CN112282882A

CN112282882A - Camshaft assembly for controlling engine cylinder valve and vehicle

Info

Publication number: CN112282882A
Application number: CN202011377263.6A
Authority: CN
Inventors: 郭立新; 李康宁; 钟博; 杨振国; 兰权; 高先进
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2020-11-30
Filing date: 2020-11-30
Publication date: 2021-01-29

Abstract

The invention discloses a camshaft assembly for controlling engine cylinder valves and a vehicle. The camshaft assembly comprises a camshaft and a cam arranged on the camshaft, a shaft hole is formed in the center of the cam, the camshaft is arranged in the shaft hole in a penetrating mode, and the cam is used for controlling the opening or closing of an air valve of an engine cylinder under the driving of the camshaft; and a locking mechanism is arranged between the cam shaft and the cam, and the locking mechanism can enable the cam to be connected with or separated from the cam shaft. The locking mechanism can control the cam to be separated from the cam shaft, so that the cam shaft cannot be driven to rotate when rotating, the valve cannot be driven to open by the rotation of the cam shaft, the valve is closed under the condition that the engine is stopped, the oil saving effect is improved, and the locking mechanism is simple in structure and easy to arrange.

Description

Camshaft assembly for controlling engine cylinder valve and vehicle

Technical Field

The invention relates to the automobile technology, in particular to a camshaft assembly for controlling an engine cylinder valve and a vehicle.

Background

In order to meet the necessary power reserve, the engine adopts multi-cylinder parallel operation to improve the displacement, but the oil consumption is high due to large displacement, and the multi-cylinder engine is quite wasteful when the engine works under medium and small loads or stops and stops on urban roads without strong power. Therefore, shutting down some cylinders to increase the engine load rate under these conditions is the simplest and most effective way to conserve fuel. However, with the engine cylinder deactivation technique, if the fuel injection and ignition are interrupted only for the deactivated cylinders, the deactivated cylinders are still continuously charged and discharged, and the fuel saving effect is not significant due to the pumping loss. In an engine adopting the cylinder deactivation technology, besides interrupting fuel injection and ignition of a deactivated cylinder, an intake valve and an exhaust valve of the deactivated cylinder should be closed to stop the intake and exhaust processes of the cylinder, and a mechanism for closing the valve of the deactivated cylinder cannot be realized in the prior art.

Disclosure of Invention

The invention provides a camshaft assembly for controlling an engine cylinder valve and a vehicle, and aims to solve the problem that in the prior art, when an engine is stopped, the valve of a cylinder which stops working cannot be closed, so that the oil saving effect is poor.

The invention adopts the following technical scheme:

a camshaft assembly for controlling an engine cylinder valve comprises a camshaft and a cam arranged on the camshaft, wherein a shaft hole is formed in the center of the cam, the camshaft is arranged in the shaft hole in a penetrating mode, and the cam is used for controlling the engine cylinder valve to be opened or closed under the driving of the camshaft; and a locking mechanism is arranged between the cam shaft and the cam, and the locking mechanism can enable the cam to be connected with or separated from the cam shaft.

As an alternative to the camshaft assembly described above, the locking mechanism includes a locking pin and a spring;

the camshaft is provided with a lock pin hole extending along the radial direction of the camshaft, the lock pin hole is a blind hole, the lock pin is arranged in the lock pin hole, and the spring is arranged between the bottom end of the lock pin hole and the lock pin;

a lock pin pit is formed in the inner wall of the shaft hole, and the lock pin extends into the lock pin pit under the elastic force action of the spring; and at least one of the inner wall of the shaft hole and the periphery of the camshaft is provided with an annular oil duct, the annular oil duct is communicated with the lock pin pit, and the camshaft is provided with an oil inlet control oil way communicated with the annular oil duct.

As an alternative to the above-described camshaft assembly, a lock pin boss is provided at a top portion of the lock pin, and a width of the lock pin boss in the circumferential direction of the camshaft is smaller than a width of a body of the lock pin in the circumferential direction of the camshaft.

As an alternative to the camshaft assembly described above, the distance between the bottom of the locking pin and the bottom end of the locking pin bore is greater than the depth of the locking pin recess.

As an alternative of the camshaft assembly, the bottom of the lock pin hole is connected with an oil return way.

As an alternative of the camshaft assembly, the lock pin hole is divided into two sections with different diameters from the top to the bottom, the section at the top is larger in diameter, and the diameter size of the section is consistent with that of the lock pin; the section at the bottom has a smaller diameter, and the diameter size is consistent with the diameter size of the spring.

As an alternative to the camshaft assembly described above, the locking pin is of a hollow construction.

As an alternative scheme of the camshaft assembly, an oil discharge hole communicated with the annular oil duct is formed in the cam, and a plug is arranged in the oil discharge hole.

As an alternative to the above-mentioned camshaft assembly, a circlip is provided on the camshaft, so that the cam is clamped on the camshaft by the circlip.

The vehicle comprises a vehicle body and an engine, wherein a rocker is arranged at a valve of the engine, one end of the rocker is connected with the valve, the vehicle further comprises the camshaft assembly, and the other end of the rocker is abutted to the cam so as to push the rocker to rotate through the cam and control the valve to open and close.

The invention has the advantages that: can pass through locking mechanism control cam and camshaft separation to can't drive the cam rotation when making the camshaft rotate, just also make the rotation of camshaft can't drive the valve and open, make the camshaft can't drive the valve and open under the condition that the engine stopped the jar, make the valve close under the condition that the engine stopped the jar, promote the effect of economizing on fuel, and simple structure, the cost is lower, easily arranges.

Drawings

FIG. 1 is a schematic view of the assembly structure of the camshaft assembly and the rocker lever of the present invention;

FIG. 2 is a schematic view of a first cross-sectional configuration of a camshaft assembly of the present invention;

FIG. 3 is a second cross-sectional structural view of the camshaft assembly of the present invention;

FIG. 4 is a schematic view of a first position of the locking mechanism in an unlocked state in the configuration of FIG. 2 in accordance with the present invention;

FIG. 5 is a schematic view of the second position of the locking mechanism in the unlocked position of the configuration of FIG. 2 in accordance with the present invention.

In the figure:

100. a rocker; 101. a rotating shaft; 200. a camshaft assembly;

210. a cam; 211. a shaft hole; 212. a lockpin pit; 213. an oil drain hole;

220. a camshaft; 221. a lock pin hole; 222. an annular oil passage; 223. an oil inlet control oil way; 224. an oil return path; 225. a clamp spring;

230. a locking mechanism; 231. a lock pin; 2311. a lock pin boss; 232. a spring.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

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

In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used based on the orientations and positional relationships shown in the drawings only for convenience of description and simplification of operation, and do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.

The invention discloses a vehicle, which comprises a vehicle body and an engine, wherein a rocker is arranged at a valve of the engine, fig. 1 is a schematic view of an assembly structure of a camshaft assembly and the rocker, as shown in fig. 1, one end of the rocker 100 is connected with the valve, the other end of the rocker 100 is abutted against a cam 210 of the camshaft assembly 200, and the middle part of the rocker 100 is rotatably connected to a rotating shaft 101, so that when the cam 210 rotates, the rocker 100 can be pushed to rotate around the rotating shaft 101 to control the opening and closing of the valve.

The cam 210 is disposed on a cam shaft 220, and the cam 210 is rotated by the rotation of the cam shaft 220. Since the vehicle has a plurality of cylinders, as shown in fig. 1, and a plurality of rocker levers 100 are also provided, a plurality of cams 210 are provided on the camshaft 220 at intervals in the axial direction thereof, the cams 210 corresponding one-to-one to the rocker levers 100. In the prior art, the cam 210 and the cam shaft 220 are designed in an integrated manner, and the cam shaft 220 is rotated to inevitably drive the cam 210 to rotate, so that when one or more cylinders in a plurality of cylinders are deactivated, the valves of the deactivated cylinders are still opened and closed as usual, and air can be continuously fed and exhausted, thereby affecting the oil saving effect.

In the camshaft assembly 200 of the present invention, the cam 210 and the camshaft 220 are designed in a split manner, fig. 2 is a schematic view of a first cross-sectional structure of the camshaft assembly of the present invention, fig. 3 is a schematic view of a second cross-sectional structure of the camshaft assembly of the present invention, as shown in fig. 2 and fig. 3, in the camshaft assembly 200 of the present invention, the center of the cam 210 is provided with a shaft hole 211, the camshaft 220 is inserted into the shaft hole 211, a locking mechanism 230 is provided between the camshaft 220 and the cam 210, the locking mechanism 230 can connect or disconnect the cam 210 with the camshaft 220, when the cylinder corresponding to the cam 210 is deactivated, the locking mechanism 230 controls the cam 210 to separate from the camshaft 220, so that the cam 210 cannot rotate along with the camshaft 220, the valve of the cylinder corresponding to the cam 210 cannot be opened, thereby closing the valve of the cylinder which is deactivated and stopping the intake and exhaust of the cylinder which, the oil-saving effect is better.

The locking mechanism 230 has many structures as long as it can achieve the coupling and decoupling of the control cam 210 and the cam shaft 220. In one embodiment, as shown in fig. 2 and 3, the locking mechanism 230 includes a locking pin 231 and a spring 232, and the connection and disconnection of the cam 210 to and from the cam shaft 220 is achieved by the locking pin 231 protruding into the cam 210 or being released from the cam 210. As shown in fig. 2 and 3, the camshaft 220 is provided with a lock pin hole 221 extending in a radial direction thereof, the lock pin hole 221 extending inward in the radial direction of the camshaft 220 from an outer periphery of the camshaft 220, the lock pin hole 221 being a blind hole so that the lock pin 231 is confined in the lock pin hole 221. The lock pin 231 is disposed in the lock pin hole 221, and the spring 232 is disposed between the bottom end of the lock pin hole 221 and the lock pin 231, and as shown in fig. 2 and 3, one end of the spring 232 abuts against the bottom end of the lock pin hole 221, and the other end abuts against the bottom of the lock pin 231. A lock pin pit 212 is arranged on the inner wall of the shaft hole 211 of the cam 210, the lock pin 231 extends into the lock pin pit 212 under the elastic force of the spring 232, and at the moment, the locking device 210 is in a locking state, so that the cam 210 is clamped on the cam shaft 220 by the lock pin 231, and the cam 210 is connected with the cam shaft 220; at least one of the inner wall of the shaft hole 211 and the outer periphery of the camshaft 220 is provided with an annular oil passage 222, the annular oil passage 222 is communicated with the lock pin pit 212, the camshaft 220 is provided with an oil inlet control oil passage 223 communicated with the annular oil passage 222, when the cam 210 needs to be separated from the camshaft 220, the oil inlet control oil passage 223 is opened to feed oil into the lock pin pit 212, oil pressure is built in the lock pin pit 212, the lock pin 231 moves to the spring 232 against the pre-tightening force of the spring 232 under the action of the oil pressure in the lock pin pit 212, the lock pin 231 is separated from the lock pin pit 212, and the.

As shown in fig. 2, in the embodiment of the present invention, the annular oil passage 222 is provided on the outer periphery of the camshaft 220, and in other embodiments, the annular oil passage 222 may be provided on the inner wall of the shaft hole 211 of the cam 210. It can be understood that the size of the annular oil passage 222 along the axial direction of the camshaft 220 is smaller than the size of the cam 210 along the axial direction of the camshaft 220, so that the annular oil passage 222 is covered by the inner wall of the shaft hole 211 of the cam 210, and the annular oil passage 222 is prevented from being too wide and exposed outside the cam 210 to cause oil leakage.

Referring to fig. 2, the oil inlet control oil path 223 is disposed along an axial direction of the camshaft 220, and the oil inlet control oil path 223 is controlled to be connected and closed by a solenoid valve. In the present invention, annular oil passage 222 is provided in an annular shape, so that oil feed control oil passage 223 can communicate with detent pit 212 wherever camshaft 220 rotates, so that oil pressure is present in detent pit 212. As shown in fig. 4 and 5, when camshaft 220 is rotated to the different positions shown in fig. 4 and 5, oil feed control passage 223 is still able to communicate with detent pocket 212.

Further, as shown in fig. 2 and 3, the camshaft 220 is further provided with an oil return path 224, the oil return path 224 is connected to the bottom of the lock pin hole 221, and when fuel enters the lock pin hole 221, the fuel can flow out of the oil return path 224 to achieve oil return.

In addition, as shown in fig. 2, an oil drain hole 213 may be provided in the cam 210, the oil drain hole 213 communicates with the annular oil passage 222 so that the fuel in the annular oil passage 222 and the detent pit 212 can be discharged from the oil drain hole 213, and a stopper may be provided in the oil drain hole 213. When it is desired to drain oil from annular oil gallery 222 and detent pocket 212, the plug may be removed to allow fuel to drain through drain hole 213.

Referring to fig. 2, a lock pin boss 2311 is formed at the top of the lock pin 231, and the width of the lock pin boss 2311 along the circumferential direction of the camshaft 220 is smaller than the width of the main body part of the lock pin 231 along the circumferential direction of the camshaft 220, so that a stop shoulder is formed at the joint of the lock pin boss 2311 and the main body part of the lock pin 231, which is beneficial for fuel in the lock pin pit 212 to push the lock pin 231 to move through the stop shoulder. In one embodiment, detent 231 may be cylindrical, detent boss 2311 may also be cylindrical, and detent boss 2311 may have a diameter less than the diameter of the body portion of detent 231. In other embodiments, latch 231 and latch boss 2311 may take other shapes, and are not limited herein.

In an embodiment, the locking pin protrusion 2311 may be circular arc, rectangular or trapezoidal, and the like, but is not limited thereto, and the shape of the locking pin pit 212 may also be circular arc, rectangular or trapezoidal, and only the size is larger than that of the locking pin protrusion 2311, so that the locking pin protrusion 2311 has a moving space in the locking pin pit 212, and cannot be locked, and the locking pin protrusion 2311 can be conveniently removed from the locking pin pit 212. Preferably, the top of latch boss 2311 has an arcuate surface that guides latch boss 2311 as it slides into and out of latch recess 212.

In one embodiment, locking pin 231 is hollow, which reduces the mass of locking pin 231, increases the moving speed of locking pin 231, and shortens the response time of locking mechanism 230.

In one embodiment, the distance between the bottom of the locking pin 231 and the bottom of the locking pin hole 221 is greater than or equal to the depth of the locking pin pit 212, so that the locking pin 231 has enough moving space in the locking pin hole 221, the locking pin 231 can be completely separated from the cam 210, and the situation that the top of the locking pin 231 is partially stuck in the locking pin pit 212 due to the insufficient depth of the locking pin hole 221, and the cam 210 cannot be completely separated from the cam shaft 220 is avoided.

In one embodiment, as shown in fig. 3, the locking pin hole 221 is divided into two sections with different diameters from the top to the bottom, namely, a first section at the top and a second section at the bottom, wherein the first section has a larger diameter and the second section has a smaller diameter. The locking pin 231 is disposed in the first section, and the diameter of the first section is the same as the diameter of the locking pin 231, so that the locking pin 231 can be well positioned and guided in the first section, and the locking pin 231 is prevented from running. The second section acts as a spring cavity in which the spring 232 is disposed, and the diameter of the second section is sized to correspond to the diameter of the spring 232 so that the spring 232 is secured and positioned. The oil return passage 224 is connected to the bottom of the second section. As shown in fig. 2, the distance d between the bottom of detent 231 and the bottom end of the first segment is greater than or equal to the depth h of detent pocket 212.

Referring to fig. 3, in order to fix the cam 210 to the camshaft 220, a clamp spring 225 is disposed on the camshaft, and the cam 210 is clamped to the camshaft 220 by the clamp spring 225. As shown in fig. 3, two snap springs 225 are correspondingly disposed on each cam 210, the two snap springs 225 are respectively disposed at two ends of the cam 210 along the axial direction of the cam shaft 220, and the two snap springs 225 are engaged with two end faces of the cam 210 to prevent the cam 210 from moving on the cam shaft 220. It is understood that a clip spring groove for mounting the clip spring 225 is provided on the outer circumferential surface of the camshaft 220.

When the camshaft assembly 200 works, the connection and the separation of the cam 210 and the camshaft 220 are realized through the locking and the unlocking of the locking mechanism 230, in the engine cylinder deactivation mode, the engine stops oil injection and ignition, the locking mechanism 230 is unlocked, and the valve is closed; in the normal working mode of the engine, the locking mechanism 230 is locked, and the valve is normally opened and closed. The camshaft assembly 200 is simple, the valve motion can be stopped and the cylinder can be stopped only by simply changing the camshaft assembly, the whole structure is slightly changed, the structure is simple, and the camshaft assembly is easy to arrange on an engine.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. The camshaft assembly for controlling the valve of the engine cylinder is characterized by comprising a camshaft (220) and a cam (210) arranged on the camshaft (220), wherein a shaft hole (211) is formed in the center of the cam (210), the camshaft (220) is arranged in the shaft hole (211) in a penetrating mode, and the cam (210) is used for controlling the valve of the engine cylinder to be opened or closed under the driving of the camshaft (220); a locking mechanism (230) is arranged between the cam shaft (220) and the cam (210), and the locking mechanism (230) can enable the cam (210) to be connected with or separated from the cam shaft (220).

2. A camshaft assembly as claimed in claim 1, characterized in that the locking mechanism (230) comprises a locking pin (231) and a spring (232);

the camshaft (220) is provided with a locking pin hole (221) extending along the radial direction of the camshaft, the locking pin hole (221) is a blind hole, the locking pin (231) is arranged in the locking pin hole (221), and the spring (232) is arranged between the bottom end of the locking pin hole (221) and the locking pin (231);

a lock pin pit (212) is formed in the inner wall of the shaft hole (211), and the lock pin (231) extends into the lock pin pit (212) under the action of the elastic force of the spring (232); at least one of the inner wall of the shaft hole (211) and the periphery of the cam shaft (220) is provided with an annular oil duct (222), the annular oil duct (222) is communicated with the lock pin pit (212), and the cam shaft (220) is provided with an oil inlet control oil way (223) communicated with the annular oil duct (222).

3. The camshaft assembly according to claim 2, wherein a lock pin boss (2311) is provided at a top of the lock pin (231), and a width of the lock pin boss (2311) in a circumferential direction of the camshaft (220) is smaller than a width of a body of the lock pin (231) in the circumferential direction of the camshaft (220).

4. A camshaft assembly as claimed in claim 2, characterized in that the distance between the bottom of the locking pin (231) and the bottom end of the locking pin bore (221) is greater than the depth of the locking pin pit (212).

5. A camshaft assembly as claimed in claim 2, characterized in that an oil return passage (224) is connected to the bottom of the locking pin hole (221).

6. A camshaft assembly as claimed in claim 2, characterized in that the locking pin bore (221) is divided into two sections of different diameters from its top to its bottom, the section at the top having a larger diameter and a diameter corresponding to the diameter of the locking pin (231); the section at the bottom has a smaller diameter, and the diameter size is consistent with the diameter size of the spring (232).

7. A camshaft assembly as claimed in claim 2, characterized in that the locking pin (231) is of hollow construction.

8. The camshaft assembly as claimed in claim 2, wherein an oil discharge hole (213) communicating with the annular oil passage (222) is formed in the cam (210), and a plug is provided in the oil discharge hole (213).

9. A camshaft assembly as claimed in claim 1, characterized in that a clamping spring (225) is provided on the camshaft (220) so that the cam (210) is clamped on the camshaft (220) by the clamping spring (225).

10. A vehicle comprising a vehicle body and an engine, wherein a rocker (100) is arranged at a valve of the engine, one end of the rocker (100) is connected with the valve, the vehicle is characterized by further comprising a camshaft assembly according to any one of claims 1 to 9, and the other end of the rocker (100) is abutted with the cam (210) so as to push the rocker (100) to rotate through the cam (210) to control the valve to open and close.