CN112343727A - Variable cycle control circuit - Google Patents
Variable cycle control circuit Download PDFInfo
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- CN112343727A CN112343727A CN201910737562.7A CN201910737562A CN112343727A CN 112343727 A CN112343727 A CN 112343727A CN 201910737562 A CN201910737562 A CN 201910737562A CN 112343727 A CN112343727 A CN 112343727A
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- Prior art keywords
- exhaust
- switch
- diode
- cam
- air inlet
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
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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
- F01L1/06—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like the cams, or the like, rotating at a higher speed than that corresponding to the valve cycle, e.g. operating fourstroke engine valves directly from crankshaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—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
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L2013/10—Auxiliary actuators for variable valve timing
- F01L2013/101—Electromagnets
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- 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 relates to a variable cycle control circuit; when the automobile runs in a gear, the circuit can enable the engine to automatically enter variable cycle operation by independently stepping on the brake pedal through the operation of a driver, and further can generate an engine retarding effect; the driver can manually operate the selection switch when not stepping on the accelerator pedal and the clutch pedal at the same time, so that the engine can automatically enter variable cycle operation, and further the engine can generate a speed slowing effect.
Description
A technical field
The invention relates to a variable cycle control circuit which is simpler and more compact in structure, lighter in weight, more complete in function and softer in work than the known variable cycle control circuit.
Second, background Art
At present, the known variable cycle control circuit has the following functions: when the inertia running of the automobile needs to be slowed down, the engine is manually controlled to be changed from the original four-stroke cycle mode of air intake, compression, expansion and exhaust to the two-stroke cycle mode of air intake, compression, air intake and compression, and the engine consumes the inertia motion energy of the automobile by compressing air, so that the running resistance of the automobile is increased. The engine has the disadvantages that all cylinders of the automobile engine are in a variable cycle state and the size of the retarding effect cannot be regulated and controlled, and only the manual control function is provided.
Third, the invention
In order to overcome the defects that the existing variable-cycle control circuit has the condition that each cylinder of an automobile engine is in a variable cycle state and the size of a retarding effect can not be regulated and controlled, and only has a manual control function. And the like, the invention provides a variable cycle control circuit, which can be used as the disclosed technology: the control circuit of the cycle-variable braking and retarding system of the automobile engine is arranged on each cylinder, and compared with the prior art: the idle-free driving control device can be matched with an automobile engine variable-cycle braking retarding system to act at proper time when a driver needs to retard the engine so as to provide required engine retarding efficiency, and the idle-free driving control device can be manually controlled and can be controlled by stepping on a brake pedal to conveniently adjust the number of cylinders participating in variable cycle so as to reduce the impact when the engine variable-cycle retarding is started.
The technical scheme adopted by the invention is as follows: the disclosed technology is composed of each variable cycle control circuit and a variable cycle mechanism on each cylinder of the engine: a variable cycle brake retarding system of an automobile engine;
the circulation changing mechanism is provided with; the device comprises an electromagnetic controller, a bracket, a spline sliding cam shaft sleeve, a positioning spring, a positioning ball, a first stop ring, a second stop ring, a spline shaft and the like.
The electromagnetic controller comprises: the magnetic coil, the reset spring, the air inlet iron core, the air outlet iron core, the fulcrum and the lever are arranged on the bracket;
the outer surface of the spline sliding cam shaft sleeve is provided with a first exhaust cam, a second exhaust cam, a first intake cam, a second intake cam, an intake control spiral ring groove and an exhaust control spiral ring groove, the hole wall of the spline sliding cam shaft sleeve is provided with a spline groove, an exhaust positioning pit and an intake positioning pit, and the spline sliding cam shaft sleeve is arranged on the spline shaft and can slide between the first blocking ring and the second blocking ring.
The spline shaft is provided with a spline and is also provided with a positioning spring, a first stop ring and a second stop ring.
The positioning ball is installed between the spline shaft and the spline sliding cam shaft sleeve.
The air inlet control spiral ring groove is composed of an unequal-depth ring groove part, an equal-depth spiral ring groove part and an equal-depth ring groove part.
The exhaust control spiral ring groove is composed of a non-equal-depth ring groove part, an equal-depth spiral ring groove part and an equal-depth ring groove part.
The variable cycle control circuit comprises: the device comprises a solid-state relay SSR, a resistor R1, a resistor R2, a resistor R3, a diode D1, a diode D11, a diode D2, a diode D3, a brake pedal switch K11, an accelerator pedal switch K2, a clutch pedal K3, a selector switch K4, a selector switch K5, a triode VT2, a triode VT3 and the like.
When the cylinder is in a four-stroke cycle, two exhaust cams on the spline sliding cam shaft sleeve drive two exhaust valve rocker arms to swing, so that the corresponding exhaust valves are opened in the exhaust stroke, and combusted waste gas is discharged out of the cylinder; at the same time, the first and second intake cams on the spline-sliding camshaft housing follow-up rotate ineffectively.
When the automobile runs with gear, when a driver needs to change the engine into an air compressor to reversely drag the automobile for slowing, the driver only needs to step on an accelerator pedal and a clutch pedal at the same time, after stepping on the brake pedal, a variable cycle control circuit can be connected with a power supply circuit of an electromagnetic controller of a corresponding air cylinder according to the depth of the brake pedal, the electrified electromagnetic controller immediately enables a corresponding exhaust iron core to leave an exhaust control spiral ring groove, an air inlet iron core enters the air inlet control spiral ring groove to interfere with a spline sliding cam shaft sleeve, the spline sliding cam shaft sleeve moves along a spline cam shaft, and a first air inlet cam and a second air inlet cam on the spline sliding cam shaft sleeve are positioned at the positions of a first roller bearing capable of driving a first exhaust valve rocker arm and a second roller bearing capable of driving a second exhaust valve rocker arm and then stop interfering; meanwhile, the two exhaust cams on the spline sliding cam shaft sleeve are already at the positions where the first roller bearing and the second roller bearing cannot be driven, so that the spline sliding cam shaft sleeve can only rotate in an ineffective follow-up manner; then when the compression stroke of the piston is nearly finished, the first air inlet cam and the second air inlet cam on the spline sliding cam shaft sleeve drive the first roller bearing and the second roller bearing, so that the first exhaust valve rocker arm and the second exhaust valve rocker arm immediately push the corresponding exhaust valve to open, the compressed air in the cylinder is discharged immediately after the exhaust valve is opened, then the piston enters the original expansion stroke, the cylinder sucks air from the opened exhaust valve, the first air inlet cam and the second air inlet cam are separated from the first roller bearing and the second roller bearing and are contacted shortly after the original exhaust stroke of the piston after the lower dead point of the piston is passed, the exhaust valve is closed, when the piston runs to the position shortly after the original exhaust stroke is started, the piston immediately compresses the air in the cylinder after the exhaust valve is closed, and when the piston runs to be close to the original exhaust upper dead point, the air inlet valve is opened, discharging the compressed air; then, when the original compression stroke of the piston is nearly finished, the first air inlet cam and the second air inlet cam on the spline sliding cam shaft sleeve simultaneously drive the first roller bearing and the second roller bearing, so that the first exhaust valve rocker arm and the second exhaust valve rocker arm immediately push the corresponding exhaust valve to open. So far, the cylinder enters a two-stroke cycle operation mode.
When the retarding efficiency of an automobile engine is not needed in the running of an automobile with gears, as long as a driver does not step on a brake pedal, or steps on a clutch gas pedal, or steps on an accelerator pedal, a variable cycle control circuit immediately disconnects a power supply circuit of an electromagnetic controller of each cylinder, under the action of a return spring, a fulcrum and a lever, an air inlet iron core leaves an air inlet control spiral ring groove, an air exhaust iron core enters an air exhaust control spiral ring groove to interfere a spline sliding cam shaft sleeve, so that the spline sliding cam shaft sleeve moves, and two air exhaust cams are positioned at positions capable of driving corresponding roller bearings and then stop interfering; then, in the exhaust stroke, the two exhaust cams drive the corresponding roller bearings timely to enable the two exhaust valve rocker arms to open the corresponding exhaust valves; at this time, two intake cams in the sliding cam sleeve perform ineffective follow-up rotation, and then each cylinder enters a four-stroke cycle operation mode.
The invention has the advantages of simple structure, softer work and selectable retarding efficiency.
Description of the drawings
The invention will be further described with reference to the accompanying drawings in which:
fig. 1 is a schematic view showing the relative positional relationship between the spline slide cam sleeve and the electromagnetic controller of the present invention.
Fig. 2 is a schematic view of the cross section of the spline-sliding camshaft sleeve of the present invention taken along the direction Y1, Y2 perpendicular to the axial direction, the solenoid controller and the intake control spiral groove, and the direction of rotation.
Fig. 3 is a cross-sectional view of the spline-sliding sleeve cam of the present invention taken along the direction Y7, Y8 perpendicular to the axial direction, and the solenoid controller and exhaust control spiral groove and the rotational direction are schematically illustrated.
FIG. 4 is a cross-sectional view of the splined sliding camshaft sleeve of the present invention taken along the direction Y3, Y4, perpendicular to the axial direction, and the exhaust cam and rotational direction.
Fig. 5 is a cross-sectional view of the splined sliding camshaft sleeve of the present invention taken perpendicular to the axial direction in the directions Y5, Y6 and the direction of rotation of the intake cam sleeve.
Fig. 6 is a schematic cross-sectional view of the spline-type sliding camshaft sleeve, the camshaft, and the relative position of the sliding camshaft sleeve and the exhaust rocker arm according to the present invention.
FIG. 7 is a schematic view of a transverse section of the spline shaft of the present invention in the Y9, Y10 direction perpendicular to the axial direction.
Fig. 8 is a schematic diagram of a variable cycle control circuit of the present invention.
In the figure: 1. the variable-cycle control circuit comprises a variable-cycle control circuit, 2 an electromagnetic controller, 3 a fulcrum, 4 a lever, 5 a support, 6 a magnetic coil, 7 a return spring, 8 an air inlet iron core, 9 an air outlet iron core, 10 a spline sliding cam shaft sleeve, 11 an air inlet control spiral ring groove, 12 a first air inlet cam, 13 a first air outlet cam, 14 a second air outlet cam, 15 an air outlet control spiral ring groove, 16 a positioning spring, 17 a sliding cam shaft sleeve hole wall and 18 a first blocking ring. 19. The engine comprises a second stop ring, 20 spline shafts, 21 rocker shafts, 22 first exhaust valve rocker arms, 23 second exhaust valve rocker arms, 24 first roller bearings, 25 second roller bearings, 28 locating balls, 29 exhaust locating pits, 30 intake locating pits, 31 second intake cams, 32 spline grooves and 33 splines.
Detailed description of the preferred embodiments
The variable cycle control circuit (1) is composed of: the device comprises a solid-state relay SSR, a resistor R1, a resistor R2, a resistor R3, a diode D1, a diode D11, a diode D2, a diode D3, a brake pedal switch K11, an accelerator pedal switch K2, a clutch pedal K3, a selector switch K4, a selector switch K5, a triode VT2, a triode VT3 and the like.
The variable cycle control circuit (1) has the following structure: the power output terminal 1 of the load end of the solid-state relay SSR is connected with the power input end of the magnetic attraction coil (6), the power output terminal 4 of the control end of the solid-state relay SSR is grounded, the power input terminal 2 of the load end of the solid-state relay SSR is simultaneously connected with the on terminal of the electric gate switch, one end of the selector switch K4, the other end of the selector switch K4 is connected with one end of a resistor R1, the other end of a resistor R1 is simultaneously connected with the anode of a diode D1, one end of the selector switch K5 and the emitter of a triode VT2, the cathode of a diode D1 is connected with the non-grounded end of a neutral light switch K1, the other end of the selector switch K5 is connected with the anode of a diode D11, the cathode of a diode D11 is connected with one end of a brake pedal switch K11, the other end of a brake pedal switch K11 is grounded, the base of a triode VT2 is connected with one end of a resistor R2, the other end, the negative electrode of the diode D2 is connected with one end of an accelerator pedal switch K2, the other end of the accelerator pedal switch K2 is grounded, the collector electrode of the triode VT2 is connected with the emitter electrode of the triode VT3, the base electrode of the triode VT3 is connected with one end of the resistor R3, the other end of the resistor R3 is connected with the positive electrode of the diode D3, the negative electrode of the diode D3 is connected with one end of the clutch pedal switch K3, the other end of the clutch pedal switch K3 is grounded, and the collector electrode of the triode VT3 is connected with the power input terminal 3 of the control end of the solid-state relay SSR.
1. In fig. 1, a spline sliding cam sleeve (10) is provided with a first exhaust cam (13), a second exhaust cam (14), a first intake cam (12), a second intake cam (31), an intake control spiral ring groove (11), and an exhaust control spiral ring groove (15): the electromagnetic controller (2) is arranged on the bracket (5); the variable-cycle control circuit (1) generates magnetic attraction force by controlling the electrification of the electromagnetic controller (2) and passing current through the magnetic attraction coil (6) and the grounding, so that the air inlet iron core (8) overcomes the elasticity of the return spring (7) to enter the air inlet control spiral ring groove (11), and meanwhile, under the action of the fulcrum (3) and the lever (4), the air exhaust iron core (9) leaves the air exhaust control spiral ring groove (15); the variable-cycle control circuit (1) is powered off by controlling the electromagnetic controller (2), no current flows through the magnetic attraction coil (6) immediately, the magnetic attraction force disappears, the air inlet iron core (8) is separated from the air inlet control spiral ring groove (11) under the action of the elastic force of the reset spring (7), and meanwhile, the air outlet iron core (9) enters the air outlet control spiral ring groove (15) under the action of the fulcrum (3) and the lever (4).
2. In fig. 2, the spline slide cam sleeve hole wall (17) is provided with a spline groove (32) which is engaged with a spline (33) of the spline camshaft (20) when mounted on the spline shaft (20). The electromagnetic control (2) is arranged on the bracket (5). When the air inlet magnetic coil (6) is electrified, the air inlet iron core (8) overcomes the elasticity of the return spring (7) to extend out towards the direction of the axis of the spline sliding cam shaft sleeve (10) under the action of electromagnetic force, and when the OA radial line of the spline sliding cam shaft sleeve (10) rotates to the position overlapped with the axis of the air inlet iron core (8) along the direction indicated by n, the air inlet electromagnetic controller iron core (8) starts to enter the unequal-depth ring groove part of the air inlet control spiral ring groove (11); when the OB radial line of the spline sliding cam shaft sleeve (10) rotates to the position overlapped with the axis of the air inlet electromagnetic controller iron core (8) along the direction indicated by n, the air inlet electromagnetic controller iron core (8) slides into the starting position of the equal-depth spiral ring groove of the air inlet control spiral ring groove (11), meanwhile, the piston is in the air suction stroke, and the first exhaust cam (13) and the second exhaust cam (14) on the spline sliding cam shaft sleeve (10) are just separated from the first roller bearing (24) and the second roller bearing (25). The OC radial line of the cam shaft sleeve (10) continues to rotate along the direction indicated by n along with the spline sliding, and in the process of approaching to the axial overlapping position of the air inlet electromagnetic controller iron core (8), under the combined action of the air inlet iron core (8) and the air inlet control spiral ring groove (11), the sliding cam shaft sleeve (10) moves towards the X direction, when the OC radial line of the spline sliding cam shaft sleeve (10) rotates to the position overlapped with the axis of the air inlet iron core (8) along the direction indicated by n, the piston is at the end position of the original compression stroke, the air inlet iron core (8) begins to slide into the starting position of the equal-depth ring groove of the air inlet spiral ring groove (11), and the air inlet cam (12) is at the position to drive the first roller bearing (24), and the first exhaust cam (13) and the second exhaust cam (14) are both in a position where it is impossible to drive the first roller bearing (24) and the second roller bearing (25). When the spline sliding cam sleeve (10) continues to rotate in the direction indicated by n, the air inlet iron core (8) slides in the equal-depth ring groove part of the air inlet control spiral ring groove (11), and the first air inlet cam (12) and the second air inlet cam (31) are in a state of driving the first roller bearing (24) and the second roller bearing (25).
3. In fig. 3, the spline slide cam sleeve hole wall (17) is provided with spline grooves (32) which are engaged with the splines (33) of the spline camshaft (20) when mounted on the spline shaft (20). The electromagnetic control (2) is arranged on the bracket (5). When the magnetic coil (6) is powered off, the exhaust iron core (9) extends out towards the direction of the axis of the spline sliding cam shaft sleeve (10) under the action of the elastic force of the return spring (7), the fulcrum (3) and the lever (4), and when an OA radial line of the spline sliding cam shaft sleeve (10) rotates to a position overlapped with the axis of the exhaust iron core (9) along the direction indicated by n, the exhaust iron core (9) starts to enter an unequal-depth ring groove part of an exhaust control spiral ring groove (15); when an OB radial line of the spline sliding cam shaft sleeve (10) rotates to a position overlapping with the axis of the exhaust core (9) along the direction indicated by n, the exhaust electromagnetic controller core (9) slides into the starting position of an equal-depth spiral ring groove of an exhaust control spiral ring groove (15), meanwhile, a piston is in an air suction stroke, and a first air inlet cam (12) and a second air inlet cam (31) are separated from contact with a first roller bearing (24) and a second roller bearing (25); as the OC radial line of the spline sliding cam sleeve (10) continues to rotate along the direction indicated by n and approaches to the axial overlapping position of the exhaust core (9), the spline sliding cam sleeve (10) moves towards the X1 direction under the action of the exhaust core (9) and the exhaust control spiral ring groove (15), when the OC radial line of the spline sliding cam sleeve (10) rotates to the axial overlapping position of the exhaust core (9) along the direction indicated by n, the exhaust core (9) starts to slide into the starting position of the equal-depth ring groove of the exhaust spiral ring groove (15), and simultaneously, the first exhaust cam (13) and the second exhaust cam (14) are already at the position capable of driving the first roller bearing (24) and the second roller bearing (25); and the first intake cam (12) and the second intake cam (31) have been in a position where it is impossible to drive the first roller bearing (24) and the second roller bearing (25); when the spline sliding cam shaft sleeve (10) continues to rotate along the direction indicated by n, the exhaust iron core (9) slides in the equal-depth ring groove part of the air inlet control spiral ring groove (15), and the first exhaust cam (13) and the second exhaust cam (14) are already in a state of driving the first roller bearing (24) and the second roller bearing (25).
In fig. 4, the spline slide cam sleeve hole wall (17) is provided with spline grooves (32) which mesh with splines (33) of the spline shaft (20) when mounted on the spline shaft (20), and the spline slide cam sleeve (10) is provided with first exhaust cams (13).
In fig. 5, the spline slide cam sleeve hole wall (17) is provided with a spline (32) which is engaged with a spline (33) of the spline shaft (20) when mounted on the spline shaft (20), and the spline slide cam sleeve (10) is provided with a first intake cam (12).
In the illustration of fig. 6, the spline shaft (20) is provided with two ring grooves and is respectively provided with a first stop ring (18) and a second stop ring (19), and the spline shaft (20) is also provided with a round hole and is provided with a positioning spring (16); the hole wall (17) of the spline sliding cam shaft sleeve is also provided with an exhaust positioning pit (29) and an air inlet positioning pit (30); a positioning ball (28) is arranged between the spline sliding cam shaft sleeve (10) and the spline shaft (20); the first exhaust valve rocker arm (22) is installed on the rocker shaft (21), the first roller bearing (24) is installed on the first exhaust valve rocker arm (22), the second exhaust valve rocker arm (23) is installed on the rocker shaft (21), and the second roller bearing (25) is installed on the second exhaust valve rocker arm (23). The positioning lock consists of a positioning ball (28) of a positioning spring (16), an exhaust positioning pit (29) and an air inlet positioning pit (30), and has the following functions: positioning the splined sliding camshaft sleeve (10) in a position where the first exhaust cam (13) and the second exhaust cam (14) can drive the first roller bearing (24) and the second roller bearing (25); or the spline sliding cam shaft sleeve (10) is positioned at the position where the first air inlet cam (12) and the second air inlet cam (31) can drive the first roller bearing (24) and the second roller bearing (25); ensuring that the spline sliding camshaft (10) does not stop between the two positions. When the cylinder is in four-stroke operation, the positioning ball (28) is embedded into an exhaust positioning pit (29), the first exhaust cam (13) drives the first exhaust valve rocker arm (22) by driving the first roller bearing (24), and the second exhaust cam (14) drives the second exhaust valve rocker arm by driving the second roller bearing; when the cylinder is in two-stroke operation, the positioning ball (28) is embedded in the air inlet positioning pit (29), and the first air inlet cam (12) and the second air inlet cam (31) drive the first exhaust valve rocker arm (22) and the second exhaust valve rocker arm by driving the first roller bearing (24) and the second roller bearing (25).
In fig. 7, the spline shaft (20) is provided with a spline (33) on its surface and is coaxially connected to the valve timing gear to rotate in synchronization.
In fig. 8, the operating principle of the variable cycle control circuit (1) is:
1. the electric switch on is in a power-on state, the selection switch K4 is in a power-off and non-conducting state, and no current passes through the power input terminal 3, the power output terminal 4 and the grounding of the SSR control end; the power input terminal 2 and the power output terminal 1 of the SSR load end are in a cut-off and non-conduction state, so that the variable cycle control circuit (1) is disconnected with the power circuit of the magnetic coil (6).
2. The electric switch on is in a power-on state, the selection switch K4 is in a closed conducting state, the selection switch K5 is in a closed conducting state, and the variable cycle control circuit (1) has the following working conditions:
in case 1, when the automobile is in a neutral state, the neutral light switch K1 is closed and conducted, and the current output from the on terminal of the electric switch can flow through the selection switch K4, the resistor R1, the diode D1, the neutral light switch K1 and a grounding; therefore, no current is input into the power input terminal 3 of the SSR control end of the solid-state relay, so that the variable-cycle control circuit (1) disconnects the power circuit of each magnetic coil (6).
In case 2, when the vehicle is in a gear state, the neutral light switch K1 is turned off and turned off, and the current outputted from the on terminal of the switch, the selection switch K4 and the resistor R1 cannot flow through the diode D1, the neutral light switch K1 and the ground.
In case 3, the automobile is in a gear-shifting state, the brake pedal is not stepped on, the brake pedal switch K11 is switched on, and the current output from the on terminal of the electric switch can flow through the option switch K4, the resistor R1, the diode D11, the brake pedal switch K11 and earth; therefore, no current is input into the power input terminal 3 of the SSR control end of the solid-state relay, so that the variable-cycle control circuit (1) is disconnected from the power circuit of the magnetic coil (6).
In case 4, when the automobile is in a gear shifting state and the brake pedal is pressed down, the brake pedal switch K11 is disconnected and is not conducted, and the current output from the on terminal of the electric switch, the selection switch K4 and the resistor R1 cannot flow through the diode D11, the brake pedal switch K11 and the grounding.
In case 5, when the automobile is in a gear-engaging state, the accelerator pedal is not stepped on, the accelerator pedal switch K2 is switched on, and the current output from the on terminal of the electric switch can flow through the selector switch K4, the resistor R1, the emitter and the base of the triode VT2, the diode D2, the accelerator pedal switch K2 and the ground; so that the emitter and collector of the transistor VT2 are in a conductive state.
In case 6, when the accelerator pedal is stepped on, the accelerator pedal switch K2 is disconnected and is not conducted, and the current output from the on terminal of the electric switch, the selection switch K4 and the resistor R1 cannot flow through the emitter, the base, the diode D2, the accelerator pedal switch K2 of the triode VT2 and the grounding; the emitter and the collector of the transistor VT2 are in a cut-off and non-conduction state; therefore, no current is input into the power input terminal 3 of the SSR control end of the solid-state relay, so that the variable-cycle control circuit (1) is disconnected from the power circuit of the magnetic coil (6).
In case 7, the clutch pedal is not pressed, the clutch pedal switch K3 is closed and conducted, and the current output from the on terminal of the electric switch can flow through the selector switch K4, the resistor R1, the emitter and the base of the triode VT3, the diode D3, the clutch pedal switch K3 and the grounding; so that the emitter and collector of the transistor VT3 are in a conductive state.
In the case 8, when the clutch pedal clutch is pressed, the pedal switch K3 is disconnected and is not conducted, and the current output from the on terminal of the electric switch, the selection switch K4 and the resistor R1 cannot flow through the emitter, the base and the diode D3 of the triode VT3, the clutch pedal switch K3 and the grounding; make emitter and collector of the triode VT3 in the conducting state of the cut-off non-conducting state; therefore, no current is input into the power input terminal 3 of the SSR control end of the solid-state relay, so that the variable-cycle control circuit (1) is disconnected from the power circuit of the magnetic coil (6).
3. When the electric switch is in a power-on state, the selection switch K4 is in a closed conducting state, and the selection switch K5 is in an open non-conducting state, the current output from the on terminal of the electric switch, the selection switch K4 and the resistor R1 cannot flow through the selection switch K5, the diode D11, the brake pedal switch K11 and the grounding.
The working process of the invention is as follows:
1. when the selection switch K4 is in closed conduction, the selection switch K5 is in closed conduction, the automobile is in a belt-gear driving state, a driver does not step on a brake pedal, or steps on a clutch pedal, or steps on an accelerator pedal, the variable cycle control circuit (1) disconnects a power supply circuit of the magnetic attraction coil (6), the positioning ball (28) is positioned in the exhaust positioning pit (29), the exhaust iron core (9) is positioned in an equal-depth annular groove part of the exhaust control spiral annular groove (15) to rotate, the spline sliding cam shaft sleeve (10) rotates along with the spline shaft (20), when an expansion stroke is nearly finished, the first exhaust cam driver (13) drives the first roller bearing (24) to drive the first exhaust valve rocker arm (22), meanwhile, the second exhaust cam (14) drives the second roller bearing (25) to drive the second exhaust valve rocker arm (23), and the exhaust valve corresponding to each exhaust valve is opened, the first exhaust cam (13) and the second exhaust cam (14) do not stop contacting the first roller bearing (24) and the second roller bearing (25) until shortly after the intake stroke begins; the first intake cam (12) and the second intake cam (31) rotate along with the spline sliding cam shaft sleeve (10) and do not drive other parts.
2. When the selection switch K4 is in closed conduction and the selection switch K5 is in closed conduction, the automobile is in a gear-driving state, when a driver only steps on a brake pedal, under the matching control of a no-idle driving control device, after fuel supply to an engine is stopped, the variable circulation control circuit (1) is connected with a power supply circuit of the electromagnetic controller (2), immediately under the action of electromagnetic force generated by the magnetic coil (6), the air inlet iron core (8) extends towards the direction of the axis of the spline sliding cam shaft sleeve (10), meanwhile, the air exhaust iron core (9) leaves the air exhaust control spiral ring groove (15) under the action of the fulcrum (3) and the lever (4), and continuously rotates along with the spline sliding cam shaft sleeve (10) after an air exhaust valve is closed and the first air exhaust cam (13) and the second air exhaust cam (14) are just separated from the first roller bearing (24) and the second roller bearing, the air inlet iron core (8) slides into the equal-depth spiral annular groove part of the air inlet spiral annular groove (11); with the continuous rotation of the spline sliding cam shaft sleeve (10), the air inlet iron core (8) slides through the equal-depth spiral ring groove part of the air inlet control spiral ring groove (11) in the period of the piston compression stroke to be close to the end position, meanwhile, the spline sliding cam shaft sleeve (10) is pushed to move towards the X direction, the positioning ball (28) synchronously enters the air inlet positioning pit (30) from the air outlet positioning pit (29), and then the first air inlet cam (12) and the second air inlet cam (31) are moved and positioned to the position capable of driving the first roller bearing (24) and the second roller bearing (25); with the continuous rotation of the spline sliding cam shaft sleeve (10), the first air inlet cam (12) and the second air inlet cam (31) drive the first roller bearing (24) and the second roller bearing (25) so as to drive the first exhaust valve rocker arm (22) and the second exhaust valve rocker arm (23) and open the corresponding exhaust valve, when the compression stroke of the piston is close to the end, compressed air is exhausted out of the cylinder, then when the piston is in the original expansion stroke, the cylinder can suck air through the opened exhaust valve, until the first air inlet cam (12) and the second air inlet cam (31) stop contacting with the first roller bearing (24) and the second roller bearing (25) shortly after the piston moves to the original exhaust stroke, and the exhaust valve is closed immediately; at the same time, the air intake core (8) rotates in the equal-depth ring groove portion of the air intake control spiral ring groove (11). To this end, the cylinder has completed: the four-stroke cycle state formed by the closing of an exhaust valve and the opening of an intake valve, the closing of an intake valve and an exhaust valve is performed, the closing of an expansion stroke and the closing of an exhaust valve are performed, and the closing of the intake valve and the opening of the exhaust valve is performed: the variable cycle process of the two-stroke cycle state is composed of an intake stroke of closing an exhaust valve and opening an intake valve, a compression stroke of closing the intake valve and the exhaust valve, an intake stroke of closing the intake valve and opening the exhaust valve, and a compression stroke of closing the intake valve and the exhaust valve. Thereafter, the cylinder is operated in a two-stroke cycle by continuously repeating the operation of compressing air to consume kinetic energy of the vehicle, thereby bringing the vehicle into a creep running state.
3. The selection switch K4 is in closed conduction, when the selection switch K5 is in closed conduction, the automobile is in a gear-driving state, a driver does not step on a brake pedal, or steps on a clutch pedal, or steps on an accelerator pedal, the variable cycle control circuit (1) immediately disconnects a power supply circuit of the magnetic controller (2), a magnetic coil (6) in the electromagnetic controller (2) arranged on the bracket (5) works immediately after being powered off, the exhaust iron core (9) extends out towards the direction of the axis of the spline sliding cam shaft sleeve (10) under the action of the reset spring (7), the fulcrum (3) and the lever (4), and meanwhile, the air inlet iron core (8) leaves the air inlet control spiral ring groove; when the spline sliding cam shaft sleeve (10) continues to rotate to the position where an exhaust valve just closes in the original intake stroke of the piston, the exhaust iron core (9) slides into the equal-depth spiral annular part of the exhaust spiral annular groove (15); during the time that the spline sliding cam shaft sleeve (10) continues to rotate to the position near the end of the original compression stroke of the piston, the exhaust iron core (9) slides all the way through the equal-depth spiral ring groove part of the exhaust control spiral ring groove (15), meanwhile, the spline sliding cam shaft sleeve (10) is pushed to move towards the X1 direction, the positioning ball (28) enters the exhaust positioning pit (29) from the air inlet positioning pit (30), and the first exhaust cam (13) and the second exhaust cam (14) are also moved and positioned to the positions for respectively driving the first roller bearing (24) and the second roller bearing (25); with the continuous rotation of the spline sliding cam shaft sleeve (10), the first exhaust cam (13) and the second exhaust cam (14) simultaneously drive the first roller bearing (24) and the second roller bearing (25) respectively so as to drive the first exhaust valve rocker arm (22) and the second exhaust valve rocker arm (23) to open the corresponding exhaust valve; at the same time, the exhaust iron core (9) slides into the equal-depth ring groove part of the exhaust control spiral ring groove (15) to rotate. To this end, the cylinder has completed: the two-stroke cycle state formed by the closing of an exhaust valve and the opening of an intake valve, the closing of an intake valve and an exhaust valve, the closing of the intake valve and the opening of the exhaust valve, and the closing of the intake valve and the exhaust valve is the compression stroke is entered: the variable cycle process of the four-stroke cycle state is formed by an intake stroke of closing an exhaust valve and opening an intake valve, a compression stroke of closing the intake valve and the exhaust valve, an expansion stroke of closing the intake valve and the exhaust valve and an exhaust stroke of closing the intake valve and the exhaust valve.
4. When the selection switch K4 is in a closed state, and the selection switch K5 is in a closed state, when the automobile is in a neutral state, a driver does not step on an accelerator pedal and a clutch pedal at the same time, under the cooperative control of a no-idle driving control device, after fuel supply to the engine is stopped, the variable-cycle control circuit (1) is in a state of disconnecting a power supply circuit of the electromagnetic controller (2), and can ensure that an exhaust iron core (9) enters an exhaust control spiral ring groove (15) under the action of a return spring (7), a fulcrum (3) and a lever (4) when the automobile is started, and a first exhaust cam (13) and a second exhaust cam (14) are in a state of correspondingly driving a first roller shaft (24) and a second roller bearing (25) in the starting process of the engine.
5. When the selection switch K4 is in a closed conduction state and the selection switch K5 is in an open conduction state, when the automobile is in a gear driving state, as long as a driver does not step on an accelerator pedal and a clutch pedal at the same time, under the cooperative control of a no-idle driving control device, after fuel supply to an engine is stopped, the variable circulation control circuit (1) is in a state of switching on a power supply circuit of an electromagnetic controller (2), immediately under the action of electromagnetic force generated by a magnetic coil (6), an air inlet iron core (8) extends towards the direction of the axis of a spline sliding cam shaft sleeve (10), meanwhile, an air exhaust iron core (9) leaves an air exhaust control spiral ring groove (15) under the action of a fulcrum (3) and a lever (4), and when an exhaust valve is closed, a first exhaust cam (13) and a second exhaust cam (14) are just separated from a first roller bearing (24) and a second roller bearing to be contacted with the spline sliding cam shaft sleeve (10) continuously rotating, the air inlet iron core (8) slides into the equal-depth spiral annular groove part of the air inlet spiral annular groove (11); with the continuous rotation of the spline sliding cam shaft sleeve (10), the air inlet iron core (8) slides through the equal-depth spiral ring groove part of the air inlet control spiral ring groove (11) in the period of the piston compression stroke to be close to the end position, meanwhile, the spline sliding cam shaft sleeve (10) is pushed to move towards the X direction, the positioning ball (28) synchronously enters the air inlet positioning pit (30) from the air outlet positioning pit (29), and then the first air inlet cam (12) and the second air inlet cam (31) are moved and positioned to the position capable of driving the first roller bearing (24) and the second roller bearing (25); with the continuous rotation of the spline sliding cam shaft sleeve (10), the first air inlet cam (12) and the second air inlet cam (31) drive the first roller bearing (24) and the second roller bearing (25) so as to drive the first exhaust valve rocker arm (22) and the second exhaust valve rocker arm (23) and open the corresponding exhaust valve, when the compression stroke of the piston is close to the end, compressed air is exhausted out of the cylinder, then when the piston is in the original expansion stroke, the cylinder can suck air through the opened exhaust valve, until the first air inlet cam (12) and the second air inlet cam (31) stop contacting with the first roller bearing (24) and the second roller bearing (25) shortly after the piston moves to the original exhaust stroke, and the exhaust valve is closed immediately; at the same time, the air intake core (8) rotates in the equal-depth ring groove portion of the air intake control spiral ring groove (11). To this end, the cylinder has completed: the four-stroke cycle state formed by the closing of an exhaust valve and the opening of an intake valve, the closing of an intake valve and an exhaust valve is performed, the closing of an expansion stroke and the closing of an exhaust valve are performed, and the closing of the intake valve and the opening of the exhaust valve is performed: the variable cycle process of the two-stroke cycle state is composed of an intake stroke of closing an exhaust valve and opening an intake valve, a compression stroke of closing the intake valve and the exhaust valve, an intake stroke of closing the intake valve and opening the exhaust valve, and a compression stroke of closing the intake valve and the exhaust valve. Thereafter, the cylinder is operated in a two-stroke cycle by repeatedly compressing air to consume kinetic energy of the vehicle, thereby bringing the vehicle into a state of engine retard.
Claims (1)
1. A variable cycle control circuit, the circuit comprising: the device comprises a solid-state relay SSR, a resistor R1, a resistor R2, a resistor R3, a diode D1, a diode D11, a diode D2, a diode D3, a brake pedal switch K11, an accelerator pedal switch K2, a clutch pedal K3, a selector switch K4, a selector switch K5, a triode VT2, a triode VT3 and the like; the method is characterized in that: the power output terminal 1 of the load end of the solid-state relay SSR is connected with the power input end of the magnetic attraction coil (6), the power output terminal 4 of the control end of the solid-state relay SSR is grounded, the power input terminal 2 of the load end of the solid-state relay SSR is simultaneously connected with the on terminal of the electric gate switch, one end of the selector switch K4, the other end of the selector switch K4 is connected with one end of a resistor R1, the other end of a resistor R1 is simultaneously connected with the anode of a diode D1, one end of the selector switch K5 and the emitter of a triode VT2, the cathode of a diode D1 is connected with the non-grounded end of a neutral light switch K1, the other end of the selector switch K5 is connected with the anode of a diode D11, the cathode of a diode D11 is connected with one end of a brake pedal switch K11, the other end of a brake pedal switch K11 is grounded, the base of a triode VT2 is connected with one end of a resistor R2, the other end, the negative electrode of the diode D2 is connected with one end of an accelerator pedal switch K2, the other end of the accelerator pedal switch K2 is grounded, the collector electrode of the triode VT2 is connected with the emitter electrode of the triode VT3, the base electrode of the triode VT3 is connected with one end of the resistor R3, the other end of the resistor R3 is connected with the positive electrode of the diode D3, the negative electrode of the diode D3 is connected with one end of the clutch pedal switch K3, the other end of the clutch pedal switch K3 is grounded, and the collector electrode of the triode VT3 is connected with the power input terminal 3 of the control end of the solid-state relay SSR.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910737562.7A CN112343727A (en) | 2019-08-08 | 2019-08-08 | Variable cycle control circuit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910737562.7A CN112343727A (en) | 2019-08-08 | 2019-08-08 | Variable cycle control circuit |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112343727A true CN112343727A (en) | 2021-02-09 |
Family
ID=74367738
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910737562.7A Withdrawn CN112343727A (en) | 2019-08-08 | 2019-08-08 | Variable cycle control circuit |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112343727A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116025463A (en) * | 2022-12-24 | 2023-04-28 | 江苏钧骋车业有限公司 | Automobile exhaust braking device and exhaust braking system |
-
2019
- 2019-08-08 CN CN201910737562.7A patent/CN112343727A/en not_active Withdrawn
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116025463A (en) * | 2022-12-24 | 2023-04-28 | 江苏钧骋车业有限公司 | Automobile exhaust braking device and exhaust braking system |
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Application publication date: 20210209 |