CN114592942B

CN114592942B - Valve train drive device for automobile and control method thereof

Info

Publication number: CN114592942B
Application number: CN202011431503.6A
Authority: CN
Inventors: 熊敏; 李周裕; 李伟军
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2020-12-07
Filing date: 2020-12-07
Publication date: 2023-11-07
Anticipated expiration: 2040-12-07
Also published as: CN114592942A

Abstract

The invention provides a valve mechanism driving device of an automobile and a control method thereof. The valve driving part comprises a mandrel extending along the arrangement direction of the valve mechanisms and a transmission disc assembly sleeved on the mandrel, and the transmission disc assembly is in transmission connection with the valve mechanisms. The motion adjusting component is arranged on one side of the valve driving component and applies adjusting acting force to the driving disc component along a first direction so as to adjust the alignment relationship between the rotation axis of at least part of the driving disc component and the rotation axis of the mandrel, thereby changing the valve opening wrap angle. The driving control part controls the motion adjusting part to apply adjusting acting force to the transmission disc assembly according to the motion signal fed back by the motion adjusting part, so that the closed-loop adjustable function of the valve opening wrap angle under different working conditions is realized. And the air inflow under different working conditions is adjusted, so that the differential requirements on the performance and the oil consumption under different working conditions are realized.

Description

Valve train drive device for automobile and control method thereof

Technical Field

The invention relates to the field of automobiles, in particular to an automobile valve mechanism driving device and a control method thereof.

Background

At present, a conventional valve mechanism driving device is shown in fig. 1, and under the driving of a transmission system such as a chain system or a belt, the air inlet and outlet valves of an engine are opened and closed according to a fixed cam profile and time, so that the air inlet, combustion and exhaust processes of the engine are realized.

However, because the requirements of the engine on the air inflow are different in low load, partial load and full load, the traditional valve driving mechanism controls the opening and closing of the valve according to the fixed lift and the opening wrap angle, and at the moment, the air inflow can be controlled by adjusting the opening degree and the valve timing of the throttle valve under different working conditions of the engine, so that the pumping loss is high.

Disclosure of Invention

The invention aims to solve the technical problem of high pumping loss in the prior art. It is necessary to design a valve driving mechanism capable of covering the variable valve wrap angle of the engine working condition to adjust the air inflow under different working conditions, so as to realize the differential requirements on performance and oil consumption under different working conditions. The invention provides a valve mechanism driving device of an automobile and a control method thereof, which realize the closed-loop adjustable function of a valve opening wrap angle under different working conditions by a valve driving part and a motion adjusting part which are controlled by an engine control unit in a closed-loop manner, so as to adjust the air inflow under different working conditions and realize the differential requirements on performance and oil consumption under different working conditions.

The invention provides a valve mechanism driving device of an automobile, comprising a plurality of valve mechanisms; also comprises a valve driving part, a motion adjusting part and a driving control part. The valve driving part comprises a mandrel extending along the arrangement direction of the valve mechanisms and a transmission disc assembly sleeved on the mandrel, wherein the transmission disc assembly is in transmission connection with the valve mechanisms so as to transmit rotation of the mandrel to the valve mechanisms, and accordingly the valve mechanisms are driven to open and close valves. The motion adjusting member is disposed on one side of the valve driving member and applies an adjusting force to the driving disk assembly in a first direction perpendicular to an arrangement direction of the plurality of valve mechanisms to adjust an alignment between a rotational axis of at least a portion of the driving disk assembly and a rotational axis of the spindle, thereby changing a valve opening wrap angle of at least a portion of the valve mechanisms. The driving control part controls the motion adjusting part to apply adjusting acting force to the transmission disc assembly according to the motion signal fed back by the motion adjusting part.

With the above-described arrangement, the drive control means is used to control the motion adjusting means, which imparts an adjusting force to the drive disc assembly in driving connection with the plurality of valve trains, thereby changing the alignment between the rotational axis of at least part of the drive disc assembly and the rotational axis of the spindle. When the center of rotation of the drive disk assembly is concentric with the center of rotation of the spindle, the valve motion wrap angle produced by the part of the drive disk assembly driving the valve mechanisms in driving connection with the plurality of valve mechanisms coincides with the valve motion wrap angle produced when the conventional camshaft is employed. When the rotation center of the driving disc assembly is adjusted to deviate from the rotation center of the mandrel, the valve movement wrap angle generated by the part of the driving disc assembly connected with the valve mechanisms in a driving way is larger and smaller than that generated by the traditional camshaft. When the center of the drive disk assembly is deviated to one side (namely, the direction in which the movement adjusting component applies the adjusting force) so that the valve movement wrap angle becomes larger, the valve movement wrap angle becomes smaller when the center of the drive disk assembly is deviated to the opposite direction by taking the collineation of the center of the drive disk assembly and the center of the mandrel as 0 point. And the air inflow under different working conditions is adjusted, so that the differential requirements on the performance and the oil consumption under different working conditions are realized.

According to another embodiment of the present invention, a valve train driving apparatus for an automobile is disclosed, wherein the motion adjusting member includes a first transmission mechanism and at least one transmission disc adjusting assembly drivingly connected to the first transmission mechanism, each transmission disc adjusting assembly including a transmission disc adjusting mechanism and an adjusting bracket. The driving disc adjusting mechanism drives the adjusting bracket to reciprocate along the first direction under the driving of the first driving mechanism. The valve driving part further comprises at least one driving disc fixedly arranged on the mandrel and a second transmission mechanism between the driving disc and the transmission disc assembly. Wherein, every regulation support includes the driving disk holding ring, and driving disk and dabber fixed connection. The transmission disc assembly comprises a transmission disc sleeved on the mandrel and positioned in the transmission disc accommodating ring, and the transmission disc is rotatably accommodated in the corresponding transmission disc accommodating ring and is in clearance fit with the inner peripheral wall of the transmission disc accommodating ring. The drive disk is drivingly connected to the drive disk by a second drive mechanism and is movable with the drive disk receiving ring in a first direction, and the alignment of the axis of rotation of the drive disk with the axis of rotation of the spindle changes as the drive disk moves with the drive disk receiving ring in the first direction.

By adopting the scheme, after the driving control part generates rotary motion, power is specially transmitted to the first transmission mechanism, and the transmission disc accommodating ring of the adjusting bracket moves along the first direction by the adjusting acting force generated by the cooperation of the first transmission mechanism and the transmission disc adjusting mechanism. The purpose of adjusting the distance between the rotation center of the transmission disc and the rotation center of the mandrel is realized by the movement of the transmission disc accommodating ring and the matching of the transmission disc and the shaft hole of the transmission disc accommodating ring. That is, the actuator disk receives the adjusting force and transmits the adjusting force to the valve train. The driving disc is fixedly connected with the mandrel and rotates along with the mandrel, and the driving disc is matched with the driving disc through a second transmission mechanism, so that the rotating motion of the mandrel is transmitted to the driving disc, the driving disc rotates in the shaft hole of the accommodating ring of the driving disc, the driving disc rotates to further drive the connecting or contacting part of the driving disc assembly and the valve mechanism, and the rotating motion of the driving disc is transmitted to the valve mechanism to control the valve to be opened and closed.

According to another embodiment of the present invention, a valve train driving device for an automobile according to an embodiment of the present invention includes a driving member, an eccentric transmission member, and a rotation shaft, wherein the driving member drives the rotation shaft to rotate, and the eccentric transmission member is disposed on the rotation shaft. The transmission disc accommodating ring is detachably connected to one end of the transmission disc adjusting mechanism, and the other end of the transmission disc adjusting mechanism is sleeved on the eccentric transmission part, wherein the transmission disc adjusting mechanism drives the transmission disc accommodating ring to reciprocate along the first direction along with the rotation of the rotating shaft.

By adopting the scheme, the driving control part provides power for the driving part, the rotating shaft is provided with the eccentric transmission part, the eccentric transmission part is matched with the transmission disc adjusting mechanism, and when the driving part drives the rotating shaft to rotate, the eccentric transmission part can drive the transmission disc adjusting mechanism and simultaneously drives the adjusting bracket to move back and forth through the transmission disc adjusting mechanism.

According to another specific embodiment of the invention, the valve mechanism driving device of the automobile disclosed by the embodiment of the invention comprises an adjusting slide block, wherein the adjusting slide block is sleeved on an eccentric transmission part, one end of a transmission disk accommodating ring, which is close to a rotating shaft, is provided with a first guide part, and the adjusting slide block is in sliding connection with the first guide part; and each drive disk adjusting assembly further comprises a guide bracket having a second guide portion provided along the first direction, and the outer peripheral wall of the drive disk accommodating ring has a sliding portion slidably connected with the second guide portion.

According to another embodiment of the present invention, a valve train driving apparatus for an automobile is disclosed, wherein the driving part includes a gear assembly provided on a rotation shaft, and the driving control part drives the rotation shaft to rotate through the gear assembly. The gear assembly comprises a gear body fixedly arranged at one end of the rotating shaft and a limiting boss arranged on the gear body, and the limiting boss limits the driving control part to drive the gear body to rotate.

According to another embodiment of the present invention, a valve train driving apparatus for an automobile is disclosed in which the transmission disc assembly further includes a plurality of cam sleeves rotatably sleeved on the spindle in sequence in an axial direction of the spindle, and the cam sleeves have a sleeve body, at least one cam provided on an outer peripheral wall of the sleeve body, and a driven disc provided at one end of the sleeve body. And the second transmission mechanism comprises a first shifting block arranged between the driving disc and the transmission disc and a second shifting block arranged between the transmission disc and the cam sleeve. The driving disc drives the transmission disc to rotate through the first shifting block, and the transmission disc drives the cam sleeve to rotate through the second shifting block.

According to another embodiment of the present invention, an embodiment of the present invention discloses a valve train driving device of an automobile, wherein at least one driving disk includes two driving disks spaced apart along an extending direction of a spindle; the at least one drive plate adjustment assembly correspondingly comprises two drive plate adjustment assemblies. And the driving disc assembly includes two driving discs provided corresponding to each driving disc. Wherein, one side of each transmission disc is provided with a containing part, the shape of the containing part is matched with that of the driving disc, one side of each transmission disc provided with the containing part is provided with a first shifting block, and the other side is provided with a second shifting block; two first sliding grooves are formed in each driving disc and are respectively arranged corresponding to the first shifting blocks on the two driving discs so as to accommodate the first shifting blocks; each driven plate is provided with a second chute which is arranged corresponding to the second shifting block so as to accommodate the second shifting block; when the first shifting block is accommodated in the corresponding first sliding groove, the mandrel drives the driving disc to rotate, the driving disc drives the transmission disc to rotate, and the transmission disc drives the driven disc to rotate.

By adopting the scheme, the driving disks can be driven by the driving disks, meanwhile, the driving disk containing rings of the driving disk adjusting assembly are used for controlling the driving disk positions of the 2 air cylinders at the same time, so as to control the valve wrap angles of the 2 air cylinders.

According to another embodiment of the present invention, a valve train driving device for an automobile is disclosed, wherein a driving plate is provided with at least two mounting holes, a first shifting block and a second shifting block are respectively detachably arranged in the corresponding mounting holes, and a positioning part is arranged in the mounting holes, and the positioning part limits the mounting depth of the first shifting block and the second shifting block in the mounting holes along the axial direction.

By adopting the scheme, the first shifting block and the second shifting block are flexibly and conveniently installed, the specific positions of the first shifting block and the second shifting block can be selected according to design requirements, and the first shifting block and the second shifting block cannot interfere with each other.

According to another embodiment of the present invention, a valve train driving apparatus of an automobile is disclosed, and a driving control part includes a first signaling member, a second signaling member, a sensor member, an engine controller, and a driver member. The first signaling component is arranged on the transmission disc assembly and is driven by the transmission disc assembly; the second signaling component is arranged at one end of the mandrel; the first signaling member and the second signaling member are signaling wheels having tooth characteristics; the driver component is in transmission connection with the first transmission mechanism; the sensor component is arranged at the corresponding position of the first signaling component and the second signaling component, receives the motion signal and feeds back the motion signal to the engine controller, and the engine controller controls the driver component to drive the first transmission mechanism according to the motion signal.

By adopting the scheme, the engine controller collects the tooth signals which are sent by the first signaling component and the second signaling component and are fed back by the sensor component and serve as motion signals. The phase of the mandrel is calculated through the signal fed back by the second signaling component, and the phase change of each cam sleeve is judged to be generated by a phase modulator driving the mandrel or a wrap angle adjustable mechanism generated by the mechanism according to the invention by comparing the position signals of the cam sleeves fed back by the first signaling component. Meanwhile, the opening and closing time of a specific valve fed back by the sensor component is compared, the current wrap angle can be calculated, and the driver component is driven by comparing the wrap angle with a target value of an ECU calibration working condition chart. The driver component is connected with the engine controller through the wire harness, is meshed with the gear body of the motion adjusting component through the spiral teeth, receives control signals of the engine controller, transmits rotation of the spiral teeth to the rotating shaft, and the rotating shaft generates rotary motion to drive the motion adjusting component, so that the motion adjusting component applies adjusting acting force to the transmission disc component, the position of the transmission disc component is adjusted, and the function of adjusting the valve wrap angle is achieved.

The invention also provides a control method of the valve mechanism driving device of the automobile, which comprises the following steps:

S1: the driving control part judges the phase adjustment condition of the mandrels connected with the valve mechanisms under the action of the motion adjustment part and the duty ratio condition of the phase modulator adjustment in the valve specific opening and closing time signals according to the motion signals fed back by the valve driving part, and the valve opening wrap angle condition at the current time can be obtained by calculating the difference value;

s2: when the engine is started, the motion signals are required to be compared, and whether the motion signals are consistent with the theoretical dead position preset by the drive control part or not is judged, so that the purpose of diagnosing whether the mechanism operates normally or not is achieved;

s3: in the working process, according to the change of working conditions, the calculated wrap angle condition is compared with an ignition control curve graph target value preset by a driving control component, and if deviation exists, the driving control component drives a motion adjusting component to enable a transmission disc component to generate rotary motion in a corresponding direction until the deviation of the current wrap angle and a target wrap angle approaches to 0.

The beneficial effects of the invention are as follows:

by providing a valve train driving apparatus of an automobile and a control method thereof, a motion adjusting member is controlled using a drive control member, and the motion adjusting member imparts an adjusting force to a transmission disc assembly connected to a plurality of valve trains, thereby changing an alignment relationship between a rotational axis of at least part of the transmission disc assembly and a rotational axis of a spindle. When the center of rotation of the drive disk assembly is concentric with the center of rotation of the spindle, the valve motion wrap angle produced by the part of the drive disk assembly driving the valve mechanisms in driving connection with the plurality of valve mechanisms coincides with the valve motion wrap angle produced when the conventional camshaft is employed. When the rotation center of the driving disc assembly is adjusted to deviate from the rotation center of the mandrel, the valve movement wrap angle generated by the part of the driving disc assembly connected with the valve mechanisms in a driving way is larger and smaller than that generated by the traditional camshaft. When the center of the driving disc assembly is deviated to one side (namely, the direction of the regulating force exerted by the movement regulating component) so that the valve movement wrap angle is increased, at least the movement wrap angle is decreased when the driving disc assembly is deviated to the opposite direction. And the air inflow under different working conditions is adjusted, so that the differential requirements on the performance and the oil consumption under different working conditions are realized.

Drawings

FIG. 1 is a schematic diagram of a prior art valve train drive arrangement;

fig. 2 is a schematic structural view of a valve train driving apparatus for an automobile provided in embodiment 1 of the present invention;

fig. 3 is a schematic structural view of a drive control member of a valve train drive apparatus of an automobile provided in embodiment 1 of the present invention;

fig. 4 is a schematic structural view of a motion adjusting member of a valve train driving apparatus of an automobile provided in embodiment 1 of the present invention;

fig. 4a, 4b, 4c, 4d, 4e, 4f, 4g are partial enlarged views of portions of a motion adjusting member of a valve train driving device of an automobile provided in embodiment 1 of the present invention;

fig. 5 is an exploded view of a valve driving member of a valve train driving device of an automobile provided in embodiment 1 of the present invention;

fig. 5a, 5b, 5c, 5d, 5e, 5f, 5g, 5h are partial enlarged views of portions of a valve driving member of a valve train driving device for an automobile provided in embodiment 1 of the present invention;

FIG. 5i is an assembled view of a first dial, a second dial and a driving disk of a valve mechanism driving device of an automobile according to the embodiment 1 of the present invention;

FIG. 5j is an assembly view of a drive plate assembly of a valve train drive apparatus provided in embodiment 1 of the present invention;

FIG. 5k is an assembled view of a drive plate assembly of a valve train drive apparatus provided in embodiment 1 of the present invention;

fig. 6 is an assembly view of a driving disc assembly and a driving disc adjusting assembly of a valve train driving apparatus of an automobile provided in embodiment 1 of the present invention;

fig. 7a, 7b, 7c, 7d are partial enlarged views of respective parts in a drive control member of a valve train drive apparatus of an automobile provided in embodiment 1 of the present invention;

fig. 7e is an assembly view of a cam sleeve and a first signaling member of a valve train driving apparatus for an automobile provided in embodiment 1 of the present invention;

fig. 7f is an assembly view of a first signaling member and a spindle of a valve train driving apparatus for an automobile provided in embodiment 1 of the present invention;

FIG. 8 is a valve lift curve for a valve train actuator of an automobile with a 1mm open position overlap provided in example 1 of the present invention;

fig. 9 is a valve lift curve in which MOP positions of a valve train driving device of an automobile are overlapped, provided in embodiment 1 of the present invention.

Reference numerals illustrate:

1: a valve mechanism;

10: a valve driving member;

11: a mandrel;

12: a drive plate assembly;

121: a drive plate; 121a: a driving disc supporting surface;

1211: a housing part; 1212: a mounting hole;

122: a cam sleeve;

1221: a sleeve body;

1221a: a mounting part; 121b: a thrust surface; 121c: positioning the step;

1222: a cam; 1223: a driven plate; 1224: a second chute;

13: a drive plate;

131: a first chute;

14: a second transmission mechanism;

141: a first dial block; 142: a second dial block;

20: a movement adjusting part;

21: a first transmission mechanism;

211: a driving part;

2111: a gear assembly; 2112: a gear body; 2113: a limit boss;

212: an eccentric transmission member;

213: a rotating shaft; 213a: a journal; 213b: a gear mounting neck;

22: a drive plate adjustment assembly;

221: a drive disk adjustment mechanism;

2211: an adjusting slide block;

2211a: eccentric wheel holes; 2211b: a slide rail;

222: adjusting the bracket;

2221: a drive disk receiving ring; 2222: a first guide part; 2223: a sliding part;

223: a guide bracket;

30: a drive control section;

31: a first signaling component; 32: a second signaling member;

33: a sensor member; 34: an engine controller; 35: a driver member.

Detailed Description

Further advantages and effects of the present invention will become apparent to those skilled in the art from the disclosure of the present specification, by describing the embodiments of the present invention with specific examples. While the description of the invention will be described in connection with the preferred embodiments, it is not intended to limit the inventive features to the implementation. Rather, the purpose of the invention described in connection with the embodiments is to cover other alternatives or modifications, which may be extended by the claims based on the invention. The following description contains many specific details for the purpose of providing a thorough understanding of the present invention. The invention may be practiced without these specific details. Furthermore, some specific details are omitted from the description in order to avoid obscuring the invention. It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.

It should be noted that in this specification, like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

In the description of the present embodiment, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", "inner", "bottom", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship in which the inventive product is conventionally put in use, are merely for convenience of describing the present invention and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and therefore should not be construed as limiting the present invention.

The terms "first," "second," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present embodiment can be understood in a specific case by those of ordinary skill in the art.

For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

Example 1

There is provided a valve train driving apparatus of an automobile, as shown in fig. 2 to 3, including a plurality of valve trains 1; also included are a valve drive component 10, a motion adjustment component 20, and a drive control component 30.

Specifically, the valve driving member 10 includes a spindle 11 extending in the arrangement direction of the plurality of valve mechanisms 1, and a driving disc assembly 12 sleeved on the spindle 11, wherein the driving disc assembly 12 is in driving connection with the plurality of valve mechanisms 1 to transmit rotation of the spindle 11 to the plurality of valve mechanisms 1, thereby driving the valve mechanisms 1 to open and close the valve. The movement adjusting member 20 is provided on the valve driving member 10 side, and applies an adjusting force to the actuator disk assembly 12 in a first direction a perpendicular to the arrangement direction of the plurality of valve mechanisms 1 to adjust the alignment between the rotational axis of at least part of the actuator disk assembly 12 and the rotational axis of the spindle 11, thereby changing the valve opening wrap angle of at least part of the valve mechanisms. The drive control unit 30 controls the motion adjustment unit 20 to apply an adjustment force to the drive plate assembly 12 based on the motion signal fed back by the motion adjustment unit 20.

More specifically, as shown in fig. 2, the arrangement direction of the plurality of valve mechanisms 1 is the same as the extending direction of the spindle 11 in fig. 2, and the first direction a perpendicular to the arrangement direction of the plurality of valve mechanisms 1 is the vertical direction in fig. 2, may be a direction extending obliquely in the vertical direction, or may be a direction perpendicular to the spindle 11 at the same time as the spindle 11 in the same horizontal plane, which is not particularly limited in this embodiment.

The movement adjustment member 20 applies an adjustment force to the actuator disc assembly 12 in the first direction a, i.e. by moving the actuator disc assembly 12 in the first direction a by the adjustment force, such that the alignment between the rotational axis of at least part of the actuator disc assembly 12 and the rotational axis of the spindle 11 is changed, thereby changing the valve opening wrap angle of at least part of the valve mechanism. The adjusting force may be power transmission, or may be directly applied with a pulling force or a pushing force, and the adjusting force may be applied by using a transmission structure such as a gear, a rotating shaft, a slider, or the like, so long as the transmission disc assembly 12 can receive the force in the first direction a.

In the working process, the driving control part 30 compares the calculated wrap angle situation with a preset ignition control graph target value of the driving control part 30 according to the change of working conditions, and if deviation exists, the driving control part 30 drives the motion adjusting part 20 to enable the transmission disc assembly 12 to generate corresponding rotary motion until the deviation of the current wrap angle and the target wrap angle approaches to 0.

It should be appreciated that the preferred specific structure of the drive plate assembly 12, the movement adjustment member 20 and the drive control member 30 will be described later and will not be described in detail herein. The drive disc assembly 12 has at least the existing drive or contact structure for connecting the valve train 1 and mechanical structure that can receive the adjustment force and transmit the adjustment force to change the existing cam wrap angle. The movement adjusting member 20 may be a mechanical structure that can emit an adjusting force using a cam, a push rod, a gear, a belt, or the like. The drive control unit 30 includes at least a motor, a sensor, a controller, and the like, which can feed back signals and send out control signals.

With the above-described arrangement, the motion adjusting member 20 is controlled using the drive control member 30, and the motion adjusting member 20 imparts an adjusting force to the actuator disk assembly 12 drivingly connected to the plurality of valve mechanisms 1, thereby changing the alignment between the rotational axis of at least part of the actuator disk assembly 12 and the rotational axis of the spindle 11.

When the rotation center of the driving disc assembly 12 is concentric with the rotation center of the spindle 11, the valve movement wrap angle generated by the partial driving valve mechanism 1 of the driving disc assembly 12, which is in driving connection with the plurality of valve mechanisms 1, coincides with the valve movement wrap angle generated when the conventional camshaft is employed.

When the rotation center of the driving disc assembly 12 is adjusted to deviate from the rotation center of the spindle 11, the valve movement wrap angle generated by the part of the driving disc assembly 12 which is in driving connection with the plurality of valve mechanisms 1 drives the valve mechanisms 1 is increased and decreased compared with the movement wrap angle generated by the conventional cam shaft. When the center of the drive disk assembly 12 is offset to one side (i.e., the direction in which the movement adjusting member 20 applies the adjusting force) and the valve movement wrap angle is increased, the valve movement wrap angle is decreased when the center of the drive disk assembly 12 and the center of the spindle 11 are aligned to 0 point.

Fig. 8 and 9 show valve lift curves, the abscissa shows the rotation angle of the crankshaft, the ordinate shows the valve opening lift, MOP shows the corresponding crank angle at the maximum opening position of the valve, and the valve opening position of 1mm shows the corresponding crank angle at the valve opening position of 1 mm.

Fig. 8 and 9 show 2 typical cases of variable valve motion rules with engineering feature meaning coincidence points, which can be realized by the mechanism of the present invention. In principle, the mechanism can select any position to make the coincidence point, but in single specific practical application, the coincidence point is fixed once selected, so the document gives 2 common engineering feature points as the coincidence point cases to carry out the effect display of variable wrap angles. For example, different coincidence points can be achieved by different designs of the relative angles of the first runner 131, the second runner 1224, and the cam 1222.

The 'lengthening' and the 'compressing' of the valve motion curves at the two sides of the coincident point can be realized by adjusting the eccentric direction of the transmission disc and the mandrel, so that the included angle is increased and decreased.

The coincident point indicates that a certain lift position (crank angle) of valve opening when the drive plate is collinear with the spindle (i.e., the theoretical regular curves in fig. 8, 9) is equal to the corresponding lift position (crank angle) of valve opening when the drive plate is off-center with the spindle.

The smaller the abscissa crank angle in fig. 8 and 9, the more the advancing direction and the more the retarding direction; the variable valve wrap mechanism of the invention increases and decreases the valve opening wrap angle and changes the valve opening and closing time. The position signal fed back by the cam sleeve thus contains the valve phase change produced by the phase modulator and the variable valve wrap mechanism.

According to another embodiment of the present invention, a valve train driving apparatus of an automobile is disclosed in an embodiment of the present invention, as shown in fig. 2 to 6, a movement adjusting part 20 includes a first transmission mechanism 21 and at least one transmission disc adjusting assembly 22 drivingly connected to the first transmission mechanism 21, each transmission disc adjusting assembly 22 including a transmission disc adjusting mechanism 221 and an adjusting bracket 222. The driving disc adjusting mechanism 221 drives the adjusting bracket 222 to reciprocate along the first direction a under the driving of the first driving mechanism 21.

And the valve driving part 10 further comprises at least one driving disc 13 fixedly arranged on the spindle 11, and a second transmission mechanism 14 between the driving disc 13 and the transmission disc assembly 12. Wherein each adjustment bracket 222 includes a drive disk receiving ring 2221, and the drive disk 13 is fixedly connected to the spindle 11. The transmission disc assembly 12 includes a transmission disc 121 sleeved on the spindle 11 and located in the transmission disc accommodating ring 2221, and the transmission disc 121 is rotatably accommodated in the corresponding transmission disc accommodating ring 2221 and is in clearance fit with the inner peripheral wall of the accommodating hole of the driving disc 13. The drive disk 121 is drivingly connected to the drive disk 13 by the second drive mechanism 14 and is movable along the first direction a with the drive disk receiving ring 2221, and the alignment of the rotational axis of the drive disk 121 with the rotational axis of the spindle 11 changes when the drive disk 121 moves along the first direction a with the drive disk receiving ring 2221.

Specifically, as shown in fig. 4, the adjusting bracket 222 may be driven by the driving disc adjusting mechanism 221 to reciprocate in the first direction a under the guidance of a chute, a rail, or the like, or without guidance. As shown in fig. 4b and 6, the center of the adjustment bracket 222 has a shaft hole feature, and the inner surface of the shaft hole is in clearance fit with the outer circumferential surface of the part drive disk 121, so that the drive disk 121 can rotate in the shaft hole of the adjustment bracket 222 in the axial direction.

It should be understood that 1 drive plate adjustment assembly 22 may be used to control 1 cylinder drive plate 121 or 1 drive plate adjustment assembly 22 may be used to control 2 cylinder drive plate 121 depending on the layout space of the engine. And, the driving disk 13, the driving disk adjusting assembly 22 and the driving disk 121 are correspondingly arranged, and those skilled in the art can select according to the number of cylinders, arrangement space and the like.

The first transmission mechanism 21 and the transmission disc adjusting mechanism 221 may be a transmission structure having a transmission rod, a gear, a rack, a belt, a cam, and the like.

For example, a rack extending along the first direction a is disposed on the adjusting bracket 222, when the driving disc adjusting mechanism 221 is a gear set, the adjusting bracket 222 can be moved along the first direction a, and at this time, the first driving mechanism 21 can be a gear set or a worm driven by a rotating shaft, and the like, and a stepping motor is used to bidirectionally rotate to drive the first driving mechanism 21 and further make the adjusting bracket 222 reciprocate. Alternatively, the driving disc adjusting mechanism 221 is a driving rod driven by a cam, and the driving rod is rotationally connected with the adjusting bracket 222, so that the driving rod driven by the cam and the driving rod adjusting bracket 222 move along the first direction a. The present embodiment is not particularly limited thereto, and those skilled in the art can select according to design requirements.

As shown in fig. 3 and 4, after the rotational movement of the drive control part 30 is generated, by applying power to the first transmission mechanism 21, the first transmission mechanism 21 cooperates with the transmission disc adjusting mechanism 221 to generate an adjusting force to move the transmission disc accommodating ring 2221 of the adjusting bracket 222 in the first direction a. The purpose of adjusting the distance between the rotation center of the transmission disk 121 and the rotation center of the spindle 11 is achieved by the movement of the transmission disk housing ring 2221 and the cooperation of the transmission disk 121 and the shaft hole of the transmission disk housing ring 2221. That is, the transmission disc 121 receives the adjusting force and transmits the adjusting force to the valve train 1.

As shown in fig. 5, the drive disk 13 has a mounting bore feature that is an interference fit with the drive disk 13 mounting neck of the spindle 11 or the drive disk 13 is welded directly to the spindle 11. The driving disc 13 is fixedly connected with the mandrel 11, and rotates along with the mandrel 11, the driving disc 13 is matched with the driving disc 121 through the second transmission mechanism 14, so that the rotating motion of the mandrel 11 is transmitted to the driving disc 121, the driving disc 121 rotates in the shaft hole of the driving disc accommodating ring 2221, the driving disc 121 rotates to drive the part of the driving disc assembly 12 connected or contacted with the valve mechanism 1, and the rotating motion of the driving disc 121 is transmitted to the valve mechanism 1 to control the valve to be opened and closed.

It will be appreciated that the drive disc assembly 12 has at least the existing drive or contact structure for the valve train 1, which may be a cam or push rod structure as is commonly used in the art. The main feature of this embodiment is that the portion of the driving disc assembly 12 is driven and regulated by the driving disc 121, and then acts on the valve mechanism 1, and the specific structure and driving manner of this embodiment are not specifically limited, and the preferred manner is described later, and will not be repeated here.

According to another embodiment of the present invention, a valve train driving apparatus for an automobile according to an embodiment of the present invention includes a driving member 211, an eccentric transmission member 212, and a rotation shaft 213, as shown in fig. 4, wherein the driving member 211 drives the rotation shaft 213 to rotate, and the eccentric transmission member 212 is disposed on the rotation shaft 213. The driving disc accommodating ring 2221 is detachably connected to one end of the driving disc adjusting mechanism 221, and the other end of the driving disc adjusting mechanism 221 is sleeved on the eccentric driving part 212, wherein the driving disc adjusting mechanism 221 drives the driving disc accommodating ring 2221 to reciprocate along the first direction a along with the rotation of the rotation shaft 213.

Specifically, the driving member 211 is configured to receive power from the driving control member 30, and may be a gear, a rack, or the like.

With the above-described arrangement, the drive control unit 30 supplies power to the drive unit 211, the rotation shaft 213 has the eccentric transmission unit 212, the eccentric transmission unit 212 is engaged with the transmission disc adjusting mechanism 221, and when the drive unit 211 drives the rotation shaft 213 to rotate, the eccentric transmission unit 212 can drive the transmission disc adjusting mechanism 221 and simultaneously drive the adjusting bracket 222 to move back and forth through the transmission disc adjusting mechanism 221.

In a preferred embodiment, as shown in fig. 4 and fig. 4a-4g, the driving disc adjusting mechanism 221 includes an adjusting slider 2211, the adjusting slider 2211 is sleeved on the eccentric driving part 212, one end of the driving disc accommodating ring 2221 near the rotation shaft 213 is provided with a first guiding part 2222, and the adjusting slider 2211 is slidably connected with the first guiding part 2222; and each of the driving disk adjusting assemblies 22 further includes a guide bracket 223, the guide bracket 223 having a second guide portion 2231 provided along the first direction a, the outer circumferential wall of the driving disk receiving ring 2221 having a sliding portion 2223, the sliding portion 2223 being slidably connected to the second guide portion 2231.

Specifically, as shown in fig. 4a, the guide bracket 223 is mounted on the cylinder head or the camshaft bracket, and has a second guide portion 2231 of a guide groove structure so that the driving disk receiving ring 2221 can move back and forth in the second guide portion 2231. Meanwhile, the top of the guide bracket 223 may have a shaft hole and a bearing cover, which are clearance-fitted with the journal of the rotation shaft 213, so that the rotation shaft 213 can freely rotate in the shaft hole of the guide bracket 223.

As shown in fig. 4b and 4f, the driving disc receiving ring 2221 is disposed in the guide bracket 223, and has a symmetrical guide surface structure, the guide surface forms a sliding portion 2223, the second guide portion 2231 is a sliding slot, and the sliding portion 2223 is in clearance fit with the second guide portion 2231 of the guide bracket 223, so that the driving disc receiving ring 2221 can slide along the second guide portion 2231 of the guide bracket 223. The drive disk receiving ring 2221 receives the ring center with a shaft hole feature that has an inner surface that is in clearance fit with the outer circumferential surface of the rotating disk so that the rotating disk can rotate axially within the shaft hole of the drive disk receiving ring 2221 receiving ring. The transmission disc accommodating ring 2221 further has a first guide portion 2222 of a sliding groove structure, and the first guide portion 2222 may have a dovetail shape, a T-shape or the like, and the first guide portion 2222 is matched with the sliding rail of the adjusting slider 2211, so that the adjusting slider 2211 can slide along the transmission disc accommodating ring 2221.

As shown in fig. 4, 4c and 4f, the adjusting slider 2211 has a sliding rail structure, and the sliding rail 2211b cooperates with the first guiding portion 2222 of the driving disk accommodating ring 2221, and may have a dovetail-shaped, T-shaped or other structure, so that the adjusting slider 2211 can slide along the sliding groove relative to the driving disk accommodating ring 2221. The adjusting slide 2211 has an eccentric wheel hole structure, the eccentric wheel hole 2211a is matched with the eccentric transmission part 212 on the rotating shaft 213, when the rotating shaft 213 rotates, the adjusting slide 2211 can be driven to slide back and forth along the sliding groove of the transmission disc accommodating ring 2221, and meanwhile, the transmission disc accommodating ring 2221 is driven to move back and forth along the guide groove of the guide bracket 223.

As shown in fig. 4d, the rotation shaft 213 has a feature of a journal 213a, and the journal 213a is engaged with the shaft hole of the guide bracket 223 such that the rotation shaft 213 can be rotated under the support of the shaft hole of the guide bracket 223. The rotation shaft 213 is provided with an eccentric transmission part 212 with an eccentric wheel structure, the eccentric transmission part 212 is matched with an eccentric wheel hole 2211a of the adjusting slide block 2211, the eccentric transmission part 212 can drive the adjusting slide block 2211 to slide back and forth along a sliding groove of the transmission disc accommodating ring 2221, and meanwhile, the adjusting slide block 2211 drives the transmission disc accommodating ring 2221 to move back and forth in a guide groove of the guide bracket 223.

According to another embodiment of the present invention, a valve train driving apparatus for an automobile according to an embodiment of the present invention is disclosed, wherein the driving part 211 includes a gear assembly provided on the rotation shaft 213, and the driving control part 30 drives the rotation shaft 213 to rotate through the gear assembly, as shown in fig. 4d, 4e and 4 g. Wherein, the gear assembly includes a gear body 2111 fixedly provided at one end of the rotation shaft 213 and a limit boss 2112 provided on the gear body 2111, the limit boss 2112 limiting the drive control member 30 to drive the gear body 2111 to rotate.

As shown in fig. 4e and 4g, one end of the rotation shaft 213 has a gear mounting neck 213b that can be interference fit with the inner hole of the gear body 2111. The gear body 2111 has a shaft hole feature, which is an interference fit with the gear mounting diameter of the rotation shaft 213, transmitting the rotational movement of the gear body 2111 to the rotation shaft 213. The gear body 2111 has a limit stop tab 2112 that cooperates with a corresponding feature on the engine to provide a rotational limit position for the gear body 2111, the tooth form of the gear body 2111 engaging the drive portion of the drive control 30 to transfer rotational movement generated by the drive control 30 to the rotational shaft 213. When the engine returns to idle speed or stops, the drive control component 30 rotates the gear body 2111 until the limit boss 2112 of the gear body 2111 engages a limit stop on the engine to a dead position of movement of the mechanism.

According to another embodiment of the present invention, a valve train driving apparatus of an automobile is disclosed in the embodiment of the present invention, as shown in fig. 5, wherein the driving disc assembly 12 further includes a plurality of cam sleeves 122 rotatably sleeved on the spindle 11 in sequence in an axial direction of the spindle 11, and the cam sleeves 122 have a sleeve body 1221, at least one cam 1222 provided on an outer circumferential wall of the sleeve body 1221, and a driven disc 1223 provided at one end of the sleeve body 1221. And the second transmission mechanism 14 includes a first dial 141 disposed between the drive disk 13 and the transmission disk 121, and a second dial 142 disposed between the transmission disk 121 and the cam sleeve 122. Wherein the drive disk 13 rotates the drive disk 121 via the first shift block 141 and the drive disk 121 rotates the cam sleeve 122 via the second shift block 142.

As shown in fig. 5a, the spindle 11 has a support journal supporting the cam sleeve 122, the cam sleeve 122 being axially rotatable along the support journal, and the spindle 11 further has a drive disk 13 mounting diameter, which is an interference fit with the inner bore of the drive disk 13.

As shown in fig. 5c and 5d, the cam sleeve 122 has a sleeve bore journalled with the spindle 11 for rotation relative to the spindle 11. The sleeve body 1221 has a sleeve journal that mates with the cylinder head and effects axial thrust of the cam sleeve 122 and a cam 1222 that drives the valve train 1. The cam sleeve 122 further has a driven plate 1223 engaged with the second dial 142 through a sliding groove, and converts the force transmitted from the second dial 142 into a rotational motion of the sleeve body 1221, thereby driving the valve mechanism 1 to control the opening and closing of the valve.

In the present embodiment, one cam sleeve 122 has two cams 1222 thereon, which can contact two valve mechanisms 1 and drive the valve mechanisms 1. The number of cam sleeves 122 or the number of cams on the cam sleeves 122 may be selected by those skilled in the art according to the number of cylinders or valve mechanisms 1, and the present embodiment is not particularly limited herein.

It is to be appreciated that the cam sleeve 122 also has a deformed configuration. For example, as shown in fig. 5e, the sleeve body 1221 further has a mounting portion 1221a for mounting the inductor or the transmitter of the drive control member 30 at an end remote from the driven disk 1223, and when the inductor or the transmitter is a transmitting wheel, the mounting portion is interference fit with an inner hole of the variable wrap angle transmitting wheel. One skilled in the art can select the desired cam sleeve 122 configuration based on design requirements and layout space.

According to another embodiment of the present invention, a valve train driving apparatus of an automobile is disclosed in the embodiment of the present invention, as shown in fig. 5 and 5c-5k, wherein at least one driving disk 13 includes two driving disks 13 arranged at intervals along the extending direction of the spindle 11; the at least one drive plate adjustment assembly 22 accordingly includes two drive plate adjustment assemblies 22. And the driving disk assembly 12 includes two driving disks 121 provided corresponding to each driving disk 13. Wherein one side of each transmission disc 121 is provided with a containing part 1211, the shape of the containing part 1211 is matched with that of the driving disc 13, and one side of each transmission disc 121 provided with the containing part 1211 is provided with a first shifting block 141, and the other side is provided with a second shifting block 142; two first sliding grooves 131 are arranged on each driving disc 13, and the two first sliding grooves 131 are respectively arranged corresponding to the first shifting blocks 141 on the two driving discs 121 so as to accommodate the first shifting blocks 141; each driven plate 1223 is provided with a second sliding groove 1224, and the second sliding grooves 1224 are arranged corresponding to the second shifting blocks 142 so as to accommodate the second shifting blocks 142; when the first shifting block 141 is accommodated in the corresponding first chute 131, the spindle 11 drives the driving disc 13 to rotate, the driving disc 13 drives the driving disc 121 to rotate, and the driving disc 121 drives the driven disc 1223 to rotate.

Specifically, as shown in FIG. 5b, the drive disk 13 has a mounting bore feature that is an interference fit with the drive disk 13 mounting neck of the spindle 11. The driving disk 13 further has 2 first sliding grooves 131, the first sliding grooves 131 are matched with sliding surfaces of the first shifting blocks 141, and the two first shifting blocks 141 can respectively slide back and forth in the first sliding grooves 131.

As shown in fig. 5f-5i, the drive plate 121 has a drive plate support surface 121a that mates with the shaft bore of the drive plate receiving ring 2221 such that the drive plate 121 is rotatable along an axis within the shaft bore of the drive plate receiving ring 2221. The first and second dials 141 and 142 are installed at both sides of the driving disk 121, and the driving disk 121 rotates so that the first and second dials 141 and 142 rotate along the axis thereof with the driving disk 121. The first shifting block 141 of the transmission disc 121 having the receiving portion 1211 is driven by the driving disc 13, and the second shifting block 142 of the other side drives the cam sleeve 122. When the two driving disks 121 are attached, two second shifting blocks 142 are arranged outside the two driving disks 121, so that the two cam sleeves 122 can be driven. The drive discs 121 also feature thrust surfaces 121b, which thrust surfaces 121b are in abutment against each other and are movable relative to each other when mated with another drive disc 121.

As shown in fig. 5g and 5h, the first and second dials 141 and 142 have sliding surface features that respectively cooperate with the sliding grooves of the driven plate 1223 and the driving plate 13, and the sliding surfaces can slide along the sliding grooves.

With the above-described arrangement, the 1 driving disk 13 can drive two driving disks 121, and the driving disk accommodating ring 2221 of the 1 driving disk adjusting assembly 22 simultaneously controls the positions of the driving disks 121 of 2 cylinders to control the valve wrap angles of 2 cylinders.

According to another embodiment of the present invention, a valve train driving device of an automobile is disclosed in an embodiment of the present invention, in which a driving disc 121 is provided with at least two mounting holes 1212, a first dial 141 and a second dial 142 are detachably provided in the corresponding mounting holes 1212, respectively, and a positioning portion is provided in the mounting holes 1212, the positioning portion limiting the mounting depth of the first dial and the second dial in the mounting holes 1212 in the axial direction.

Specifically, as shown in fig. 5f, the driving disk 121 further has a mounting hole 1212 that mates with the shaft holes of the first and second dials 141 and 142, and the rear end of the mounting hole 1212 has a positioning step 121c as a positioning portion to define the position of the dials.

As shown in fig. 5g and 5h, the first and second dials 141 and 142 have a rotation surface feature to be screw-coupled with the mounting hole 1212, and a pair of sliding surface features to be engaged with the sliding groove of the driving disk 13, and the sliding surfaces to be slid along the sliding groove. The bottom surface of the rotating surface cooperates with the positioning portion of the driving disk 121 to realize the axial positioning of the second shifting block 142.

By adopting the scheme, the first shifting block 141 and the second shifting block 142 are flexibly and conveniently installed, the specific positions for installing the first shifting block 141 and the second shifting block 142 can be selected according to design requirements, and the specific positions can not interfere with each other.

According to another embodiment of the present invention, a valve train driving apparatus of an automobile according to an embodiment of the present invention is disclosed, and as shown in fig. 3, a driving control part 30 includes a first signaling member 31, a second signaling member 32, a sensor member 33, an engine controller 34, and a driver member 35. The first signaling member 31 is provided on the drive disk assembly 12 and driven by the drive disk assembly 12; the second signalling member 32 is arranged at one end of the spindle 11; the first signalling member 31 and the second signalling member 32 are signalling wheels having tooth characteristics; the driver member 35 is in driving connection with the first transmission mechanism 21; the sensor member 33 is disposed at a position corresponding to the first transmitting member 31 and the second transmitting member 32, receives a motion signal, and feeds back the motion signal to the engine controller 34, and the engine controller 34 controls the driver member 35 to drive the first transmission mechanism 21 according to the motion signal.

More specifically, as shown in fig. 7a, the first signaling member 31 is a signaling wheel having a tooth feature, the first signaling member 31 has an inner hole feature, and is mounted on the cam sleeve 122 of the driving disc assembly 12, for example, the mounting portion of the cam sleeve 122 as described above and in interference fit with the mounting portion of the cam sleeve 122 as shown in fig. 5e, and the assembled structure of the first signaling member 31 mounted on the cam sleeve 122 is shown in fig. 7 e. As shown in fig. 7c, the second signaling member 32 is a signaling wheel with tooth feature, the mandrel 11 has a signaling wheel mounting diameter, and is interference fit with the inner hole of the second signaling member 32, and the assembly structure is shown in fig. 7 f. The first signaling member 31 cooperates with the sensor member 33 to feed back a phase characteristic signal of the cam sleeve 122, and simultaneously feeds back a specific opening/closing timing signal of the valve, and uses the above signal as a motion signal. The second signalling member 32 cooperates with the sensor member 33 to detect the position of the spindle 11.

As shown in fig. 7b, the sensor member 33 cooperates with the first signalling member 31 to transmit the signal fed back by the signalling teeth of the first signalling member 31 to the engine controller 34; in cooperation with the second transmitting member 32, signals fed back by the transmitting teeth of the second transmitting member 32 are transmitted to the engine controller 34.

The engine controller 34 collects the tooth signals as the motion signals sent from the first and second transmitting members 31 and 32 fed back from the sensor member 33. The phase of the mandrel 11 is calculated by the signal fed back by the second signalling member 32, and the phase change of each cam sleeve 122 is judged by comparing the position signals of the cam sleeves 122 fed back by the first signalling member 31, whether the phase change of each cam sleeve 122 is generated by a phase modulator driving the mandrel 11 or by a wrap angle adjustable mechanism generated by the mechanism of the invention. And meanwhile, the current wrap angle can be calculated by comparing the opening and closing moments of the specific valve fed back by the sensor member 33, and the driver member 35 is driven by comparing the current wrap angle with the target value of the ECU calibration working condition chart.

It is to be understood that a phase modulator refers to a variable valve timing (phase) mechanism that may be advanced or retarded as a whole by the law of valve motion, i.e., by advancing or retarding the valve opening and closing times.

As shown in fig. 7d, the driver member 35 may be a motor, and is connected to the engine controller 34 through a wire harness, and is meshed with the gear body 2111 of the motion adjusting component 20 through a helical tooth, the driver member 35 receives a control signal of the engine controller 34, and transmits rotation of the helical tooth to the rotation shaft 213, and the rotation shaft 213 generates rotation motion to drive the motion adjusting component 20, so that the motion adjusting component 20 applies an adjusting force to the driving disc component 12, thereby achieving the purpose of adjusting the position of the driving disc component 12 and realizing the function of adjusting the valve wrap angle.

In a preferred embodiment, cam sleeve 122 is formed from an alloy steel material and is manufactured by quenching and grinding; the mandrel 11 is made of alloy steel material high-strength steel and is manufactured by grinding; the transmission disc 121 is made of a high-strength steel material and is manufactured by grinding.

The fitting order in the above preferred embodiment is

Firstly, putting the 1 st cylinder cam sleeve 122, the transmission disc 121, the first shifting block 141 and the second shifting block 142 into the mandrel 11 in a combined way;

step two, the 1 st driving disk 13 is pressed and assembled in an interference mode;

thirdly, putting the 2 nd and 3 rd cylinder cam sleeves 122, the transmission disc 121, the first shifting block 141 and the second shifting block 142 into the mandrel 11 in a combined way;

fourthly, the 2 nd driving disc 13 is pressed in an interference mode;

fifthly, putting the 4 th cylinder cam sleeve 122, the transmission disc 121, the first shifting block 141 and the second shifting block 142 into the mandrel 11 in a combined way;

step six, the signaling wheel of the mandrel 11 is pressed and assembled in an interference mode;

seventh, installing the adjusting bracket 222 to be matched with the hole shaft of the transmission disc 121;

eighth, the small assembly of the previous 7 steps is installed on the engine cylinder cover, then a guide bracket 223 is installed, and an adjusting bracket 222 is positioned;

and ninth, the assembled rotation shaft 213 and the slider module are mounted and fixed to the bracket.

Example 2

There is provided a control method of a valve train drive apparatus of an automobile as in example 1, comprising the steps of:

s1: the driving control part 30 judges the phase adjustment condition of the core shafts 11 connected with the valve mechanisms 1 under the action of the motion adjusting part 20 and the duty ratio condition of the phase modulator adjustment in the valve specific opening and closing time signals according to the motion signals fed back by the valve driving part 10, and the valve opening wrap angle condition at the current time can be obtained by calculating the difference value;

S2: when the engine is started, the motion signals are required to be compared, and whether the motion signals are consistent with the theoretical dead position preset by the drive control part 30 or not is judged, so that the purpose of diagnosing whether the mechanism operates normally or not is realized;

s3: in the working process, according to the change of the working condition, the calculated wrap angle condition is compared with the ignition control curve target value preset by the driving control component 30, and if deviation exists, the driving control component 30 drives the motion adjusting component 20 to enable the transmission disc component 12 to generate corresponding-direction rotary motion until the deviation between the current wrap angle and the target wrap angle approaches to 0.

Specifically, taking the preferred embodiment of example 1 as an example, during operation, the engine controller 34 collects the signal of the cam sleeve 122 fed back by the first signaling member 31 and the signal of the mandrel 11 fed back by the second signaling member 32, firstly compares the position signal of the mandrel 11 fed back by the second signaling member 32 to determine the phase adjustment condition of the mandrel 11 under the action of the engine phase modulator, then compares the cam phase characteristic signal fed back by the first signaling member 31 to determine the specific opening and closing time signal of the valve fed back by the first signaling member 31 and the duty ratio condition of the phase modulator adjustment, and can obtain the valve opening wrap angle condition at the current time by calculating the difference value.

When the engine is started, the signals fed back to the engine controller 34 by the second signaling member 32 through the sensor member 33 are compared, and whether the signals of the second signaling member 32 are consistent with the theoretical dead position preset by the engine controller 34 or not is judged, so that the purpose of diagnosing whether the mechanism operates normally or not is achieved.

In the working process, according to the change of the working condition, the calculated wrap angle situation is compared with a target value of a calibration working condition diagram preset by the engine controller 34, if deviation exists, a driving signal is given to drive the driver component 35 to generate rotary motion in a corresponding direction until the deviation between the current wrap angle and the target wrap angle is 0 or is stable within a very small range, and closed-loop control of wrap angle adjustment is realized. When the engine returns to idle or shut down, the engine controller 34 sends a control signal to cause the driver member 35 to rotate until the limit boss 2112 of the gear body 2111 engages a limit stop on the engine to a dead-end position of movement of the mechanism.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a further detailed description of the invention with reference to specific embodiments, and it is not intended to limit the practice of the invention to those descriptions. Various changes in form and detail may be made therein by those skilled in the art, including a few simple inferences or alternatives, without departing from the spirit and scope of the present invention.

Claims

1. A valve train driving device of an automobile includes a plurality of valve trains; the device is characterized by further comprising a valve driving part, a motion adjusting part and a driving control part; wherein the method comprises the steps of

The valve driving component comprises a mandrel extending along the arrangement direction of the valve mechanisms, a transmission disc assembly sleeved on the mandrel, two driving discs fixedly arranged on the mandrel and arranged at intervals along the extending direction of the mandrel, and a second transmission mechanism between the driving discs and the transmission disc assembly; wherein,

the transmission disc assembly comprises a plurality of cam sleeves and two transmission discs sleeved on the mandrel; the cam sleeves are sequentially and rotatably sleeved on the mandrel along the axial direction of the mandrel, and are provided with a sleeve main body, at least one cam arranged on the outer peripheral wall of the sleeve main body and a driven disc arranged at one end of the sleeve main body;

the driving disc assembly is in driving connection with the valve mechanisms so as to transmit the rotation of the mandrel to the valve mechanisms, and accordingly the valve mechanisms are driven to open and close the valve;

the driving disc is fixedly connected with the mandrel;

The second transmission mechanism comprises a first shifting block arranged between the driving disc and the transmission disc and a second shifting block arranged between the transmission disc and the cam sleeve;

the motion adjusting component is arranged on one side of the valve driving component and comprises a first transmission mechanism and two transmission disc adjusting assemblies in transmission connection with the first transmission mechanism, and each transmission disc adjusting assembly comprises a transmission disc adjusting mechanism and an adjusting bracket; wherein the method comprises the steps of

Each of the adjustment brackets includes a drive disk receiving ring;

the transmission disc is rotatably accommodated in the corresponding transmission disc accommodating ring and is in clearance fit with the inner peripheral wall of the transmission disc accommodating ring, and the transmission disc is in transmission connection with the driving disc through the second transmission mechanism; the driving disc adjusting mechanism drives the adjusting bracket to reciprocate along a first direction perpendicular to the arrangement direction of the valve mechanisms under the driving of the first driving mechanism, so that the driving disc moves along the first direction along with the driving disc accommodating ring, and the driving disc drives the driving disc to rotate through the first shifting block; the alignment relation between the rotation axis of the transmission disc and the rotation axis of the mandrel is changed, and the transmission disc drives the cam sleeve to rotate through the second shifting block, so that the valve opening wrap angle of at least part of the valve mechanism is changed; wherein the method comprises the steps of

One side of each transmission disc is provided with a containing part, the shape of the containing part is matched with that of the driving disc, the one side of each transmission disc provided with the containing part is provided with the first shifting block, and the other side of each transmission disc is provided with the second shifting block;

two first sliding grooves are formed in each driving plate and correspond to the first shifting blocks on the two driving plates respectively so as to accommodate the first shifting blocks; and is also provided with

Each driven plate is provided with a second sliding groove, and the second sliding grooves are arranged corresponding to the second shifting blocks so as to accommodate the second shifting blocks; wherein the method comprises the steps of

When the first shifting block is accommodated in the corresponding first sliding groove, the mandrel drives the driving disc to rotate, the driving disc drives the transmission disc to rotate, and the transmission disc drives the driven disc to rotate; and is also provided with

The driving control part controls the motion adjusting part to apply the adjusting acting force to the transmission disc assembly according to the motion signal fed back by the valve driving part.

2. A valve train driving apparatus of an automobile according to claim 1, wherein

The first transmission mechanism comprises a driving part, an eccentric transmission part and a rotating shaft, wherein the driving part drives the rotating shaft to rotate, and the eccentric transmission part is arranged on the rotating shaft;

the transmission disc accommodating ring is detachably connected to one end of the transmission disc adjusting mechanism, and the other end of the transmission disc adjusting mechanism is sleeved on the eccentric transmission part, wherein the transmission disc adjusting mechanism drives the transmission disc accommodating ring to reciprocate along the first direction along with the rotation of the rotating shaft.

3. The valve train driving device of an automobile according to claim 2, wherein the transmission disc adjusting mechanism comprises an adjusting slide block sleeved on the eccentric transmission part, a first guide part is arranged at one end of the transmission disc accommodating ring, which is close to the rotating shaft, and the adjusting slide block is in sliding connection with the first guide part; and is also provided with

Each driving disc adjusting assembly further comprises a guide support, the guide support is provided with a second guide part arranged along the first direction, the outer peripheral wall of the driving disc accommodating ring is provided with a sliding part, and the sliding part is in sliding connection with the second guide part.

4. The valve train driving apparatus of an automobile according to claim 2, wherein the driving member includes a gear assembly provided on the rotating shaft, and the driving control member drives the rotating shaft to rotate through the gear assembly; wherein the method comprises the steps of

The gear assembly comprises a gear body fixedly arranged at one end of the rotating shaft and a limiting boss arranged on the gear body, and the limiting boss limits the driving control part to drive the gear body to rotate.

5. The valve train driving device of an automobile according to claim 1, wherein the transmission disc is provided with at least two mounting holes, the first and second dials are detachably provided in the corresponding mounting holes, respectively, and positioning portions are provided in the mounting holes, the positioning portions limiting installation depths of the first and second dials in the mounting holes in an axial direction.

6. A valve train driving apparatus for an automobile according to any one of claims 1 to 5, wherein,

the drive control means includes a first signaling member, a second signaling member, a sensor member, an engine controller, and a driver member; and is also provided with

The first signaling component is arranged on the transmission disc assembly and driven by the transmission disc assembly;

the second signaling component is arranged at one end of the mandrel;

the first signaling member and the second signaling member are signaling wheels having tooth characteristics;

the driver component is in transmission connection with the first transmission mechanism;

the sensor component is arranged at the corresponding position of the first signaling component and the second signaling component, receives a motion signal and feeds the motion signal back to the engine controller, and the engine controller controls the driver component to drive the first transmission mechanism according to the motion signal.

7. A control method of a valve train drive apparatus of an automobile according to any one of claims 1 to 6, comprising the steps of:

s1: the driving control part judges the phase adjustment condition of the mandrels connected with the valve mechanisms under the action of the motion adjustment part and the duty ratio condition of the phase modulator adjustment in the specific opening and closing time signals of the valve according to the motion signals fed back by the valve driving part, and obtains the valve opening wrap angle condition at the current time by calculating the difference value;

S2: when the engine is started, the motion signals are required to be compared, and whether the motion signals are consistent with the theoretical dead position preset by the driving control part or not is judged, so that the purpose of diagnosing whether the mechanism operates normally or not is achieved;

s3: in the working process, according to the change of working conditions, comparing the calculated wrap angle situation with an ignition control curve graph target value preset by the driving control component, and if deviation exists, driving the motion adjusting component by the driving control component to enable the transmission disc component to generate rotary motion in a corresponding direction until the deviation of the current wrap angle and the target wrap angle approaches to 0; wherein the drive plate assembly includes a cam.