device for an engine, which is safe and reliable in braking.
In order to solve the technical problems, the technical scheme of the invention is as follows: a compression-release engine in-cylinder brake apparatus, comprising: a camshaft provided with a plurality of exhaust cams;
the exhaust cam is provided with an exhaust cam radial hole along the radial direction, and the exhaust cam radial hole is communicated with the camshaft axial channel;
the interior of the camshaft is provided with a braking mechanism corresponding to each exhaust cam, each braking mechanism comprises a sliding plunger and a control shaft, the sliding plungers are slidably mounted in radial holes of the exhaust cams, the control shafts are slidably mounted in axial channels of the camshaft and penetrate through the sliding plungers, the control shafts are provided with cylindrical surface structures matched with the channel surfaces of the axial channels of the camshaft along the whole length of the control shafts, shaft sections of the control shafts located in the sliding plungers are in sliding fit with the sliding plungers, and shaft sections of the control shafts located on the two outer sides of the sliding plungers are in sliding fit with the axial channels of the camshaft;
when braking is carried out in the cylinder, the braking mechanism is controlled by a driving mechanism, the control shaft slides along the axial channel of the camshaft and drives the sliding plunger to slide along the radial hole of the exhaust cam, so that the sliding plunger extends out of the cam surface of the exhaust cam to form a braking bulge; when the brake is not in the cylinder, the brake mechanism is controlled by a reset mechanism, and the sliding plunger retracts into the radial hole of the exhaust cam.
The sliding plunger comprises a plunger body, the plunger body is provided with a plunger inclined through hole, the plunger inclined through hole is located in the camshaft axial channel, the upper end hole face of the plunger inclined through hole is inclined relative to the camshaft axial channel, the lower end hole face of the plunger inclined through hole is provided with a step-shaped bulge, the top face of the step-shaped bulge is an inclined plane with the same inclination as that of the upper end hole face, and an accommodating space is reserved between the side face of the step-shaped bulge and the side face of the plunger inclined through hole.
The outer end face of the plunger body is an outward convex curved surface; and one end of the plunger body, which is positioned in the axial channel of the camshaft, is provided with a plunger pressure relief structure.
The plunger pressure relief structure is a plunger pressure relief plane arranged on the surface of the plunger body; or the plunger pressure relief structure is a plunger pressure relief hole communicated with the plunger inclined through hole.
The channel surface of the axial channel of the camshaft is an inner cylindrical surface; the control shaft comprises a control shaft horizontal section and a control shaft inclined section which are arranged along the axial direction, the outer peripheral surface of the control shaft horizontal section is an outer cylindrical surface matched with the shape of an inner cylindrical surface of the camshaft axial channel, and the control shaft horizontal section is in sliding fit with the camshaft axial channel; the control shaft inclined section is constrained and installed in the plunger inclined through hole and penetrates out of the plunger inclined through hole, the control shaft inclined section is matched with the cross section shape of the plunger inclined through hole, the control shaft inclined section is provided with a control shaft inclined section upper inclined plane and a control shaft inclined section lower side surface, the control shaft inclined section upper inclined plane is the same as the upper end hole surface inclination of the plunger inclined through hole and is in sliding fit with the upper end hole surface inclination of the plunger inclined through hole, the control shaft inclined section lower side surface comprises a control shaft inclined section lower inclined plane, a control shaft inclined section lower arc surface and a control shaft inclined section transition surface arranged between the control shaft inclined section lower arc surface and the control shaft inclined section lower arc surface, the control shaft inclined section lower arc surface is the same as the convex top surface inclination of the plunger inclined through hole and is in sliding fit with the control shaft inclined section lower arc surface, and a notch is formed by the control shaft, the notch is matched with the step-shaped bulge of the plunger inclined through hole; the outer cylindrical surface of the horizontal section of the control shaft and the lower arc surface of the inclined section of the control shaft form the cylindrical surface structure; when braking is carried out in the cylinder, the lower arc surface of the inclined section of the control shaft positioned at the side part of the gap is accommodated in the accommodating space of the plunger inclined through hole; the included angle between the control shaft inclined section and the control shaft horizontal section is an inclined angle, and the inclined angle is not larger than the self-locking angle of the control shaft.
And an ejector rod is arranged between the adjacent control shafts in the axial channel of the camshaft, and the end part of the ejector rod is abutted against the end part of the control shaft.
The first end of camshaft axial passageway is the blind end, canceling release mechanical system set up in the first end of camshaft axial passageway, canceling release mechanical system includes reset spring and spacing seat, one side of spacing seat supports and leans on reset spring, the opposite side of spacing seat supports and leans on the control shaft.
The camshaft is provided with a camshaft pressure relief hole, the camshaft pressure relief hole is communicated with the camshaft axial channel, and the camshaft pressure relief hole is arranged close to the end part of the camshaft and is positioned on the wall of the camshaft between the limiting seat and the exhaust cam.
The axial channel of the camshaft is provided with a hydraulic cavity, the driving mechanism is a hydraulic driving mechanism, and the hydraulic driving mechanism is communicated with the hydraulic cavity through a rotary oil inlet interface device; the hydraulic driving mechanism comprises an electromagnetic directional valve, a pressure relief oil way and a one-way oil way, wherein the one-way oil way is provided with a one-way valve, the pressure relief oil way is provided with an overflow pressure retaining valve, and the pressure relief oil way is provided with a pressure relief valve; when the electromagnetic directional valve is powered off, the hydraulic cavity is communicated with an oil pan through the pressure relief oil way and is communicated with an engine oil way through the pressure relief oil way; when the electromagnetic directional valve is electrified, the engine oil circuit supplies oil to the hydraulic cavity through the one-way oil circuit, and the sliding plunger extends out of the cam surface of the exhaust cam to form a braking bulge.
The rotary oil inlet interface device comprises a fixed oil sleeve, a fixed oil sleeve and a rotary oil inlet interface device, wherein the fixed oil sleeve is provided with an oil through hole, the oil through hole is connected with the hydraulic driving mechanism, the camshaft is provided with an oil inlet journal, the oil inlet journal is rotatably and hermetically mounted on the fixed oil sleeve, the peripheral surface of the oil inlet journal is provided with an annular oil groove, the annular oil groove is communicated with the hydraulic cavity, and the oil through hole is communicated with the annular oil groove; the end of the camshaft is provided with a plug sealing the opening of the axial passage of the camshaft, the space between the plug and the control shaft forming the hydraulic chamber.
The hydraulic pressure chamber corresponds with the installation journal position of camshaft, and two adjacent spaces between the control shafts form the hydraulic pressure chamber, the second end shutoff of camshaft axial passageway has the jam, rotatory oil feed interface arrangement set up in the installation journal department of camshaft, rotatory oil feed interface arrangement includes: the camshaft seat is internally provided with a bearing bush, the mounting shaft neck is rotatably and hermetically mounted on the bearing bush, the peripheral surface of the mounting shaft neck is provided with an annular oil groove, the annular oil groove is communicated with the hydraulic cavity, the camshaft seat and the bearing bush are provided with oil through holes communicated with the annular oil groove, and the oil through holes are connected with the hydraulic driving mechanism; the first end and the second end of the axial channel of the camshaft are respectively provided with the resetting mechanism.
The driving mechanism can also be a linear driving mechanism, the linear driving mechanism is arranged close to the second end of the axial channel of the camshaft, and when the cylinder is braked, the linear driving mechanism pushes the control shaft close to the second end of the axial channel of the camshaft, so that the sliding plunger extends out of the cam surface of the exhaust cam to form a braking bulge.
After the technical scheme is adopted, the invention has the following beneficial effects:
because the camshaft of the compression release type engine cylinder inner braking device is provided with the camshaft axial channel extending along the axial direction of the camshaft, the exhaust cam is provided with the exhaust cam radial hole communicated with the camshaft axial channel along the radial direction of the exhaust cam, the braking mechanism is arranged in the camshaft corresponding to each exhaust cam, the braking mechanism comprises a sliding plunger and a control shaft, the sliding plunger is slidably arranged in the exhaust cam radial hole, and the control shaft is slidably arranged in the camshaft axial channel; when the sliding plungers of any cylinder are not contacted with the tappet, the driving mechanism drives the control shaft to slide along the axial channel of the camshaft and drives the sliding plungers to slide along the radial holes of the exhaust cam, so that the sliding plungers extend out of the cam surface of the exhaust cam to form braking protrusions, and the in-cylinder braking is realized; because the control shaft is provided with the cylinder structure with camshaft axial passage's channel face looks adaptation along its whole length, the shaft part of the control shaft that is located the outer both sides of slip plunger all with camshaft axial passage sliding fit, original cantilever structure has been eliminated, the structural strength of control shaft has greatly been improved, during the braking in the jar, camshaft axial passage plays powerful the support to the control shaft through the cylinder structure, even the control shaft receives the tappet through the very big pressure that the slip plunger transmitted, can not cause the control shaft to damage or fracture yet, the trouble hidden danger has been reduced, the safety in utilization has been improved.
After the control shaft pushes the sliding plunger to extend out of the cam surface of the exhaust cam to form a braking bulge, even if the sliding plunger is subjected to the force of pushing the tappet, due to the bearing of the control shaft and the self-locking effect of the inclined surface, the component force generated by the force applied by the sliding plunger to the control shaft along the axial direction of the control shaft is not larger than the friction force applied to the control shaft, the control shaft cannot move axially, the sliding plunger cannot sink when being subjected to the pushing of the tappet, and the braking is reliable; when the brake is not carried out in the cylinder, the control shaft is pushed under the action of the reset mechanism to drive the sliding plunger to reversely slide along the axial channel of the camshaft to retract into the radial hole of the exhaust cam in the reverse sliding process, so that the normal operation of the engine is not hindered.
Because the plunger body of the sliding plunger is provided with the plunger inclined through hole which is inclined relative to the axial channel of the camshaft, the lower end hole surface of the plunger inclined through hole is provided with a step-shaped bulge, the top surface of the bulge is an inclined surface with the same inclination as the upper end hole surface, and an accommodating space is reserved between the side surface of the bulge and the hole side surface of the plunger inclined through hole; the control shaft comprises a control shaft horizontal section and a control shaft inclined section, the control shaft inclined section is mounted in the plunger inclined through hole in a restraining mode and penetrates out of the plunger inclined through hole, the control shaft inclined section is provided with a control shaft inclined section upper inclined plane and a control shaft inclined section lower side face, the control shaft inclined section upper inclined plane is the same as the inclination of the upper end hole face of the plunger inclined through hole and is in sliding fit with the upper end hole face of the plunger inclined through hole, and the sliding plunger is pushed to extend out of the cam face of the exhaust cam to form a braking bulge through the control shaft inclined section; the lower side surface of the inclined section of the control shaft comprises a lower inclined surface of the inclined section of the control shaft, a transition surface of the inclined section of the control shaft and a lower cambered surface of the inclined section of the control shaft, the lower inclined surface of the inclined section of the control shaft is the same as the inclination of the top surface of the protrusion of the inclined through hole of the plunger and is in sliding fit with the top surface of the protrusion of the inclined through hole of the plunger, and the sliding plunger is pushed to retract into the radial hole of the exhaust cam by the; the transition surface of the inclined section of the control shaft and the lower inclined surface of the inclined section of the control shaft form a notch, the notch is matched with the step-shaped bulge of the inclined through hole of the plunger, and the notch is matched with the step-shaped bulge to ensure that the reciprocating sliding of the control shaft is smooth and free of obstacles; the lower inclined plane of the inclined section of the control shaft only occupies a part of the thickness of the inclined section of the control shaft, and can be in sliding fit with the convex top surface of the inclined through hole of the plunger to achieve the aim of resetting and pushing, and favorable conditions are created for designing the rest part of the thickness of the inclined section of the control shaft into the lower cambered surface of the inclined section of the control shaft so as to improve the strength of the whole control shaft; the inclined angle of the plunger inclined through hole is equal to that of the inclined section of the control shaft, and the inclined angle is small and not larger than the self-locking angle, so that even if the tappet applies a larger force to the sliding plunger, the control shaft cannot move, and the brake is reliable.
Drawings
FIG. 1 is a schematic cross-sectional view of a compression-release engine in-cylinder brake apparatus according to an embodiment of the present invention;
FIG. 2 is a schematic cross-sectional view of a second compression-release engine in-cylinder brake apparatus according to an embodiment of the present invention;
FIG. 3 is a schematic cross-sectional view of a three compression-release engine in-cylinder brake apparatus according to an embodiment of the present invention;
FIG. 4 is a schematic view of the single cylinder condition of FIG. 1 near the end of the camshaft during in-cylinder braking;
FIG. 5 is a schematic cross-sectional view B-B of FIG. 4;
FIG. 6 is a schematic view of the single cylinder condition of FIG. 1 near the end of the camshaft during non-in-cylinder braking;
FIG. 7 is a schematic cross-sectional view of C-C of FIG. 6;
FIG. 8 is a front view of the control shaft of FIG. 1;
FIG. 9 is a right side view of FIG. 8;
FIG. 10 is a sectional view taken at A-A in FIG. 8;
FIG. 11 is a schematic thickness diagram of FIG. 10;
FIG. 12 is a first perspective view of FIG. 8;
FIG. 13 is a second perspective view of FIG. 8;
FIG. 14 is a front view of the sliding plunger of FIG. 1;
fig. 15 is a sectional view of fig. 14 in the axial direction thereof;
FIG. 16 is a schematic view of the inclination of the inclined through hole of the cylinder plug of FIG. 15;
FIG. 17 is a bottom view of FIG. 14;
FIG. 18 is a perspective view of FIG. 14;
in the figure: i-a valve train; II, a hydraulic driving mechanism; III-a linear drive mechanism;
10-an exhaust valve; 11-valve spring; 12-valve rocker arm; 13-a rocker shaft; 14-a push rod; 15-a tappet;
20-a camshaft; 21-an intake cam; 22-exhaust cam; 23-camshaft axial passage; 24-an annular oil groove; 25-camshaft relief vent; 26-mounting a journal; 261-annular oil groove; 30-a rotary oil inlet interface device; 31-clogging; 32-fixing the oil sleeve; 321-oil through holes; 40-a reset mechanism; 41-a return spring; 42-a limiting seat; 50-an overflow pressure retaining valve; 60-an oil pan; 70-a braking mechanism; 71-a control shaft; 711-control shaft horizontal section; 7111-assembling threaded holes; 712-control axis inclination section; 7121-controlling the inclined section of the shaft to incline the upper inclined plane; 71221-controlling the shaft inclined section lower inclined plane; 71222-control shaft oblique section transition surface; 71223-control shaft inclined section lower arc surface; 72-a sliding plunger; 721-plunger inclined through hole; 7211-upper end hole surface; 7212-convex top surface; 7213-convex sides; 722-plunger pressure relief plane; 723-curved surface; 73-a mandril; 80-a solenoid directional valve; 90-rotating oil inlet interface device; 91-camshaft seat; 911-oil through hole; 92-bearing bush; 93-end caps; 94-sealing ring; 100-a one-way valve; 200-a pressure reducing valve; a-a hydraulic chamber; b-a hydraulic chamber; s-an accommodating space; r-control shaft radius;
in the figure, the circular arc arrow indicates the camshaft rotation direction, and the double arrow indicates the control shaft movement direction.
Detailed Description
The invention is further illustrated in the following non-restrictive manner with reference to the figures and examples.
It should be noted that, herein, terms of "upper", "lower", etc. indicating positions are defined for convenience of description based on the drawings shown in the drawings; the ordinal terms "first," "second," etc., are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; the terms "mounted," "connected," and the like are to be construed broadly and may, for example, be mechanical or electrical connections between elements; the elements may be directly connected or indirectly connected through an intermediate, and a person skilled in the art can understand the specific meaning of the above terms according to specific situations.
The core of the invention is that a braking mechanism is arranged for a camshaft of a valve actuating mechanism I of an engine, and a driving mechanism is matched with the braking mechanism, so that the in-cylinder braking of the engine is realized safely and reliably.
Example one
As shown in fig. 1, in the compression-release type engine in-cylinder brake apparatus according to the embodiment of the present invention, a rocker arm 12 is rotatably mounted on a rocker shaft 13, a pushrod 14 and an exhaust valve 10 are respectively disposed at both sides of the rocker shaft 13, and when a tappet 15 and the pushrod 14 push the rocker arm 12 from one side to swing around the rocker shaft 13 under the action of an exhaust cam 22 of a camshaft 20, the other side of the rocker arm 12 presses the exhaust valve 10, and the valve is opened; when the camshaft rotates a specified angle, the exhaust valve 10 returns under the action of the valve spring 11, and the valve is closed. The camshaft 20 is held in synchronization with the engine crankshaft by timing gears.
The above structure is a part of the engine valve train for controlling the motion of the exhaust valve, and the camshaft 20 is further provided with a plurality of intake cams 21 for controlling the opening and closing motions of the corresponding intake valves.
As shown in fig. 1, the camshaft 20 is provided with a camshaft axial passage 23 extending in the axial direction thereof, and the passage surface of the camshaft axial passage 23 is an inner cylindrical surface; the exhaust cam 22 is provided with an exhaust cam radial hole along the radial direction, and the exhaust cam radial hole is communicated with the camshaft axial channel 23; the interior of the camshaft 20 is provided with a brake mechanism 70 corresponding to each exhaust cam 22, the brake mechanism 70 comprises a control shaft 71 and a sliding plunger 72 which are connected, the sliding plunger 72 is slidably mounted in a radial hole of the exhaust cam, the control shaft 71 is slidably mounted in the camshaft axial passage 23, the control shaft 71 is provided with a cylindrical surface structure matched with a passage surface of the camshaft axial passage 23 along the whole length of the control shaft, a shaft section of the control shaft positioned in the sliding plunger 72 is in sliding fit with the sliding plunger 72, and shaft sections of the control shaft positioned at two outer sides of the sliding plunger 72 are in sliding fit with the camshaft axial passage 23. When braking in the cylinder, the braking mechanism 70 is controlled by a driving mechanism (in this embodiment, the driving mechanism specifically adopts a hydraulic driving mechanism II), the control shaft 71 slides along the axial channel 23 of the camshaft and drives the sliding plunger 72 to slide along the radial hole of the exhaust cam, so that the sliding plunger 72 extends out of the cam surface of the exhaust cam 22 to form a braking protrusion; when the brake mechanism 70 is controlled by the reset mechanism 40 during non-cylinder braking, the sliding plunger 72 retracts into the exhaust cam radial hole, and the engine operates normally.
As shown in fig. 14 to 18 and fig. 1, the sliding plunger 72 includes a plunger body, the plunger body is provided with a plunger inclined through hole 721, the plunger inclined through hole 721 is located in the camshaft axial passage 23, the plunger inclined through hole 721 is a long hole extending in the axial direction of the plunger body, an upper end hole surface 7211 of the plunger inclined through hole 721 is inclined with respect to the camshaft axial passage 23, a lower end hole surface of the plunger inclined through hole 721 is provided with a step-shaped protrusion, a protrusion top surface 7212 of the step-shaped protrusion is an inclined surface having the same inclination as the upper end hole surface 7211, and an accommodating space S is left between a protrusion side surface 7213 of the step-shaped protrusion and a hole side surface of the plunger inclined through hole 721. The outer end face of the plunger body is optimally designed to be an outward convex curved surface 723, and when the brake is performed in the cylinder, the curved surface 723 is in line contact with the tappet 15 instead of in surface contact, so that the service life can be prolonged. Further, one end of the plunger body located in the axial passage 23 of the camshaft is provided with a plunger pressure relief structure, specifically, the plunger pressure relief structure may be a plunger pressure relief plane 722 arranged on the surface of the plunger body, for example, the plunger pressure relief plane 722 is formed by milling a part of the surface of the plunger body; the plunger pressure relief structure may also be a plunger pressure relief hole opened at an end of the plunger body and communicating with the plunger inclined through hole 721, and oil or gas in a bottom cavity of the radial hole of the exhaust cam (when the braking mechanism 70 is driven by a linear driving mechanism III described below, gas in the bottom cavity of the radial hole of the exhaust cam) can be released through the plunger pressure relief structure, thereby ensuring smooth movement of the sliding plunger 72.
As shown in fig. 8 to 13 and fig. 1, the control shaft 71 includes a control shaft horizontal section 711 and a control shaft inclined section 712, which are axially disposed, the inclination of the control shaft inclined section 712 is such that the control shaft 71 is self-locking when the sliding plunger 72 is pushed by the tappet 15, the outer peripheral surface of the control shaft horizontal section 711 is an outer cylindrical surface adapted to the inner cylindrical surface of the camshaft axial passage 23 (for example, the diameter of the camshaft axial passage 23 is 2R, the diameter of the control shaft horizontal section 711 is also 2R), the control shaft horizontal section 711 is in sliding fit with the camshaft axial passage 23, wherein the control shaft inclined section 712 is constrained to be mounted in the plunger inclined through hole 721 and passes through the plunger inclined through hole 721, the control shaft inclined section 712 is adapted to the cross-sectional shape of the plunger inclined through hole 721 (for example, fig. 14 and 16, the plunger inclined through hole has a length, b width, α, the inclination of the control shaft inclined section 712 is α, a cross-sectional length is a, b, the control shaft inclined section 712 has an upper inclined surface 21 and a lower inclined surface 7121 b, the control shaft inclined surface is formed by milling, the control shaft inclined through the control shaft inclined section 221, the control shaft inclined section 221, the control shaft inclined section 221 b is mounted in a control shaft inclined through the same manner as the control shaft inclined through hole 721, the control shaft inclined through hole 221, the control shaft inclined section 7117 b, the control shaft inclined through hole 221, the control shaft inclined section 221, the lower inclined section 7123, the inclined through the inclined through the inclined section 7117, the inclined through hole 721, the inclined section 7123, the inclined groove, the lower inclined groove, the control shaft inclined groove is formed by milling process, the control shaft inclined groove, the control shaft inclined section 71221, the control shaft inclined section 7123, the control shaft inclined groove is formed by milling process, the control shaft inclined section 7123, the control shaft inclined groove, the control shaft inclined section 7123, the control shaft inclined groove 221, the control shaft inclined groove is formed by milling process, the control shaft inclined groove is formed by milling process, the control shaft inclined groove, the.
The angle between the control shaft inclined section 712 and the control shaft horizontal section 711 is an inclination angle, which is not greater than the self-locking angle of the control shaft 71. From mechanics principles, the self-locking condition of the control shaft 71 is that the force along the axis received by the control shaft 71 is not more than the maximum friction force, the control shaft 71 satisfies the self-locking condition, and is only related to the friction coefficient (defined as f1) between the sliding plunger 72 and the control shaft 71, the friction coefficient (defined as f2) between the control shaft 71 and the camshaft axial passage 23, and the inclination angle of the inclined section of the control shaft, regardless of the pressure of the tappet 15 against the sliding plunger 72, when the material, surface quality, heat treatment conditions, working conditions (lubrication, etc.) of the parts are determined, the magnitudes of f1 and f2 can be determined, and as long as the designed inclination angle is smaller than the self-locking angle (which can be obtained according to mechanical analysis and is not described herein), the control shaft 71 will not move axially no matter how much force is applied to the sliding plunger 72 by the tappet 15 (without considering other factors such as spring force and hydraulic force).
As shown in fig. 1, a push rod 73 is further disposed between adjacent control shafts 71 in the camshaft axial passage 23, and an end of the push rod 73 abuts against an end of the control shaft 71. The push rod 73 can transmit force to the adjacent control shaft 71 on one hand; on the other hand, by adjusting the length of the push rod 73, the distance by which each cylinder slide plunger 72 protrudes out of the exhaust cam 22 can be adjusted, and the uniformity of the height by which each cylinder slide plunger 72 protrudes out of the exhaust cam 22 is ensured. The longer the length of the push rod 73 is, the shorter the sliding distance of the control shaft 71 is, and the smaller the projecting distance of the sliding plunger 72 is; conversely, the shorter the length of the plunger 73, the longer the sliding distance of the control shaft 71, and the larger the projecting distance of the sliding plunger 72.
As shown in fig. 1, wherein the first end of the camshaft axial passage 23 is a closed end, the reset mechanism 40 is disposed at the first end of the camshaft axial passage 23, the reset mechanism 40 includes a reset spring 41 and a limit seat 42, one side of the limit seat 42 abuts against the reset spring 41, and the other side of the limit seat 42 abuts against the control shaft 71. The limit seat 42 can limit the limit position of the control shaft 71 moving towards the first end of the camshaft axial passage 23; further, by adjusting the length of the stopper seat 42, the height of the sliding plunger 72 protruding from the exhaust cam 22, which is close to the cylinder of the return mechanism 40, can be controlled. The longer the limit seat 42 is, the shorter the sliding distance of the control shaft 71 close to the reset mechanism 40 is, and the smaller the projecting distance of the sliding plunger 72 connected with the control shaft 71 is; conversely, the shorter the stopper seat 42 is, the longer the sliding distance of the control shaft 71 close to the reset mechanism 40 is, and the larger the projecting distance of the sliding plunger 72 connected to the control shaft 71 is.
As shown in fig. 1, the camshaft 20 is further provided with a camshaft relief hole 25, the camshaft relief hole 25 is communicated with the camshaft axial passage 23, and the camshaft relief hole 25 is disposed near the end of the camshaft 20 and is located on the camshaft wall between the limiting seat 42 and the exhaust cam 22. Since the volume of the chamber between the brake mechanism 70 adjacent to the reset mechanism 40 and the reset mechanism 40 is changed during the movement of the control shaft 71, the pressure of the chamber can be released through the camshaft relief hole 25, ensuring smooth movement of the moving member.
As shown in fig. 1, the axial passage 23 of the camshaft is provided with a hydraulic chamber a, the driving mechanism specifically adopts a hydraulic driving mechanism II, and the hydraulic driving mechanism II is communicated with the hydraulic chamber a through a rotary oil inlet interface device 30. The hydraulic driving mechanism II comprises an electromagnetic directional valve 80, a pressure relief oil path and a one-way oil path, wherein the one-way oil path is provided with a one-way valve 100, the pressure relief oil path is provided with an overflow pressure retaining valve 50, and the pressure relief oil path is provided with a pressure relief valve 200; the electromagnetic directional valve 80 preferably adopts a two-position three-way electromagnetic directional valve, and when the electromagnetic directional valve 80 is powered off, the hydraulic cavity A is communicated with the oil pan 60 through a pressure relief oil path and is communicated with an engine oil path through a pressure reduction oil path; when the electromagnetic directional valve 80 is energized, the engine oil passage supplies oil to the hydraulic chamber a through the one-way oil passage, and the slide plunger 72 extends out of the cam surface of the exhaust cam 22 to form a braking protrusion.
As shown in fig. 1, in this embodiment, the hydraulic chamber a is disposed at the second end of the axial passage 23 of the camshaft, wherein the rotary oil inlet interface device 30 includes a fixed oil sleeve 32, the fixed oil sleeve 32 is provided with an oil through hole 321, the oil through hole 321 is connected to the hydraulic driving mechanism II, the camshaft 20 is provided with an oil inlet journal, the oil inlet journal is rotatably and hermetically mounted on the fixed oil sleeve 32, an annular oil groove 24 is disposed on an outer circumferential surface of the oil inlet journal, the annular oil groove 24 is communicated with the hydraulic chamber a through a radial hole, and the oil through hole 321 is communicated with the annular oil groove; the end of the camshaft 20 is provided with a plug 31 that seals the opening of the camshaft axial passage 23, and the space between the plug 31 and the control shaft 71 forms a hydraulic pressure chamber a.
As shown in fig. 4, 5 and 1, during in-cylinder braking, the hydraulic driving mechanism II drives the braking mechanism 70, the engine oil path supplies oil to the hydraulic chamber a through the one-way oil path, and when the control shaft 71 is pushed to slide along the axial passage 23 of the camshaft, the lower arc surface 71223 of the inclined section of the control shaft is accommodated in the accommodating space S of the inclined through hole 721 of the plunger, the upper inclined surface 7121 of the inclined section of the control shaft is in sliding fit with the upper end hole surface 7211 of the inclined through hole 721 of the plunger, so as to push the sliding plunger 72 to slide along the radial hole of the exhaust cam, so that the sliding plunger 72 extends out of the cam surface of the exhaust cam 22 to form a braking protrusion. Because the control shaft 71 forcibly pushes the sliding plunger 72 to extend out of the cam surface of the exhaust cam 22 to form a braking bulge, even if the sliding plunger 72 is pressed down by the tappet 15, the sliding plunger 72 cannot sink due to the support of the control shaft 71, so that the braking is reliable and the braking effect is good; and, because control shaft 71 is provided with the cylinder structure with camshaft axial passage 23's channel face looks adaptation along its whole length, the shaft part of the control shaft that is located the outer both sides of slip plunger 72 all with camshaft axial passage 23 sliding fit, original cantilever structure has been eliminated, the structural strength of control shaft 71 has greatly been improved, during the braking in the jar, camshaft axial passage 23 provides powerful support to control shaft 71 through the cylinder structure, even control shaft 71 receives the very big pressure that tappet 15 transmitted through slip plunger 72, can not cause control shaft 71 to damage or fracture yet, the trouble hidden danger has been reduced, safety in utilization has been improved.
As shown in fig. 6, 7 and 1, when the in-cylinder braking is finished and the control shaft 71 is pushed to slide reversely along the axial passage 23 of the camshaft when the reset mechanism 40 is reset, the lower inclined face 71221 of the inclined section of the control shaft is in sliding fit with the convex top face 7212 of the inclined through hole 721 of the plunger, the sliding plunger 72 is pushed to slide reversely to retract the radial hole of the exhaust cam, and the engine enters a normal operation condition. Because the thickness b1 of the control shaft inclined section lower inclined surface 71221 only occupies a part of the thickness b of the control shaft inclined section, the control shaft inclined section lower inclined surface can be in sliding fit with the convex top surface 7212 of the plunger inclined through hole 721, the reset purpose can be realized without large pushing force, and favorable conditions are created for designing the rest part b2 of the thickness b of the control shaft inclined section into the control shaft inclined section lower arc surface 71223 so as to improve the strength of the whole control shaft 71.
Example two
As shown in fig. 2, the compression-release engine in-cylinder brake apparatus of the second embodiment is substantially the same as that of the first embodiment, except that: the hydraulic cavity B corresponds to the mounting journal 26 of the camshaft 20, a space between two adjacent control shafts 71 forms the hydraulic cavity B, the second end of the camshaft axial passage 23 is blocked, the rotary oil inlet interface device 90 is arranged at the mounting journal 26, the rotary oil inlet interface device 90 comprises a camshaft seat 91, end covers 93 are arranged on two sides of the camshaft seat 91, a bearing bush 92 is arranged in the camshaft seat 91, the mounting journal 26 is rotatably and hermetically mounted on the bearing bush 92, a sealing ring 94 is used for achieving oil sealing of a revolute pair, an annular oil groove 261 is formed in the outer peripheral surface of the mounting journal 26, the annular oil groove 261 is communicated with the hydraulic cavity B through a radial hole, oil through holes 911 communicated with the annular oil groove 261 are formed in the camshaft seat 91 and the bearing bush 92, and the oil through holes 911 are connected with a.
In this embodiment, the first end and the second end of the axial passage 23 of the camshaft are respectively provided with the reset mechanism 40, and accordingly, both ends of the camshaft 20 are provided with the camshaft pressure relief holes 25.
The structure at the position of the lubricating oil hole of the original camshaft mounting journal can be modified in the implementation mode, so that the structure is more compact; in addition, because the hydraulic cavity B divides the axial passage 23 of the camshaft into two parts, engine oil enters from the hydraulic cavity B in the middle of the camshaft 20, the moving time proportion of the control shaft 71 can be obviously improved, the in-cylinder braking reaction time of the engine is greatly shortened, and the in-cylinder braking performance is good.
According to the present embodiment, the camshaft axial passage 23 can be divided into two or more parts, and the in-cylinder braking performance is better, but the structure becomes complicated. Such structures are not shown or described in detail herein.
EXAMPLE III
As shown in fig. 3, the compression-release engine in-cylinder brake apparatus of the third embodiment is substantially the same as that of the first embodiment except that: the driving mechanism adopts a linear driving mechanism III, the linear driving mechanism III is arranged close to the second end of the camshaft axial passage 23, the second end of the camshaft axial passage 23 is not closed, and when the cylinder is braked, the linear driving mechanism III pushes a control shaft 71 close to the second end of the camshaft axial passage 23, so that a sliding plunger 72 extends out of the cam surface of the exhaust cam 22 to form a braking bulge. The linear driving mechanism III may be a known linear motor, or a telescopic cylinder (such as a telescopic cylinder, a telescopic electric cylinder), or a linear electromagnet, and is not limited herein.
The above illustration and description are mainly directed to a valve mechanism with a tappet, and the same applies to an overhead valve mechanism without a tappet, and reference may be made to the above embodiments.
The foregoing is illustrative of the preferred embodiments of the present invention, and details which have not been given to them are known to those skilled in the art, and the scope of the present invention is defined by the appended claims, and all equivalents which come within the spirit of the invention are therefore intended to be embraced therein.
Claims (12)
1. A compression-release engine in-cylinder brake apparatus, comprising: a camshaft provided with a plurality of exhaust cams; it is characterized in that the preparation method is characterized in that,
the exhaust cam is provided with an exhaust cam radial hole along the radial direction, and the exhaust cam radial hole is communicated with the camshaft axial channel;
the interior of the camshaft is provided with a braking mechanism corresponding to each exhaust cam, each braking mechanism comprises a sliding plunger and a control shaft, the sliding plungers are slidably mounted in radial holes of the exhaust cams, the control shafts are slidably mounted in axial channels of the camshaft and penetrate through the sliding plungers, the control shafts are provided with cylindrical surface structures matched with the channel surfaces of the axial channels of the camshaft along the whole length of the control shafts, shaft sections of the control shafts located in the sliding plungers are in sliding fit with the sliding plungers, and shaft sections of the control shafts located on the two outer sides of the sliding plungers are in sliding fit with the axial channels of the camshaft;
when braking is carried out in the cylinder, the braking mechanism is controlled by a driving mechanism, the control shaft slides along the axial channel of the camshaft and drives the sliding plunger to slide along the radial hole of the exhaust cam, so that the sliding plunger extends out of the cam surface of the exhaust cam to form a braking bulge; when the brake is not in the cylinder, the brake mechanism is controlled by a reset mechanism, and the sliding plunger retracts into the radial hole of the exhaust cam.
2. The compression-release engine in-cylinder brake apparatus as defined in claim 1, wherein the sliding plunger includes a plunger body, the plunger body defines a plunger inclined through hole, the plunger inclined through hole is located in the camshaft axial passage, an upper end hole surface of the plunger inclined through hole is inclined with respect to the camshaft axial passage, a lower end hole surface of the plunger inclined through hole is provided with a step-shaped protrusion, a protrusion top surface of the step-shaped protrusion is an inclined surface having the same inclination as that of the upper end hole surface, and an accommodation space is left between a protrusion side surface of the step-shaped protrusion and a hole side surface of the plunger inclined through hole.
3. The compression-release engine in-cylinder brake apparatus as defined in claim 2, wherein the outer end face of said plunger body is an outwardly convex curved surface; and one end of the plunger body, which is positioned in the axial channel of the camshaft, is provided with a plunger pressure relief structure.
4. The compression-release engine in-cylinder brake apparatus as defined in claim 3, wherein said plunger pressure relief structure is a plunger pressure relief plane provided on a surface of said plunger body; or the plunger pressure relief structure is a plunger pressure relief hole communicated with the plunger inclined through hole.
5. The compression-release engine in-cylinder brake apparatus as defined in claim 2, wherein the passage surface of the camshaft axial passage is an inner cylindrical surface;
the control shaft comprises a control shaft horizontal section and a control shaft inclined section which are arranged along the axial direction, the outer peripheral surface of the control shaft horizontal section is an outer cylindrical surface matched with the shape of an inner cylindrical surface of the camshaft axial channel, and the control shaft horizontal section is in sliding fit with the camshaft axial channel; the control shaft inclined section is constrained and installed in the plunger inclined through hole and penetrates out of the plunger inclined through hole, the control shaft inclined section is matched with the cross section shape of the plunger inclined through hole, the control shaft inclined section is provided with a control shaft inclined section upper inclined plane and a control shaft inclined section lower side surface, the control shaft inclined section upper inclined plane is the same as the upper end hole surface inclination of the plunger inclined through hole and is in sliding fit with the upper end hole surface inclination of the plunger inclined through hole, the control shaft inclined section lower side surface comprises a control shaft inclined section lower inclined plane, a control shaft inclined section lower arc surface and a control shaft inclined section transition surface arranged between the control shaft inclined section lower arc surface and the control shaft inclined section lower arc surface, the control shaft inclined section lower arc surface is the same as the convex top surface inclination of the plunger inclined through hole and is in sliding fit with the control shaft inclined section lower arc surface, and a notch is formed by the control shaft, the notch is matched with the step-shaped bulge of the plunger inclined through hole;
the outer cylindrical surface of the horizontal section of the control shaft and the lower arc surface of the inclined section of the control shaft form the cylindrical surface structure;
when braking is carried out in the cylinder, the lower arc surface of the inclined section of the control shaft positioned at the side part of the gap is accommodated in the accommodating space of the plunger inclined through hole;
the included angle between the control shaft inclined section and the control shaft horizontal section is an inclined angle, and the inclined angle is not larger than the self-locking angle of the control shaft.
6. The compression-release engine in-cylinder brake apparatus as defined in claim 1, wherein a carrier rod is provided between adjacent ones of said control shafts in said camshaft axial passage, an end of said carrier rod abutting against an end of said control shaft.
7. The compression-release engine in-cylinder brake apparatus as defined in claim 1, wherein the first end of the axial passage of the camshaft is a closed end, the return mechanism is disposed at the first end of the axial passage of the camshaft, the return mechanism includes a return spring and a retainer seat, one side of the retainer seat abuts against the return spring, and the other side of the retainer seat abuts against the control shaft.
8. The compression-release engine in-cylinder brake apparatus as defined in claim 7, wherein said camshaft is provided with a camshaft relief hole, said camshaft relief hole communicating with said camshaft axial passage, said camshaft relief hole being provided near an end of said camshaft and on a wall of said camshaft between said retainer seat and said exhaust cam.
9. The compression-release engine in-cylinder brake apparatus as defined in claim 1, wherein said camshaft axial passage is provided with a hydraulic chamber, said drive mechanism is a hydraulic drive mechanism, said hydraulic drive mechanism is communicated with said hydraulic chamber by a rotary oil-intake interface means;
the hydraulic driving mechanism comprises an electromagnetic directional valve, a pressure relief oil way and a one-way oil way, wherein the one-way oil way is provided with a one-way valve, the pressure relief oil way is provided with an overflow pressure retaining valve, and the pressure relief oil way is provided with a pressure relief valve; when the electromagnetic directional valve is powered off, the hydraulic cavity is communicated with an oil pan through the pressure relief oil way and is communicated with an engine oil way through the pressure relief oil way; when the electromagnetic directional valve is electrified, the engine oil circuit supplies oil to the hydraulic cavity through the one-way oil circuit, and the sliding plunger extends out of the cam surface of the exhaust cam to form a braking bulge.
10. The in-cylinder brake device of a compression-release engine according to claim 9, wherein the hydraulic chamber is disposed at the second end of the axial passage of the camshaft, and the rotary oil inlet port device comprises a fixed oil sleeve, the fixed oil sleeve being provided with an oil passage hole, the oil passage hole being connected to the hydraulic drive mechanism, the camshaft being provided with an oil inlet journal, the oil inlet journal being rotatably and sealingly mounted to the fixed oil sleeve, an annular oil groove being formed in an outer circumferential surface of the oil inlet journal, the annular oil groove being communicated with the hydraulic chamber, the oil passage hole being communicated with the annular oil groove; the end of the camshaft is provided with a plug sealing the opening of the axial passage of the camshaft, the space between the plug and the control shaft forming the hydraulic chamber.
11. The compression-release engine in-cylinder brake apparatus as defined in claim 9, wherein the hydraulic chamber corresponds to a mounting journal of the camshaft, a space between two adjacent control shafts forms the hydraulic chamber, a second end of the axial passage of the camshaft is blocked by a plug, the rotary oil inlet interface is disposed at the mounting journal of the camshaft, and the rotary oil inlet interface comprises: the camshaft seat is internally provided with a bearing bush, the mounting shaft neck is rotatably and hermetically mounted on the bearing bush, the peripheral surface of the mounting shaft neck is provided with an annular oil groove, the annular oil groove is communicated with the hydraulic cavity, the camshaft seat and the bearing bush are provided with oil through holes communicated with the annular oil groove, and the oil through holes are connected with the hydraulic driving mechanism;
the first end and the second end of the axial channel of the camshaft are respectively provided with the resetting mechanism.
12. The compression-release engine in-cylinder brake apparatus as defined in claim 1, wherein said actuating mechanism is a linear actuating mechanism disposed adjacent to said second end of said camshaft axial passage, said linear actuating mechanism pushing said control shaft adjacent to said second end of said camshaft axial passage during in-cylinder braking to extend said sliding plunger beyond said cam surface of said exhaust cam to form a braking lobe.
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| CN201911293498.4A CN110863881B (en) | 2019-12-16 | 2019-12-16 | Compression release type engine in-cylinder braking device |
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| CN201911293498.4A CN110863881B (en) | 2019-12-16 | 2019-12-16 | Compression release type engine in-cylinder braking device |
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| CN110863881B CN110863881B (en) | 2024-10-11 |
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|---|---|---|---|---|
| CN112922689A (en) * | 2021-02-26 | 2021-06-08 | 四川银钢一通凸轮轴有限公司 | Combined camshaft |
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| CN110863881B (en) | 2024-10-11 |
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