CN114135358B - Control driving device for valve mechanism and internal combustion engine - Google Patents
Control driving device for valve mechanism and internal combustion engine Download PDFInfo
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- CN114135358B CN114135358B CN202111405937.3A CN202111405937A CN114135358B CN 114135358 B CN114135358 B CN 114135358B CN 202111405937 A CN202111405937 A CN 202111405937A CN 114135358 B CN114135358 B CN 114135358B
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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
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The invention relates to the technical field of power machinery, in particular to a control driving device for a valve actuating mechanism and an internal combustion engine. The control driving device for the valve actuating mechanism comprises a shell, a valve rod assembly, a primary piston and a secondary piston, wherein the four components are matched to form a first hydraulic driving cavity, a second hydraulic driving cavity, an air pressure driving cavity, a first piston driving cavity and a second piston driving cavity, and the second piston driving cavity is communicated with the second hydraulic driving cavity. The shell is provided with an oil inlet and an air inlet, and the oil inlet can be directly communicated with the first hydraulic driving cavity or indirectly communicated with the first hydraulic driving cavity through the first piston driving cavity; the air inlet is communicated with the air pressure driving cavity, when the air distribution is opened, the primary piston and the secondary piston are driven simultaneously, and the driving force is large; when the gas distribution is in the front closing period, the valve rod assembly is driven to be closed quickly, and the driving force is large; when the air distribution is closed in the later stage, the primary piston and the secondary piston can reduce the speed under the pressure of the first hydraulic driving cavity, and high-speed collision between parts is avoided.
Description
Technical Field
The invention relates to the technical field of power machinery, in particular to a control driving device for a valve actuating mechanism and an internal combustion engine.
Background
The air distribution mechanism and its control driving system are one of the core components of internal combustion engine, and the air distribution mechanism needs to open and close the air valve of each cylinder of the internal combustion engine at regular time, so that fresh combustible mixed gas or air can enter the cylinder in time, the burnt waste gas can be discharged from the cylinder in time, and the air valve is kept closed in the working process of the internal combustion engine. The timing of intake and exhaust of an internal combustion engine directly affects the economy and the emission of the engine, and in order to accurately control the action of a valve train of the internal combustion engine, a control driving device for accurately controlling the valve train is generally required to be designed so as to ensure that the valve train performs work according to the designed timing.
In an internal combustion engine, particularly a low-speed internal combustion engine, the valve train opening back pressure is high, and the valve train valve rod needs to slow down in the final closing stage to slow down the mechanical collision, so a valve train control driving device with large driving force and flexible and variable response speed is urgently needed to solve the problems.
Disclosure of Invention
An object of the present invention is to provide a valve gear control drive device having a large drive force, a flexible and variable response speed, and high reliability.
Another object of the present invention is to provide an internal combustion engine, which can ensure that a valve gear operates at a designed timing by applying the above control drive device for a valve gear, and which has a flexible and variable response speed and high reliability.
In order to realize the purpose, the following technical scheme is provided:
in a first aspect, there is provided a control drive device for a valve train, comprising:
the oil inlet and the air inlet are formed in the side wall of the shell;
the valve rod assembly comprises a valve rod and a return piston, the return piston is slidably arranged in the accommodating cavity and divides the accommodating cavity into a hydraulic driving cavity and an air pressure driving cavity, and the air pressure driving cavity is communicated with the air inlet;
the primary piston is slidably arranged in the hydraulic driving cavity and divides the hydraulic driving cavity into a first hydraulic driving cavity and a second hydraulic driving cavity; an end of the primary piston is capable of abutting an end of the valve stem;
the second-stage piston is partially arranged in the first-stage piston in a sliding mode and divides the interior of the first-stage piston into a first piston driving cavity and a second piston driving cavity, and the second piston driving cavity is communicated with the second hydraulic driving cavity;
the primary piston can slide relative to the shell so that the oil inlet is communicated with the first hydraulic driving cavity or the first piston driving cavity;
the primary piston is provided with a first passage, the first passage is used for communicating the first hydraulic driving cavity and the first piston driving cavity, and the secondary piston can slide relative to the primary piston to change the size of the first passage.
As an alternative of the control driving device for the valve train, a second passage for communicating the first piston driving cavity with the first hydraulic driving cavity is formed in the secondary piston; the second passage comprises a large opening end and a small opening end, the large opening end is directly communicated with the first hydraulic driving cavity, and the small opening end is directly communicated with the first piston driving cavity.
As an alternative of the control drive device for the valve train, the first piston drive chamber includes a first communicating portion and a second communicating portion that are vertically disposed, the first communicating portion is capable of communicating with the oil inlet and disposed in parallel with the oil inlet, the second communicating portion is communicated with the first passage and disposed in parallel with the first passage, and the second communicating portion is communicated with the small-opening end.
As an alternative of the control drive device for the valve train, a first annular groove is formed in the outer wall of the primary piston, and the first annular groove is communicated with the first communicating portion.
As an alternative to the control drive device for a valve train, the first passage is tapered, and the secondary piston is provided with a tapered surface adapted to the taper.
As an alternative to the control drive device for a valve train, the first passage may be spherical, and the secondary piston may be provided with a spherical surface that is fitted to the spherical surface.
As an alternative of the control drive device for the valve train, the control drive device for the valve train further comprises a check valve, and the check valve is arranged at the air inlet and used for enabling air to enter the air pressure drive cavity.
As an alternative of the control driving device for the valve train, a through hole is formed in the primary piston, one end of the through hole is communicated with the second piston driving cavity, and the other end of the through hole is communicated with the second hydraulic driving cavity.
As an alternative of the control drive device for the valve train, a buffer passage is formed in the housing, one end of the buffer passage can be communicated with the first hydraulic drive cavity or the first piston drive cavity, and the other end of the buffer passage can be communicated with the second hydraulic drive cavity.
As an alternative of the control driving device for the valve train, the housing includes a first housing and a second housing, the first housing and the second housing are detachably and hermetically connected, the oil inlet is disposed on the first housing, and the air inlet is disposed on the second housing.
In a second aspect, there is provided an internal combustion engine including the control drive device for a valve train as described above.
Compared with the prior art, the invention has the beneficial effects that:
the invention provides a control driving device for a valve mechanism, which comprises a shell, a valve rod assembly, a primary piston and a secondary piston, wherein part of the secondary piston is slidably arranged in the primary piston, the primary piston and the valve rod assembly are both slidably arranged in the shell, the primary piston can be abutted against the valve rod assembly, the four components are matched to form a first hydraulic driving cavity, a second hydraulic driving cavity, an air pressure driving cavity, a first piston driving cavity and a second piston driving cavity, and the second piston driving cavity is communicated with the second hydraulic driving cavity. The shell is provided with an oil inlet and an air inlet, and the oil inlet can be directly communicated with the first hydraulic driving cavity or indirectly communicated with the first hydraulic driving cavity through the first piston driving cavity; the air inlet is communicated with the air pressure driving cavity. Through the arrangement of the structure, when the gas distribution is opened, the primary piston and the secondary piston simultaneously drive the valve rod assembly to move, so that the large-driving-force driving is realized, the valve rod assembly is quickly opened, and the opening response speed is improved; when the gas distribution is closed in the early stage, the valve rod assembly drives the primary piston and the secondary piston to move simultaneously, so that the rapid sliding closing is realized, and the closing response speed is improved; when the gas distribution is closed in the later stage, the speed of the primary piston and the speed of the secondary piston can be reduced under the pressure of the first hydraulic driving cavity, high-speed collision between components is avoided, the stability of the device is improved, and the service life of the device is prolonged.
The internal combustion engine provided by the invention can ensure that the valve mechanism executes work according to the designed timing by applying the control driving device for the valve mechanism, and has flexible and variable response speed and high reliability.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a control drive device for a valve train according to an embodiment of the present invention;
fig. 2 is a schematic partial structural view of a valve rod of a control drive device for a valve train before opening according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a valve rod of a control driving device for a valve train according to an embodiment of the present invention at an early stage of an opening process;
fig. 4 is a schematic partial structural view of a valve rod of a control driving device for a valve train at the later stage of an opening process according to an embodiment of the present invention;
FIG. 5 is a partial schematic structural view of a valve rod of a control drive device for a valve train in an early stage of a closing process according to an embodiment of the present invention;
fig. 6 is a partial structural schematic diagram of a valve rod of a control driving device for a valve train at the later stage of a closing process according to an embodiment of the present invention.
Reference numerals:
100. a first hydraulic drive chamber; 200. a second hydraulic drive chamber; 300. a pneumatic drive chamber; 400. a first piston drive chamber; 401. a first communicating portion; 402. a second communicating portion; 500. a second piston drive chamber;
1. a housing; 11. a first housing; 111. an oil inlet; 112. a buffer channel; 12. a second housing; 121. an air inlet;
2. a valve stem assembly; 21. a valve stem; 22. returning the piston;
3. a primary piston; 31. a first path; 32. a first ring groove; 33. a through hole;
4. a secondary piston; 41. a second path; 411. a large opening end; 412. a small opening end;
5. a one-way valve.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined or explained in subsequent figures.
In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are used only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements to be referred to must have specific orientations, be constructed in specific orientations, and operate, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used merely to distinguish one description from another, and are not to be construed as indicating or implying relative importance. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, e.g., as being either fixedly connected, detachably connected, or integrally connected; either mechanically or electrically. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
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.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
As shown in fig. 1-2, the present embodiment provides a control driving device for a valve train, including a housing 1, a valve rod assembly 2, a primary piston 3, and a secondary piston 4, where a portion of the secondary piston 4 is slidably disposed in the primary piston 3, the primary piston 3 and the valve rod assembly 2 are both slidably disposed in the housing 1, and the primary piston 3 can abut against the valve rod assembly 2, and the four components cooperate to form a first hydraulic driving cavity 100, a second hydraulic driving cavity 200, a pneumatic driving cavity 300, a first piston driving cavity 400, and a second piston driving cavity 500, where the second piston driving cavity 500 is communicated with the second hydraulic driving cavity 200. An oil inlet 111 and an air inlet 121 are formed in the housing 1, and the oil inlet 111 can be directly communicated with the first hydraulic drive cavity 100 or indirectly communicated with the first hydraulic drive cavity 100 through the first piston drive cavity 400; the air inlet 121 is communicated with the pneumatic driving cavity 300. Through the arrangement of the structure, when the gas distribution is opened, the primary piston 3 and the secondary piston 4 simultaneously drive the valve rod assembly 2 to move, so that the large-driving-force driving is realized, the valve is quickly opened, and the opening response speed is improved; when the gas distribution is closed in the early stage, the valve rod assembly 2 drives the primary piston 3 and the secondary piston 4 to move simultaneously, so that the rapid sliding closing is realized, and the closing response speed is improved; when the gas distribution is closed in the later stage, the primary piston 3 and the secondary piston 4 can reduce the speed under the pressure of the first hydraulic driving cavity 100, so that high-speed collision between components is avoided, the stability of the device is improved, and the service life of the device is prolonged.
An accommodating cavity is formed in the shell 1, and an oil inlet 111 and an air inlet 121 are formed in the side wall of the shell 1. Illustratively, the oil inlet 111 is a stepped hole, and the diameters of the oil inlets 111 decrease in sequence along the direction from the outside of the housing 1 to the inside of the housing 1.
Optionally, the housing 1 includes a first housing 11 and a second housing 12, the first housing 11 and the second housing 12 are detachably and hermetically connected, the oil inlet 111 is disposed on the first housing 11, and the air inlet 121 is disposed on the second housing 12. The control driving device for the valve actuating mechanism provided by the embodiment can be integrally disassembled and assembled, is in modular design, and improves the disassembly and assembly efficiency of the device.
Exemplarily, a first accommodating cavity is formed in the first housing 11, a second accommodating cavity is formed in the second housing 12, the first housing 11 and the second housing 12 are hermetically spliced, the first accommodating cavity and the second accommodating cavity form the accommodating cavity, and the valve rod assembly 2 and the primary piston 3 are slidably disposed in the accommodating cavity.
The valve rod assembly 2 comprises a valve rod 21 and a return piston 22, and the valve rod 21 is fixedly connected with the return piston 22. The return piston 22 is slidably disposed in the accommodating cavity, and divides the accommodating cavity into a hydraulic driving cavity and an air pressure driving cavity 300, and the air pressure driving cavity 300 is communicated with the air inlet 121. Hydraulic oil can enter the hydraulic driving cavity through the oil inlet 111, and when the pressure in the hydraulic driving cavity is greater than the pressure in the pneumatic driving cavity 300, the return piston 22 can be driven to drive the valve rod 21 to move downwards. Air can enter the pneumatic drive chamber 300 through the air inlet 121, and when the pressure in the pneumatic drive chamber 300 is greater than the pressure in the hydraulic drive chamber, the return piston 22 can be driven to drive the valve rod 21 to move upwards.
The primary piston 3 is slidably disposed in the hydraulic drive chamber and divides the hydraulic drive chamber into the first hydraulic drive chamber 100 and the second hydraulic drive chamber 200. Part of the secondary piston 4 is slidably disposed in the primary piston 3, and divides the primary piston 3 into the first piston driving chamber 400 and the second piston driving chamber 500, and the second piston driving chamber 500 is communicated with the second hydraulic driving chamber 200. A first passage 31 is formed in the primary piston 3, and the first passage 31 is used for communicating the first hydraulic drive chamber 100 with the first piston drive chamber 400.
Through the structural arrangement, the sliding of the primary piston 3 can enable the oil inlet 111 to be directly communicated with the first hydraulic drive cavity 100 or the first piston drive cavity 400. The sliding of the secondary piston 4 enables the first piston drive chamber 400 to communicate directly with the first hydraulic drive chamber 100; and the sliding of the secondary piston 4 can change the size of the first passage 31. The design can not only enable the primary piston 3 and the secondary piston 4 to move simultaneously to provide large driving force, has short response time and flexible and variable driving speed, but also enable the primary piston 3 and the secondary piston 4 to move independently to adjust the size of the first passage 31 so as to form resistance on the valve rod assembly 2, avoid high-speed collision between components, improve the stability of the device and prolong the service life.
The diameter of the return piston 22 is, for example, greater than the diameter of the primary piston 3.
Illustratively, an annular groove is formed in the outer wall of the secondary piston 4 to prevent the secondary piston 4 from sliding due to the viscosity of hydraulic oil. Preferably, a plurality of the annular grooves are arranged at intervals in the axial direction of the secondary piston 4.
Optionally, the first hydraulic drive chamber 100 includes a tapered portion, and the diameter of the primary piston 3 is equal to the maximum diameter of the tapered portion, so that even when the primary piston 3 moves to the highest position, the first hydraulic drive chamber 100 still has a certain volume, which is not filled by the primary piston 3.
Optionally, the first passage 31 is conical or spherical. The end of the secondary piston 4 is provided with a conical or spherical mating surface that fits the inner wall of the first passage 31 to better change the size of the first passage 31 until the first passage 31 is completely blocked or the first passage 31 is in a completely open state.
Preferably, the second-stage piston 4 is provided with a second passage 41 for communicating the first piston driving cavity 400 with the first hydraulic driving cavity 100; the second passage 41 includes a large opening end 411 and a small opening end 412, the large opening end 411 is directly communicated with the first hydraulic drive chamber 100, and the small opening end 412 is directly communicated with the first piston drive chamber 400. Illustratively, the axial direction of the large opening end 411 is parallel to the moving direction of the secondary piston 4, and the axial direction of the small opening end 412 is perpendicular to the moving direction of the secondary piston 4, so that the hydraulic oil in the first hydraulic driving cavity 100 can more easily enter the first piston driving cavity 400 while the communication between the first hydraulic driving cavity 100 and the first piston driving cavity 400 is ensured, and the hydraulic oil in the first piston driving cavity 400 cannot easily enter the first hydraulic driving cavity 100. In addition, by designing the communication between the second passage 41 and the first piston driving chamber 400 to have a small diameter, the hydraulic oil in the first hydraulic driving chamber 100 can be made to flow into the first piston driving chamber 400 slowly.
Optionally, the small-mouth end 412 is connected to the middle position of the large-mouth end 411. In addition, the small opening end 412 may be a long and narrow stepped hole.
A buffer passage 112 is formed in the housing 1, one end of the buffer passage 112 can be communicated with the first hydraulic drive cavity 100 or the first piston drive cavity 400, and the other end can be communicated with the second hydraulic drive cavity 200. The primary piston 3 is slidable relative to the housing 1 to place the cushion passage 112 in direct communication with the first piston drive chamber 400 or to place the cushion passage 112 in direct communication with the first hydraulic drive chamber 100.
Preferably, the first piston driving chamber 400 includes a first communicating portion 401 and a second communicating portion 402 which are vertically arranged, the first communicating portion 401 is capable of communicating with the oil inlet 111 and is arranged in parallel with the oil inlet 111, the second communicating portion 402 is communicated with the first passage 31 and is arranged in parallel with the first passage 31, and the second communicating portion 402 is communicated with the small opening end 412.
Alternatively, a center line of the second communication portion 402 and a center line of the first passage 31 may coincide with each other, and may coincide with an axis of the primary piston 3. The two first communication portions 401 extend in the radial direction of the primary piston 3, one of the first communication portions 401 may communicate with the oil inlet 111, and the other first communication portion 401 may communicate with the buffer passage 112. Illustratively, the buffer passage 112 includes a first horizontal portion, which can communicate with the first hydraulic drive chamber 100, a vertical portion, and a second horizontal portion, which can communicate with the second hydraulic drive chamber 200, in that order.
Preferably, a first ring groove 32 is formed in an outer wall of the primary piston 3, and the first ring groove 32 is communicated with the first communicating portion 401. First annular 32 makes the partial outer wall of one-level piston 3 and the inner wall interval setting in the chamber that holds of casing 1, and one-level piston 3 is because of hydraulic oil adhesion with casing 1. The width of the first ring groove 32 is greater than the width of the first communicating portion 401.
Optionally, the control driving device for the valve train further includes a check valve 5, and the check valve 5 is disposed at the gas inlet 121 and is configured to enable gas to enter the pneumatic driving cavity 300.
Optionally, in order to ensure that the second piston driving chamber 500 is communicated with the second hydraulic driving chamber 200, a through hole 33 is formed in the primary piston 3, one end of the through hole 33 is communicated with the second piston driving chamber 500, and the other end is communicated with the second hydraulic driving chamber 200. Illustratively, the through hole 33 is disposed at an angle to the axis of the primary piston 3. Further, the plurality of through holes 33 are arranged at intervals in a circular shape with the axis of the primary piston 3 as the center.
For convenience of understanding, the working process of the control drive device for the valve train provided by the embodiment is as follows:
fig. 2 is a schematic view of a partial structure of the control driving device for a valve train according to this embodiment before the valve rod is opened, as shown in fig. 2, before the valve rod 21 is opened, no hydraulic oil enters the oil inlet 111, and the primary piston 3 and the secondary piston 4 do not move. The valve stem 21 is in a closed state.
Fig. 3 is a schematic diagram of a local structure at an early stage of a valve rod opening process of the control and drive device for the valve train provided in this embodiment, as shown in fig. 3, the valve rod 21 is opened at the early stage, hydraulic oil enters the first piston drive cavity 400 through the oil inlet 111, the pressure of the first piston drive cavity 400 rises, so that the hydraulic oil in the first piston drive cavity 400 drives the first-stage piston 3 to move downward, and the first-stage piston 3 moves downward to push the valve rod 21 to move downward, so that the valve rod 21 is opened. At the same time, the pressure in the first piston driving chamber 400 is greater than the pressure in the first hydraulic driving chamber 100, thereby driving the secondary piston 4 upward, and thus communicating the first piston driving chamber 400 with the first hydraulic driving chamber 100. After the communication, the pressure in the first hydraulic driving chamber 100 rises, so as to drive the secondary piston 4 to move downwards to contact with the primary piston 3, finally, the primary piston 3 and the secondary piston 4 simultaneously push the valve rod 21 to move downwards, and the valve rod 21 is rapidly opened.
Fig. 4 is a schematic partial structure diagram of the valve rod in the later stage of the opening process of the control driving device for the valve train according to this embodiment, as shown in fig. 4, after the first-stage piston 3 descends for a period of time in the later stage of the opening of the valve rod 21, the oil inlet 111 is communicated with the first hydraulic driving cavity 100, and the pressure of the first piston driving cavity 400 is the same as that of the first hydraulic driving cavity 100. The primary piston 3 is driven by the first hydraulic driving cavity 100 and the first piston driving cavity 400 to move downwards, the secondary piston 4 is driven by the first hydraulic driving cavity 100 to move downwards, the primary piston 3 and the secondary piston 4 simultaneously push the valve rod 21 to move downwards, and the valve rod 21 is continuously and rapidly opened.
Fig. 5 is a schematic view of a partial structure of the valve rod of the control driving device for the valve gear provided in this embodiment at an early stage of the closing process, as shown in fig. 5, the valve rod 21 is at an early stage of the closing process, hydraulic oil in the first hydraulic driving cavity 100 and the first piston driving cavity 400 flows out through the oil inlet 111, and pressure in the first hydraulic driving cavity 100 and the first piston driving cavity 400 decreases, so that the downward driving force of the first-stage piston 3 and the second-stage piston 4 decreases. Simultaneously, the air passes through check valve 5 gets into ascending return force is applyed to the air in the atmospheric pressure drive chamber 300 (not shown in the figure), and ascending return force is applyed to return piston 22 (not shown in the figure) to the air in the atmospheric pressure drive chamber 300 (not shown in the figure), return piston 22 (not shown in the figure) with valve rod 21 links together, thereby makes valve rod 21 receives ascending return force, upward movement under the drive of return force of valve rod 21 finally realizes closing earlier stage valve rod 21 closes rapidly.
Fig. 6 is a schematic partial structure diagram of a later stage of a closing process of a valve rod of the control drive device for a valve train according to this embodiment, as shown in fig. 6, after the valve rod 21 is closed in the later stage, after the primary piston 3 moves upward for a period of time, the oil inlet 111 is not communicated with the first hydraulic drive cavity 100, hydraulic oil in the first hydraulic drive cavity 100 can only slowly flow to the first piston drive cavity 400 through the second passage 41 with a smaller aperture, and hydraulic oil in the first piston drive cavity 400 flows out through the oil inlet 111. As a result, the hydraulic oil in the first piston driving chamber 400 rapidly flows out, and the pressure in the first piston driving chamber 400 rapidly decreases. The hydraulic oil in the first hydraulic driving cavity 100 slowly flows out through the second passage 41, and the pressure in the first hydraulic driving cavity 100 slowly decreases. Therefore, the secondary piston 4 is forced downwards under the action of the high pressure of the first hydraulic driving cavity 100, the secondary piston 4 and the primary piston 3 jointly apply a downward force to the valve rod 21, the upward resistance of the valve rod 21 is formed, the upward speed of the valve rod 21 is slowed down, finally, the valve rod 21 is slowly closed at the last closing stage, and the high-speed collision among components is avoided.
The embodiment also provides an internal combustion engine which comprises the control driving device for the valve actuating mechanism, can ensure that the valve actuating mechanism executes work according to the designed timing, and has flexible and variable response speed and high reliability.
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 (10)
1. A control drive device for a valve train, comprising:
the oil filter comprises a shell (1), wherein an accommodating cavity is formed in the shell, and an oil inlet (111) and an air inlet (121) are formed in the side wall of the shell (1);
the valve rod assembly (2) comprises a valve rod (21) and a return piston (22), the return piston (22) is slidably arranged in the accommodating cavity and divides the accommodating cavity into a hydraulic driving cavity and an air pressure driving cavity (300), and the air pressure driving cavity (300) is communicated with the air inlet (121);
the primary piston (3) is slidably arranged in the hydraulic driving cavity and divides the hydraulic driving cavity into a first hydraulic driving cavity (100) and a second hydraulic driving cavity (200); the end of the primary piston (3) can be abutted against the end of the valve rod (21);
the secondary piston (4), part of the secondary piston (4) is slidably arranged in the primary piston (3), and divides the primary piston (3) into a first piston driving cavity (400) and a second piston driving cavity (500), and the second piston driving cavity (500) is communicated with the second hydraulic driving cavity (200);
the primary piston (3) is slidable relative to the housing (1) to communicate the oil inlet (111) with the first hydraulic drive chamber (100) or with the first piston drive chamber (400);
a first passage (31) is formed in the primary piston (3), the first passage (31) is used for communicating the first hydraulic driving cavity (100) with the first piston driving cavity (400), and the secondary piston (4) can slide relative to the primary piston (3) to change the size of the first passage (31).
2. The control drive device for the valve train according to claim 1, wherein the secondary piston (4) is provided with a second passage (41) communicating the first piston drive chamber (400) and the first hydraulic drive chamber (100); the second passage (41) comprises a large opening end (411) and a small opening end (412), the large opening end (411) is directly communicated with the first hydraulic drive cavity (100), and the small opening end (412) is directly communicated with the first piston drive cavity (400).
3. The control drive device for the valve train according to claim 2, wherein the first piston drive chamber (400) includes a first communicating portion (401) and a second communicating portion (402) that are vertically provided, the first communicating portion (401) being capable of communicating with the oil inlet (111) and being provided in parallel with the oil inlet (111), the second communicating portion (402) being communicated with the first passage (31) and being provided in parallel with the first passage (31), the second communicating portion (402) being communicated with the small-opening end (412).
4. The control-drive device for a valve train according to claim 3, wherein a first ring groove (32) is provided in an outer wall of the primary piston (3), and the first ring groove (32) communicates with the first communicating portion (401).
5. The control drive device for a valve train according to claim 1, wherein the first passage (31) is tapered, and the secondary piston (4) is provided with a tapered surface adapted to the taper; or
The first passage (31) is spherical, and a spherical surface matched with the spherical shape is arranged on the secondary piston (4).
6. A control drive for a valve train according to claim 1, characterized in that it further comprises a one-way valve (5), said one-way valve (5) being provided at said gas inlet (121) for enabling gas to enter said pneumatic drive chamber (300).
7. The control driving device for the valve train according to claim 1, wherein the primary piston (3) is provided with a through hole (33), one end of the through hole (33) is communicated with the second piston driving cavity (500), and the other end is communicated with the second hydraulic driving cavity (200).
8. The control drive device for a valve train according to claim 1, wherein a buffer passage (112) is formed in the housing (1), and one end of the buffer passage (112) can communicate with the first hydraulic drive chamber (100) or the first piston drive chamber (400), and the other end thereof can communicate with the second hydraulic drive chamber (200).
9. The control drive device for the valve train according to any one of claims 1 to 8, wherein the housing (1) comprises a first housing (11) and a second housing (12), the first housing (11) and the second housing (12) are detachably and hermetically connected, the oil inlet (111) is provided on the first housing (11), and the air inlet (121) is provided on the second housing (12).
10. An internal combustion engine comprising the valve train control drive device according to any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111405937.3A CN114135358B (en) | 2021-11-24 | 2021-11-24 | Control driving device for valve mechanism and internal combustion engine |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111405937.3A CN114135358B (en) | 2021-11-24 | 2021-11-24 | Control driving device for valve mechanism and internal combustion engine |
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| CN114135358A CN114135358A (en) | 2022-03-04 |
| CN114135358B true CN114135358B (en) | 2022-08-26 |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR900016589A (en) * | 1989-04-03 | 1990-11-13 | 우에다 쇼오지 | Valve operation device of internal combustion engine |
| JP2000018013A (en) * | 1998-07-03 | 2000-01-18 | Mitsubishi Heavy Ind Ltd | Compression ratio regulator for internal combustion engine |
| CN103216290A (en) * | 2013-04-09 | 2013-07-24 | 江苏公大动力技术有限公司 | Variable lift driver |
| CN107327329A (en) * | 2017-07-17 | 2017-11-07 | 哈尔滨工程大学 | A kind of electro-hydraulic full variable valve gear and control method |
| CN110593983A (en) * | 2019-10-29 | 2019-12-20 | 中船动力研究院有限公司 | Integrated low-pressure oil supplementing exhaust valve driving device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1287069C (en) * | 2003-11-27 | 2006-11-29 | 宁波华液机器制造有限公司 | Pressure differential style air valve variation control system |
-
2021
- 2021-11-24 CN CN202111405937.3A patent/CN114135358B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR900016589A (en) * | 1989-04-03 | 1990-11-13 | 우에다 쇼오지 | Valve operation device of internal combustion engine |
| JP2000018013A (en) * | 1998-07-03 | 2000-01-18 | Mitsubishi Heavy Ind Ltd | Compression ratio regulator for internal combustion engine |
| CN103216290A (en) * | 2013-04-09 | 2013-07-24 | 江苏公大动力技术有限公司 | Variable lift driver |
| CN107327329A (en) * | 2017-07-17 | 2017-11-07 | 哈尔滨工程大学 | A kind of electro-hydraulic full variable valve gear and control method |
| CN110593983A (en) * | 2019-10-29 | 2019-12-20 | 中船动力研究院有限公司 | Integrated low-pressure oil supplementing exhaust valve driving device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114135358A (en) | 2022-03-04 |
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